Glider lesson experiences

[a***@gmail.com]

I will say you haven't flown a plane until you try this endeavor. You
never stop flying the plane from wheels up to wheels down. You (the
pilot) is the instruments. While you have instruments like a power
plane, you have to be situationally aware of not only whats below you
but what exactly the air is doing. Lift is all you got for altitude
and catching the subtle clues is real hard! And it's nothing like a
power plane! Those sharp bumps you just don't encounter in the
glider. It's like the lift feeling on an elevator, very subtle but
there. Fly to straight and you fly right out of these invisible
elevators. So to remain in the up elevator it's constant turns like
buzzards. Trick is all on the bank and radius of turns to stay in the
thermal.

Glider flights are not judge by hours like in power flights but by
number of flights.

Ok, 'nuf of background thoughts, today I had three lessons.

My first flight pretty much was basic control of the bird. Take off
and landing, all I did was follow along on the controls with the
instructor.

Getting the feel for finding thermals, did steep turns to the right
and left, quite different then power as all that is looked for is bank
and airspeed, altitude isn't a factor. That I found rather easy.
Stalls, benign as it gets, just basically power off stalls in the
powered planes but recovery a snap. Turning stalls, a touch trickier
but again steps the same, wings level pull out. Speeds exponentially
increase. After an hour we decided time for a break, we could have
stayed up much longer. Dutch rolls, pretty ugly when I took the
controls LOL Enough said on that, need LOTS of work on that.

Top altitude was 5000 but we didn't try to go higher, just used that
cushion for the above air work.

Second lesson was take off and landings.

Takeoff Towed to 1200 and released. Had troubles maintaining tow
sight picture criteria because I simply was over controlling the
plane. It's nothing like power where you hold the bank. With the
glider, you set the bank and release the stick and the glider will
maintain that bank. Every time the tow hit a thermal and then I did,
I would just lose it because the wing tip would want to go everything
but straight and level so I had troubles remaining behind the plane.

Landing Circled to the right entered 45 for downwind and just like
powered, work the pattern. He had me come in high and land long.
Very disconcerting putting trust in the spoilers and I did have
airspeed control problems because of my tendency to point the nose
down rather then let the spoilers do their work. NO FLARING! Very
different as first thing I want to do is bleed off airspeed. BIG no,
no, fly flat and just let the plane settle on it's own. Rolling out
wasn't the prettiest as I did slip a little to lose some altitude.

Third lesson was take off and landing. Did better behind the tow, but
not by much.. Was a touch better on not over controlling but was
still behind the plane. Seems like major lag from what I do to actual
feeling of input. Landing, instructor had me extend my downwind and I
did better because of power experience but roll out was not very
pretty as I didn't land exactly straight.

Fun part about today is that quite a few glider pilots learned
something from me LOL. I was reading the placards and it had VRA and
VNE speeds. We were discussing what exactly was VRA since maneuvering
speed was also posted and VRA didn't match maximum maneuvering speed.
No such beast in power planes. VRA is Rough Air values.

Might get a chance tomorrow for more lessons to add to this thread,
but clouds in the forecast.

I will post my progress under this thread. Constructive input most
appreciated :-) as I make this power to powerless transition.

[Capt. Geoffrey Thorpe]

Thanks. Keep us up to date.

[Mike Ash]

In article

Post by a***@gmail.com
I will say you haven't flown a plane until you try this endeavor. You
never stop flying the plane from wheels up to wheels down. You (the
pilot) is the instruments. While you have instruments like a power
plane, you have to be situationally aware of not only whats below you
but what exactly the air is doing. Lift is all you got for altitude
and catching the subtle clues is real hard! And it's nothing like a
power plane! Those sharp bumps you just don't encounter in the
glider. It's like the lift feeling on an elevator, very subtle but
there. Fly to straight and you fly right out of these invisible
elevators. So to remain in the up elevator it's constant turns like
buzzards. Trick is all on the bank and radius of turns to stay in the
thermal.

