Got too low to land in the field he'd chosen. Instead he relied on the engine to work and get him out of trouble..... and was completely stuffed when it didn't start. Lucky he wasn't hurt and a lot of valuable lessons learned. Some people need to break things before the learnin' starts.. ;)
Здравствуйте. А чертежи на данный планёр есть ? Я видел как то 3 листа чертежей публиковали в интернете. По которым можно было построить планёр. Я занимаюсь строительством деревянных планёров в России
Why "Dark"?It's a FAUVEL AV-361,built under license in the 50's in Germany. Colonel Ch.FAUVEL,French fighter pilot at the age of 18,deposited his first patent at the age of 23,in 1929.He then became a test pilot,and with his colleagues,under the supervision of Général Engineer BONTE,invented the first method of scientifically study the flight characteristics of an airplane.This with Général Engineer Henri ZIEGLER,founder of AIRBUS, and Mr.Jacques LECARME, who finished his career as Chief Suoervisor of test flights at the time of Concorde's first flight. CH.FAUVEL obtained the first Certificate of Airworthiness for a Flying Wing,Classical Type(same tests as a classical plane) in 1935. This with his AV 10,which set several world records.AV 10 disapoeared in 1940 when nazis invaded France in June 1940. The rebuilt of this AV 361 is a performance,and Ch.FAUVEL daughter send her congratulations to the author of the realization.
I'm not here to condemn the pilot by any means - he describes the error himself by telling the story. Always be in your circuit for landing, have your field picked, and then and only then extend the engine. On my DG500 it's between 4.5-7kts (2.25-3.5m/s) of sink induced with the engine extended and not running. If you try to pitch over to accelerate - it's like having the dive brakes extended. Mentally you've got to hold off extending the engine until overhead of your best field. Yes that leaves less room to start it, but less chance of misjudging the glide. Imagine flying hundreds of hours in a 45:1 glider, and at the flock of a switch it becomes 15:1 without touching the dive brakes. Get overhead: then extend it. Don't forget to leave room for it to warm up if it's a bigger self launcher. The sustainers you have no choice, it'll just go wide open by design as soon as it's started. Pure Glide did a great job demonstrating his outlanding avoidance technique with a sustainer. Check it out.
Tomu se říká lidská blbost a neodpovědnost. Podobné stroje vyrábíme v HPH, ale ne každý si je může koupit. Jedná se o větroně, kdy pilot používá motor pouze v nouzi. To není aerotaxi, ale špičkový závodní stroj!!!!!
Deploying the engine adds a lot of drag. This is the paradox of. motor glider: if the engine doesn’t start, now you’re REALLY coming down, therefore the engine start needs to happen be in plenty of time to safely continue the landing without power. Also, this glider has an 18m (60 ft) wingspan, so lateral clearance is important. this makes most roads unsuitable due to numerous poles and markers along the road that can’t be seen from the air.
Everything you mentioned is correct and i would like to add that an engine makes the glider heavier, resulting in more energy carried when flying with the same speed as a glider without engine. Usually the speed has to be even higher because of the heavier plane, resulting in even more energy. Because of this noticeable difference in Energy, you need a significantly longer Paddock than without the engine.
I once spent an evening spellbound by the recollections of one of the greatest glider pilots ever. He told a graphic tale of a desperate attempt to start the engine as he descended towards an unlandable area, only being successful in the very last few seconds. It seemed to me then, as it does now, that glider pilots would not paint themselves into such a corner without a back-up, so they lull themselves into a false sense of security. Similarly, I have shared numerous thermals with other gliders in complete safety, but once flew with a very good but aggressive pilot in a thermal where the other machines were coming far too close for comfort. His response to my concern was '...that is why you wear a parachute...'. Just food for thought.....
nob0dy27 I only know physics. Aircraft of any type do not just “fall to the ground” and when pilots use excuses such as that for crashing or outlanding, it’s obviously due to their error and unwillingness to admit as such.
@@sint5990 meteorology exists, strong downwinds in the air are possible and happen, especially near the ground. this accident was, like most, a combination of bad situations and pilot error by relying on the engine which did not extend
I have been in a glider and experienced brief periods of 2000 feet/minute of "downdraft." It happens. All those thermals of rising air have to come down somewhere.
I think a FES (Front Electric Self-launch/Sustainer) would have helped prevent this accident. The pilot was overloaded. There is downdraft, too low, hilly terrain, issues with the sustain-er. The pop out sustainer creates more drag when deployed.
