what are the right of way rules for entering and operating in a gaggle? I presume the number one rule is those with the vision must yield. so if your behind, below(in a low or mid wing), or outside the turning radius you must yield. And what about how you yield? Tightening the turn? exitiing the thermal? dive or climb?
A six foot plus gliding friend of mine did his 5 hour endurance Silver C task flight in such an aircraft. We had to unfold him when he arrived back after a successful task.That was back in the mid 70s. I have flown an H17 Hutter twice. That is certainly an experience to not miss. Cheers from Downunder👍🇦🇺🇬🇧
No attempt to reduce airbrake before touchdown. It seems a combination of high approach speed and tailwind forced the max airbrake all through round-out and touchdown. The field looked rather rough, too. Were you forced to take a tailwind due to height and direction of approach? First time I watched this, I thought it was an out-landing.
In europe we usually land with full airbrakes to prevent bouncing and flare the glider almoast compleatly stalls to land it, it seems to me that he didnt flare enough
Probably - not sure - you did not flew over the field so as to have a good evaluation of its conditions... Also it looks like speed was a little higher than desirable...
Ok so ive only been messing around in the ultralight aircraft arena for about a year, and obviously i dont know quite a bit. I guess my question here is do these gliders fall into the same category as an ultralight ie fuel restrictions and altitude restrictions. Like im only allowed to have 5 gallons of fuel in board and i forget what the max ceiling is but i wouldnt go anywhere near it in my little gyroplane. And does strapping an engine on to one of these things change how its classified?
The Arcus has an MTO of 850kg, american ultralight rules don´t apply. An engined glider is still considerd an sailplane, but in some countries you have an extra registration which you can still fly with a glider pilots licence. for example in germany an pure sailplane is registrated as D-number and an motorglider as D-K, but bouth can be flown with a sailplane licence
@@randomguyinanglider fair enough but I live in the states and fly in the states so im really only concerned with the laws that would effect me. Like with my gyroplane/gyrocopter I had a main 5 gallon fuel cell going into a 1/2 gallon surge tank for the fuel injection system. Laws being what they are I was in violation because ultralight aircraft may only carry 5 gallons of fuel. That required me to modify the fuel cell to compensate for my unauthorized 1/2 gallon, so before I jump into something like a glider with auxiliary jet, ducted fan etc... I'd like to know what's what
Back in 1963 I started gliding with the Barossa Valley Gliding Club and our training glider was called a kookaburra. I soloed in it a year later then converted to a single seater which was called a kingfisher which looked similar to the Grunau Baby only it didn’t have wing struts plus it had an enclosed cockpit. I have many great memories from those days . Due to marriage and work and leaving the Barossa I stopped gliding. I still fly but now I own a single engine Jabiru and being retired at 75 it’s two to three times a week. I’ve got nearly three and a half thousand hours up now .
In 1982 I learned to fly gliders. While the rest of the world had moved onto fibreglass construction, these were wood and Canvas. If you get a chance, get a front seat in a Kirby Cadet mk3 and see what I experienced back then, and what my first solo at 16 years old with only 23 launches, experienced.
Went belly up to the glider on which you were essentially flying formation with. Should have done an overshoot maneuver flying below and to the outside of the traffic you were converging upon. Diving under offers more energy for maneuvering and the best visual of the most airspace where you know you have aircraft that you must keep an eye on. Belly up and converging on 2 or 3 planes at similar altitude is not a good plan. Betting your life you're turning tighter than they are. If this type of thing is typical, you all need to be formation qualified.
Der Arcus ist der Schreck der alten offenen Klasse geworden. Selbst bei schlechtem Wetter, 5m mehr Spannweite und einer Gleitzahl von 1:59 hatte ich zu oft das Nachsehen.
I had a close encounter with a SIAI-Marchetti S.211. He was doing touch-and-goes on a busy gliding day at our airfield. That was a crazy experience. (Sadly, he later had a mid-air with a sister jet while formation flying.)