Depending on the day, you CAN have sharp bumps. But it's pretty much
impossible to tell whether the net result of the bump was a climb or
descent. They can be good cues to know when to start paying attention,
but the variometer is the essential tool to use when deciding whether
you've found a thermal, and where it is.

Post by a***@gmail.com
Top altitude was 5000 but we didn't try to go higher, just used that
cushion for the above air work.

How fortunate that you had such good conditions on your first lesson! No
doubt saved you some cash as well, since you only had to pay for one tow
for all that air work.

Post by a***@gmail.com
Second lesson was take off and landings.
Takeoff Towed to 1200 and released. Had troubles maintaining tow
sight picture criteria because I simply was over controlling the
plane. It's nothing like power where you hold the bank. With the
glider, you set the bank and release the stick and the glider will
maintain that bank. Every time the tow hit a thermal and then I did,
I would just lose it because the wing tip would want to go everything
but straight and level so I had troubles remaining behind the plane.

I think I mentioned previously that overcontrolling is a common problem
in early training. It's incredible how difficult it is to hold position
at first... and how much easier it becomes later on. (I don't know that
it ever becomes *easy*, but stops being much work on reasonably benign
days.

Post by a***@gmail.com
Landing Circled to the right entered 45 for downwind and just like
powered, work the pattern. He had me come in high and land long.
Very disconcerting putting trust in the spoilers and I did have
airspeed control problems because of my tendency to point the nose
down rather then let the spoilers do their work. NO FLARING! Very
different as first thing I want to do is bleed off airspeed. BIG no,
no, fly flat and just let the plane settle on it's own. Rolling out
wasn't the prettiest as I did slip a little to lose some altitude.

There is definitely a bit of a flare (at least in the stuff I fly) but
it's nowhere near the same magnitude as you're used to. Learning where
the "basket" of acceptable glideslopes is and how to hit it will take
some practice, but as usual, practice will make it easier.

Note that unless you're landing on a very short runway, there should be
no position after turning final where you're too high to land but too
low to either do a 360 or simply go back and start on a downwind leg
again.

Post by a***@gmail.com
Third lesson was take off and landing. Did better behind the tow, but
not by much.. Was a touch better on not over controlling but was
still behind the plane. Seems like major lag from what I do to actual
feeling of input. Landing, instructor had me extend my downwind and I
did better because of power experience but roll out was not very
pretty as I didn't land exactly straight.

Roll response will be *much* slower than what you're used to, which is
probably why you're feeling this lag.

Post by a***@gmail.com
Fun part about today is that quite a few glider pilots learned
something from me LOL. I was reading the placards and it had VRA and
VNE speeds. We were discussing what exactly was VRA since maneuvering
speed was also posted and VRA didn't match maximum maneuvering speed.
No such beast in power planes. VRA is Rough Air values.

Amusing. I'd wager that half the pilots in my club couldn't immediately
tell you the difference between rough air speed and maneuvering speed.
Especially since they're usually (but not always, of course!) set to the
same speed.

Post by a***@gmail.com
Might get a chance tomorrow for more lessons to add to this thread,
but clouds in the forecast.
I will post my progress under this thread. Constructive input most
appreciated :-) as I make this power to powerless transition.

Sounds like you're off to a great start, and looking forward to more.

[a***@gmail.com]

Post by Mike Ash
In article
Depending on the day, you CAN have sharp bumps. But it's pretty much
impossible to tell whether the net result of the bump was a climb or
descent. They can be good cues to know when to start paying attention,
but the variometer is the essential tool to use when deciding whether
you've found a thermal, and where it is.

Gotchya. Wouldn't surprise me that I haven't encountered the sharp
transitions as it's not been very hot.

Post by Mike Ash
How fortunate that you had such good conditions on your first lesson! No
doubt saved you some cash as well, since you only had to pay for one tow
for all that air work.

