A short video from my BI course of an instructor and BI candidate (not me) carrying out stalling and spinning excercises from 3000' on a beautiful autum day.
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 !
As a student my self this video helped me tremendously, I'm always getting corrected with my attitude and I can't seem to get it right but now I see why the instructor is telling me to do so because of my seeing the instructors view. Thanks
What a nice instructor, very patient and calm, probably a pleasure to fly with....... A great video, made me slightly nervous in fact......just under 50 kts approach, the camera never lies.
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.
I've just started gliding and this the most informative video I've seen so far. Must of watched it 50 times. Great stuff - despite the comments below about the student, I've learned a lot by just listening to the instructor.
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.
lol When I first saw this video I got scared. Everytime I saw this instructor I avoided eye contact and run... And on my 5 day course...ups...was him! Later I realized that something silly must have happened in one of the previous flights because I never saw Alan upset and is one of the nicest guys I ever flew with :)
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 ... 😊😊😊😊😊
When I learned to fly in the K13 I was told 55kts was an absolute bare minimum for approach in this glider. With the airbrakes fully or 2/3 applied it is a gentle stable approach so there is no need to fly the glider slowly. The 55kts approach can be used on a calm day with little to no wind and no risk of serious wind gradient/windshear. Personally I always fly the glider at 60kts for approach as it feels safer with having that 5kt margin for error. I would rather be cautious than dead. This pilot (the rear one) was edging towards a 48kt approach at one point. Alarm bells should have been ringing by then... yet instead of putting the airbrakes away and speeding up the approach he continues. Concerning for an instructor. Just my two pence though.
The higher the speed, the longer the hold-off and the ground run, so if in a tight space like a small field, I would go for the minimum speed. With no wind whatsoever, this would be around 50-55kts approach speed.
I came 15th in the championships at bicester in 96. I also flew the k13 there but I don't think it was that one, unless it's had a new paint job :o( Yep, was 45 on the final few seconds, he hadn't noticed the bleed off :o)
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.
This is not a good student in my opinion. He doesn't listen that good and continues to go ahead of himself like he is in a rush to show what he can do. This might be the instructors job to tell him to slow down and listen!
Well, he's just a certain type of student that you can encounter in any type of teaching situation. He's way ahead of himself and assumes he understands when he only has a partial understanding.
Some people have the patience of a saint. The back seat ASI was definitely below 50, nearer to 45, when the front seat instructor took control. How can you teach someone that just talks over you all the time and wont listen?
Great Video. Many years ago I was lucky to fly in a Ka7 (the forerunner to the Ka13) wondefull old machine, I enjoyed my lessons very much. I also got the chance to fly an IS28 B2m, a big alloy Chec glider, a bit like a Blanic...
A Puchaz may be nicer to fly but a K13 will produce better pilots all day long. A K13 will also still be going long after a Puch is a pile of splinters on the floor.
This is part of the basic instructor rating, the pupil learns to instruct and control the aircraft from the rear seat while the instructor, for parts of the flight, plays the pupil.
Does anyone actually read the notes for this.It's one flight instructor, testing/checking another for some reason. The guy in the back clearly knows how to fly, just not explain it properly in English terms maybe. And if you watch the airspeed displayed in the video, it jumps a little a few times during the video. Maybe a small bubble of condensation or ? The rear pilots airspeed did appear to get low just as the P1 took over.
Had speed get to VNE in a Puchatz at 800’,this was after all the incidents of a Puchatz spinning off the top of the winch launch. I had to pull back hard as the ground was rushing up fast. Instructors had been on a course for this scenario and was teaching students what to do. Puchatz very slippery🤔
+MrRubenjwz This is an instructor testing a new instructor. the instructor in the front is a senior guy testing a new basic instructor. he wants to see how the new instructor handles all these different situations
Hi Roger, P1 is up front because this is a training course for instructors. P2 sits in the rear and simulates being an instructor while P1 simulates being a student. this part of the course is the flight skills
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!
Exactly, and he was lying about the speed too. 50kts and a bit more, yeah right. Don´t lie when you are being filmed. My students do the same, forgetting that I can see their AIS from the rear seat.
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.
