I am not at this standard yet ...every time i fly ..I LEARN SOMETHING MORE ....AND ... I ABSORB WHAT IS SUBTLY REVEALED TO ME .... arff i try my best , and allways feel i was not good enough ....current learning at hinton airfield with banbury gliding club .....a very good place indeed ... not pretentious and patient to the point of letting you rectify to learn yourself ....great way to do it ...after basics of course ..oh still learning basics ...that will never stop basically ... 😊😊😊😊😊
Assuming that we are reading the back air speed indicator as the true reference: When the instructor first spoke up at 20:35 the speed read 49knots. (assuming the difference in parallax error from the cameras position to the pilots eyes it could've easily read 50kt) When the instructor took over at the beginning of the flare then it dropped to 45knots. It was the flare maneuver (not the instructor) which dropped it to an unsafe speed so depending on the kind of flare he was doing would determine if it was dangerous or not. There is supposed to be the final speed bleed off during the flare. If he was flaring early, gradually and highish (like he did) then yes the speed bleed off would've put him in a pickle but if he did a lateish flare down by the deck he would've been fine. The instructor did immediately put the airbrakes away upon taking control. I'm not sure how much air brake was being used on descent so I dont know how much lift was restored when he put them away but judging by the glideslope I would assume up to a half airbrake used. It also looked like he landed with no airbrakes as well Additionally I don't know what the relationship between the instructor and student was. strangers or familiar with each other but the instructor made the right call given the information he was presented with in the moment. (unsafe low airspeed on front ASI) Conclusion: if the instructor had of let the student take it all the way to the ground, due to the gradual highish flare I think the speed bleed off and the instructor not putting the airbrakes away probably would've given them a decent plonk down on landing but not to the degree where you need an engineers inspection. All that said, there very well could be a slight discrepancy between the front and rear air speed indicators so that should also be fixed obviously.
Just found this video....thats my glider in the field at Melton Mowbray (Libelle...from Trent Valley GC). I suspect this is at least 60 mins plus after I landed. Conditions here just died at that time. field was wet and soggy after previous rain and the retrieve turned into a bit of a nightmare, eventually getting home at 0100 hrs !!!.. Enjoyed your video apart from the bit with me in the field !!!!
the mystery is finally solved... there was a moment in the flight we were concerned it was the guy that I was crewing for.. I had a flight in the sniffer that day and we had not intended to fly the task, but just the first leg. when we got back to Bicester the going was good so we continued. Glad you got back in one piece, albeit a bit late. thanks for reaching out.
Good illustration of pilots staying calm, rational and optimistic. I would have kept more altitude above the threshold/road just in case the glide slope had become less controllable on final.
That’s some real uncoordinated flying. Someone doesn’t like bank or is afraid of it. He is using way too much rudder. The yaw string is all over the place. In a properly done turn the yaw string should be straight back.
I flew a K13 here in 1985 (R3 perhaps). Great memories. I did my half cat here too when Jointy and Crouch were about. Im just about to start gliding again after nearly 40 years and really looking forward to it.
I flew with the Enstone Eagles during the late 80's, I know that it was close to Bicester. I was a US serviceman stationed at RAF Fairford and living at an old WWII base at Little Rissington just outside of Bourton on the Water. That countryside looks awful familiar lol. I did my FAI duration in a Ka 6, five and half hours, did my height gain there as well. Flew the Ka 6, a Blanik and a ASK as well. Thanks for the memory boost.
Hey Jim, my father in law, Gordon Markham, also flew with the Enstone Eagles during that period. it was meeting his daughter and flying with his son Richard that got me into gliding in the first place. small world.
@@lhitchins Small world indeed. I wish my memory was up to the task of remembering people's names, but sadly not. I remember well the amazing times I had. The club made me feel at home when I was so far away from mine. It would be difficult to find a better group of people. Thank you for letting me remember.
LEE, here is a video of an ASK-13 in an accident (they all lived thank God): ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-zYH0PCxIyis.html If I watch the last moment the glider was wing down slipping right almost as though the pilot was turning while attempting to land. I wonder if it wasn't the right airbrake coming out during final approach. . After watching that video and this one, I don't think I can set foot in a ASK-13 (am I over reacting?)
Hey Mark, thanks for pointing me at that very interesting video. Firstly I am almost 100% sure that this was not a mechanical failure of the glider. If you notice in my video, the yaw induced by the airbrake is very sudden and theirs was not. I have not had a look for the accident report, but from what I can see this looks like it is a stall/spin accident possibly caused by an undershoot scenario occurring, especially when you see that the right-wing actually hit the boundary hedge. Or it could be that an unexpected obstacle appeared in the landing area and the pilot was forced to adjust and this lead to the stall spin. one of the key pieces of information is that the camera pilot/passenger has the stick held all the way to the left and the glider is still rolling right. This is a classic indication that the right-wing is stalled, and holding the stick to the left actually makes that situation worse. I won't go into the fact that the camera pilot had his hand on the stick at all during the landing sequence because I don't know the history, if it was his first flight, however, his hand should have never been anywhere near that control column. lastly, the ASK13 is an outstanding glider, especially for learning to fly in, and most of the accidents are usually caused by pilots not remembering that you need SPEED, BRAINS and ALTITUDE in a combination of two, always!