Wouldn't surprise me if this is a regional thing only because several
pilots said yesterday that the gliders out flew their bladders and
they didn't have "onboard facilities" with them LOL They were up for
a good 2 to 3 hours.

Post by Mike Ash
I think I mentioned previously that overcontrolling is a common problem
in early training. It's incredible how difficult it is to hold position
at first... and how much easier it becomes later on. (I don't know that
it ever becomes *easy*, but stops being much work on reasonably benign
days.

Can't wait for that day and just like powered with staying
coordinated, that I know will come with time.

Post by Mike Ash
Note that unless you're landing on a very short runway, there should be
no position after turning final where you're too high to land but too
low to either do a 360 or simply go back and start on a downwind leg
again.

Good thing to keep in my tool box. I guess this would be an
"informal" go around as you do get a second chance for high
approaches. I didn't think of that because I am so used to final
being a commitment (go around or land) and never thought it's ok to
leave the final approach and lose altitude by orbiting a little.

Post by Mike Ash
Amusing. I'd wager that half the pilots in my club couldn't immediately
tell you the difference between rough air speed and maneuvering speed.
Especially since they're usually (but not always, of course!) set to the
same speed.

There was about 6 to 8 knot difference if memory serves me correct

[Mike Ash]

In article

Post by a***@gmail.com

Post by Mike Ash
In article
Depending on the day, you CAN have sharp bumps. But it's pretty much
impossible to tell whether the net result of the bump was a climb or
descent. They can be good cues to know when to start paying attention,
but the variometer is the essential tool to use when deciding whether
you've found a thermal, and where it is.

Gotchya. Wouldn't surprise me that I haven't encountered the sharp
transitions as it's not been very hot.

Hot actually isn't necessarily what you want.

Thermal activity happens due to temperature *differences* between the
air at ground level and at altitude. You need sunlight for heating, but
also need a certain temperature profile in the atmosphere. Usually a hot
day is hot because the air already started out fairly warm, which
usually means that the air at altitude is also warm, so it takes more
heating to set up a difference, and thermal activity is poor. A cold day
is cold because the air started out cold, and it takes less heating to
kick off thermals. In general, a day which is sunny but colder than
average for that time of year is a good day for thermals. (This varies
somewhat from region to region, but the overall principle should work
anywhere.)

Post by a***@gmail.com

Post by Mike Ash
I think I mentioned previously that overcontrolling is a common problem
in early training. It's incredible how difficult it is to hold position
at first... and how much easier it becomes later on. (I don't know that
it ever becomes *easy*, but stops being much work on reasonably benign
days.

Can't wait for that day and just like powered with staying
coordinated, that I know will come with time.

Just be patient... I had times where the tow was unreasonably hard on
and off for about a year after I started flying, several times after
solo and a couple of times after getting my private. It was still
doable, but tense and a lot of work. It is formation flying, after all,
and so not something that necessarily comes naturally. Now I'm only
working if conditions make it difficult.

Post by a***@gmail.com

Post by Mike Ash
Note that unless you're landing on a very short runway, there should be
no position after turning final where you're too high to land but too
low to either do a 360 or simply go back and start on a downwind leg
again.

Good thing to keep in my tool box. I guess this would be an
"informal" go around as you do get a second chance for high
approaches. I didn't think of that because I am so used to final
being a commitment (go around or land) and never thought it's ok to
leave the final approach and lose altitude by orbiting a little.

I should say that I've never actually been in a situation where I had to
try again and make a second pass. On a decently sized runway, your
"basket" is enormous, and you have to be ridiculously high on final to
miss the runway. But if it should ever happen, it's an option.

The key to landing a glider is flexibility. The pattern, the turns, your
target altitudes, even aiming for the runway, are all just means to an
end. The end is you safely on the ground, preferably at an airport.
Flying a pattern usually helps achieve it, but you must be ready to
throw it away the moment it stops helping. Whether cutting short your
downwind, abandoning the pattern altogether and just heading for the
numbers, or going for a convenient taxiway because the runway is
blocked, just be ready to do what you need to get down safely. 99% of
your landings will be normal, but always keep the possibilities in mind
for that other 1%.

