From a UK hill pilot/instructor who has flown in really wild conditions... 1. Dont grip the stick so tight, use your wrist not your whole arm, you will have finer control with a lighter grip. 2. In rough conditions come in high and use lots, or full brake once you know you are on the field, you wont overshoot. The glider will be much more settled, especially the high approach speed needed. Oh, and dont feel you have to land straight down the field unless there is a runway or its very narrow, land diagonally and as straight into wind as you can. Just some constructive advice 😃
No problem. Coming in steep and well braked also gets you over/through low level turbulence quicker. This is caused by trees hedges etc around the perimeter, or curl over if its a hill site 😉. Oh and watch that final turn, you were badly over ruddered (unless its the camera angle)....that will increase your chance of spinning .
I would also say that I was taught not to modulate the air break finely. Set it to full or half generally and then you can change it if rate of descent needs to change. That way concentrating on airspeed and the landing picture with stick and rudder
Good video. Next time no music please. You mostly use a way too much rudder in your curves. The string is not centered, it shows into the curve. Please keep it centered for safety reasons. This is especially important in difficult conditions.
Nicely done. I agree its a good idea to get practice in with different conditions - ideally while they are not too extreme. Here in Canterbury NZ I remember flying my Dart 15 (wood and fabric) in a strong gusty turbulent wind (which happens here sometimes in Norwest winds). One day the wind really picked up and was averaging over 75 km/h at ground level (gauging from the ASI and lot more the higher you go), so it was important to keep the speed well up on approach (but less than max rough air speed obviously) and have a base leg well inside the airfield boundary. The turbulence in these conditions was disconcerting as the wind bangs the glider up / down and rocks the wings side to side on approach - but fortunately this turbulence always seems to diminishes as you approach close to the ground (needs to really!). Once touched down I needed to keep the glider pointing into wind (flying basically) until help arrives. In my case people on the ground were well organised and ran out to hold the glider down (until we could get it de-rigged - which was a tricky process to do safely and needed a few people to help), as there has been accidents in the past with gliders flipping over. It certainly got the adrenaline pumping.
Unfortunately the camera does not do you justice. You have very good airmanship skills and made it look easy. . At min 1:37 you can look over to the right and see the wind sock. Fully inflted and and showing a significant cross wind from the right. . At min 7:38 you can see the windsock again... this time over inflated, fully 90 degrees and flapping. You have a cross winf gust. . Well done sir. Very good take off and very good landing.
Informative and entertaining video - well done. It was undoubtedly valuable training for you. However, I for one, could have done without the music bed. Became very repetitious & monotonous after a few minutes. I believe most people come here to watch the action & listen to the natural sounds of flying. (Just my opinion.) Best of luck in your future flights.
Very nice flight and landing. Thank you for posting. Our tow plane is out of pocket right now. I can’t wait to get back in the air. Thank you for your videos
Good flight and excellent landing. Was there an opportunity to chose a landing run at an angle to the runway. You tracked to your left after touchdown. Was there a more into wind run you could have used. Don’t be drawn always to land on a runway. If there’s a line that is more into wind that can be used to land, use it.
At first, I didnt even know where the runway was, but I rewind it then I could recognize it, enjoyed your video... thank you DM! I wish I could fly a glider someday....Greetings from korea.
More air rake on final approach, you were creeping along the field. I’d have been on pretty much full there. And too much rudder, you needed to approach with more angle to the runway and less slipping. A good kick of the rudder on rounding out will straighten it up.
Many remarks could be given about this flight. As you say a great learning experience, but you should look a little bit on your own flight safety procedures. When releasing from the tow rope it is good to do a triple release to ensure a correct release of the tow ring. Loose objects like radio and mobile phones are not a good idea. Imagine turbulence and you drop it down at your pedals limiting the use of them. When in the tow - try to relax your grip. Your flying just fine. Notice the difference in your grip when in the tow part vs. when your free gliding 👍
Excellent flying! The last time I flew a glider I had a Motorola pager. If paged I had to land then drive to the nearest un-vandalised phone box to find it if was urgent.
It feels like you're using too much rudder just about everywhere. When thermalling the string should be straight, or even better a bit to the outside of the turn. The highest danger is in the circuit area, where an over-ruddered turn could lead you into an unrecoverable spin (due to lack of height). It's something we all have to learn.
His turns are just fine, look at the other instruments. He is nowhere near a problem. The flopping yaw string is typical for gliders with a "knick" between canopy and fuselage. It will flipflop badly especially in some turbulence. Our Ka6 has the same problem. Moving the yaw string up higher on the canopy helps. To prevent stall-spin in accidents, practice to do this intentionally at good altitude. You will find that You will have to mishandle the glider quite badly for it to happen. Familiarity with incipient spin entry/recovery from a turn will lead to less chance of panicking close to the ground causing spin in.
Yaw string is a more precise instrument compared to the ball. The ball might be good for a powered airplane due to the fewer turns needed. The altitude and speed of a glider are its fuel. The more coordinated you are the more efficient your flight is. It might vear in some situations for a moment but not as badly as in this video. Never had a chance to fly one of Ka6. We have one of these in our club. As long as I know it is an extremely lightweight glider, what makes me think it's hard to keep it coordinated, but definitely not impossible.
@@alangilels6311 Tape a second yaw string higher up on the canopy on Your Ka6 and You will see the usual flipflopping go away, similar for the PilatusB4. I can se no bad flying in this video, he does a good job. I see exactly the same string behavior on our gliders, somewhat worse in turbulence.. I agree that the string is a bit more sensitive than the ball, but the string is not that different, just goes the other way.... But there is an obvious error when the string and the ball do not agree. The ball and spade are however sensitive enough for cloud flying. The string is easier to watch when thermaling with audiovario. I do not look very often at my instruments in circling mode... The Ka6cr is not difficult, just very different, lots of fun in weak thermals when all the composite drops out of the sky.
Nice landing and great video. Sorry about bragging but I have a Stemme S12 and have landed with winds 18 kts gusting to 24 kts with a direct crosswind! Lots of roll and yaw until very close to the paved runway I was landing on. I'd rather not do that again, but with the S12 it was easy, just fly the airplane.
It's all classy and all, but boy it's trim range is way too small. After thermalling with instructor and with trim all the way my hand sore soo badly :D But it's soo easier to fly, it's literally a brick (in a positive way) compared to e.g. puchacz
@@martindodlekSame thing, right? If you feel a bit high on your approach you pull to correct, not a question of speed but of height, correct? I wonder about the extent to which spoilers may have replaced sideslipping as a means of losing height without gaining airspeed, the most famous example being the glider-flying captain of the 767 that landed in Gimli. Nobody, not even Boeing, had sideslipped a 767 before.
Man, you touched down on the last quarter of your available runway. I know you don't have the option to go around, but be mindful of the runway that's behind you that is lost forever, and that if you do a runway overrun, it's a big deal. Get more "track miles", prolong the base leg (or similar), and get maximum drag to lose altitude. Always aim to touch down as close to the landing threshold as possible.