I am afraid that your assessment is incorrect. we had a mechanical failure of our airbrakes with a restriction in the control circuit which meant I was not sure if I could get half or full airbrake... and if I could get them, could I retract them again. for that reason the circuit was planned to prevent the most probable outcome, which would have been an overshoot had I not been able to deploy the airbrakes fully. I think you can see from both landings in the video, I put the aircraft exactly where I wanted it to be.
@@nigelperry9003 nothing wrong with that circuit either. Ended up turning final being able to fly 60kts with half air brake all the way down to a spot landing next to the bus 😀
I used to enjoy flying the L13 from the back seat .It gave my passengers a great experience. I also found that I had better longitudinal awarenes as I had far more of the forward part of the aircraft to refer to, especially during aerobatics. Ah! Thems were the days!. Cheers from Downunder 😷👍🇦🇺stay safe.
The hook on the bottom of the aircraft has a special mechanism that allows the cable to "back" release if the aircraft overflies the winch. the winch also has a guillotine which allows the driver to cut the cable from the winch end if the glider cannot release. should this occur the glider will turn back to the airfield and fly a gradually descending circular pattern to land.
Used to fly at Bicester but recently the club has lost its lease so gliding can no longer continue at the site Very good video as well has helped me so far in my training as well I have also flown hal if that is the one or were you in KKR which I have also flow. Very nice k13s
Great video. I am aiming to get a basic glider instructor rating in the next year or so. This video is soo helpful......perfect as I practice the instructor's pattern. Please post some more videos if you can. Thank you so much !
The video was super helpful. I am going back to gliding and one of my absolute goal is to hold a full glider instructor rating and a acrobatic rating. Watching videos on how to demonstrate manuvers and interact with different students help me so much when I practice with the simulator. Thank You so much !
Good morning, the student is sitting in the back because they are a student instructor. this video was recorded on a instructor course. this flight is a handling and skills test flight.
skimbo72 I used to glide in North Wales, right. On the border with England, near Chester. When the conditions were exactly right we would pick up some wave coming of the Isle of Man
Hello Skimbo, unfortunately Work, Family and COVID mean I have not sat in a glider for months, hope you and your family are safe in these strange times.
HASSLL checks when still in tow? Really? Given you're at over 3000 ft I don't think there is any rush or requirement to do them this early. Let the tow plane clear first, establish a safe glide and then continue!
@@lhitchins I lost a very good friend in a glider spin accident last year. It is so important that you fly coordinated!!! All the time. In every aircraft you fly. No excuses! Don't be so lazy. Your glider does not fly itself. I'll bet if you post a video of you flying your glider, it will show that you are flying UNCOORDINATED!!! You have obviously let yourself slip into some bad habits. You are an instructor? Your life and others lives depend on flying correctly.
As I am sure you will know a long lay off over the winter + time off of type make you rusty. I think you would be justified in your comments had I come out of the block saying there was nothing wrong with that flight, of course there was, but I was flying with another experienced pilot and made sure I had plenty of speed and height on during the circuit to mitigate the rustyness. also incase you didnt notice the second flight had a mechanical failure, which again, was mitigated with speed and height. I am an instructor and I instruct only when my currency is good and I am happy with my flying to do so, as any responsible pilot does! I have lost several friends also over the last few years and constantly review accident reports in an effort to improve my airmanship.
@@lhitchins I would feel much better if you had just said "Yes, my flying is very sloppy and I really need to quit doing that altogether!" You are still making poor excuses for yourself. Shame on BOTH of you! I didn't hear either one of you say a single word about the yaw string being WAY off most of each flight. This is a recipe for disaster my friend. Quit making excuses and pledge to stop accepting mediocre flying...
Good question Gerry. Most of the figures I fly in that sequence are 1-3g so not too bad. the pilot in the back is on her first aerobatic experience and was ok. there is an element of finding your "sea legs" with it and once your brain gets used to what is going on you would be fine. I know people who get air sick on thermic days when it is really bumpy in the cruise who can fly aerobatics all day long with no issues.
Camera angle, the first stall was better than the second. you can see the wings are vertical as we go over the side and there is not a lot of foward and backward on the stick. you fly areo?
@@lhitchins When you kick the rudder you can see the glider banking to the left, which only happens when not exactly vertical. Why that question whether I fly aero?
@@lhitchins I'm sorry to disappoint you but I don't fly aero yet. However, still looking forward to doing it, as I'm very interested in glider aerobatics. Therefore I have some very basic knowledge about how to execute some maneuvers. One day ....
Hi Tom, A task can consist of more than two or three turning points. these are airfields, towns, motorway junctions etc.. most tasks are between 100 and 500km long and the goal is to get back to the airfield you took of from. our tasks can be loaded into a GPS and the GPS plots if we made the turning points or not.