Post by a***@gmail.com

Post by Mike Ash
Amusing. I'd wager that half the pilots in my club couldn't immediately
tell you the difference between rough air speed and maneuvering speed.
Especially since they're usually (but not always, of course!) set to the
same speed.

There was about 6 to 8 knot difference if memory serves me correct

Right, they're usually similar even when not the same. I think current
European regulations require them to be the same on newer aircraft
(going back some decades now), so anything somewhat recent will have the
two be the same. On my glider they're 3 knots apart.

[a***@gmail.com]

Post by Mike Ash
In article
Thermal activity happens due to temperature *differences* between the
air at ground level and at altitude. You need sunlight for heating, but
also need a certain temperature profile in the atmosphere. Usually a hot
day is hot because the air already started out fairly warm, which
usually means that the air at altitude is also warm, so it takes more
heating to set up a difference, and thermal activity is poor. A cold day
is cold because the air started out cold, and it takes less heating to
kick off thermals. In general, a day which is sunny but colder than
average for that time of year is a good day for thermals. (This varies
somewhat from region to region, but the overall principle should work
anywhere.)

Ohhh, ok, that may explain what other gliders were experiencing
today? They were getting no lift below 3000. Yet when they got above
3000, lift all over the place averaging 500 fpm. A couple were up for
3 to 4 hours and highest reported was 8400 (possible new MS record,
still to be validated). My guess is that it was the temperature
difference right at 3000 causing activity? CU's were rather sparse
for the most part over the airport.

Not sure what the lapse rate was at the time. I am surprised no temp
probe on the glider if anything for information sake?

[Mxyzptlk]

Post by a***@gmail.com
Ohhh, ok,

[Mike Ash]

In article

Post by a***@gmail.com

Post by Mike Ash
In article
Thermal activity happens due to temperature *differences* between the
air at ground level and at altitude. You need sunlight for heating, but
also need a certain temperature profile in the atmosphere. Usually a hot
day is hot because the air already started out fairly warm, which
usually means that the air at altitude is also warm, so it takes more
heating to set up a difference, and thermal activity is poor. A cold day
is cold because the air started out cold, and it takes less heating to
kick off thermals. In general, a day which is sunny but colder than
average for that time of year is a good day for thermals. (This varies
somewhat from region to region, but the overall principle should work
anywhere.)

Ohhh, ok, that may explain what other gliders were experiencing
today? They were getting no lift below 3000. Yet when they got above
3000, lift all over the place averaging 500 fpm. A couple were up for
3 to 4 hours and highest reported was 8400 (possible new MS record,
still to be validated). My guess is that it was the temperature
difference right at 3000 causing activity? CU's were rather sparse
for the most part over the airport.

Yes, it could be that the air close to the ground was relatively warm
already, meaning that thermals there were too weak to use effectively,
and then it got colder higher up, making them stronger once they reached
that level. It's not uncommon to have good lift up high, and then poor
lift down below, which can be tremendously annoying if you fall below
the altitude where things are good.

Post by a***@gmail.com
Not sure what the lapse rate was at the time. I am surprised no temp
probe on the glider if anything for information sake?

I'm not sure if it would be all that useful, since the temperature
differences you're looking at are fairly small. Most useful is to get a
Skew-T/Log-P forecast ahead of time, or a specialized soaring forecast
from a site like XCSkies. Speaking of which, when you get to where you
really care about whether a day will be good soaring or not (and aren't
just coming out to practice maneuvers and such), XCSkies
(www.xcskies.com) is well worth the relatively small subscription fee.

[a***@gmail.com]

Post by Mike Ash
Yes, it could be that the air close to the ground was relatively warm
already, meaning that thermals there were too weak to use effectively,
and then it got colder higher up, making them stronger once they reached
that level. It's not uncommon to have good lift up high, and then poor
lift down below, which can be tremendously annoying if you fall below
the altitude where things are good.

We become meteorologists in seeking out the optimal days, no doubt.

http://w1.spc.woc.noaa.gov/exper/mesoanalysis/new/viewsector.php?sector=15#
is what I like to use for lift index and they got tons of goodies on
what the air is doing at the top menu. I can see more benefit in this
for soaring then power in some ways!

[Mxyzptlk]

On Sun, 18 Apr 2010 06:44:59 -0700 (PDT), ***@gmail.com wrote:

http://www.noob.us/pictures/consider-the-seat-color-when-buying-a-new-bicycle/

[Mike Ash]

In article

Post by a***@gmail.com

Post by Mike Ash
Yes, it could be that the air close to the ground was relatively warm
already, meaning that thermals there were too weak to use effectively,
and then it got colder higher up, making them stronger once they reached
that level. It's not uncommon to have good lift up high, and then poor
lift down below, which can be tremendously annoying if you fall below
the altitude where things are good.

We become meteorologists in seeking out the optimal days, no doubt.

Yeah, it's interesting just how much arcane weather knowledge exists in
the various club members here.

Post by a***@gmail.com
http://w1.spc.woc.noaa.gov/exper/mesoanalysis/new/viewsector.php?sector=15#
is what I like to use for lift index and they got tons of goodies on
what the air is doing at the top menu. I can see more benefit in this
for soaring then power in some ways!

Nifty. A specialized site like XCSkies is probably better overall, but
this probably has some useful displays as well.

For me, the forecasting begins a week or so in advance using the simple
displays from a general purpose site like wunderground.com, looking for
sudden drops of temperature with sunny days, etc. Two or three days out,
I'll use usairnet.com to get a quick overview of how things look, and
start targeting a certain time. Once I have a day or two in mind, I'll
hit xcskies.com to see how good they think it'll be. If conditions
warrant it (like it's forecast to be windy and I want a better idea of
the wind/temperature profiles), I'll hit up NOAA for forecast
Skew-T/Log-P charts. With 90 minutes of driving each way to get to the
gliderport, I want to ensure that I choose the best possible days!

[a***@gmail.com]

Post by Mike Ash
For me, the forecasting begins a week or so in advance using the simple
displays from a general purpose site like wunderground.com, looking for
sudden drops of temperature with sunny days, etc. Two or three days out,
I'll use usairnet.com to get a quick overview of how things look, and
start targeting a certain time. Once I have a day or two in mind, I'll
hit xcskies.com to see how good they think it'll be. If conditions
warrant it (like it's forecast to be windy and I want a better idea of
the wind/temperature profiles), I'll hit up NOAA for forecast
Skew-T/Log-P charts. With 90 minutes of driving each way to get to the
gliderport, I want to ensure that I choose the best possible days!

Good minds think alike as I do the same thing in power.

2 days out, generally I can make a go no go decision in power. I'd
think because there are more parameters with gliding, that it won't be
that easy to make a go decision (I don't hesitate to make a no go)

Though I'd suspect with glider a week out would be a little excessive
down here as it's always hot LOL Question would be just when will the
popcorn T'storms pop so just how late can I go to the airport and get
some good quality flight time.

[Mxyzptlk]

On Mon, 19 Apr 2010 09:52:21 -0700 (PDT), ***@gmail.com wrote:


·ACF.FAQ download: http://www.datafilehost.com/download-d375213f.html
·ACF.FAQ view: http://alt-comp-freeware-FAQ.notlong.com
·Freeware resources: http://bearware.info
·ACF <zero tolerance> policy: http://bit.ly/zero_tolerance

"All truth passes through three stages.
First, it is ridiculed, second it is violently opposed,
and third, it is accepted as self-evident"
(Arthur Schopenhauer)

[za kAT]

On Sat, 17 Apr 2010 09:10:49 -0700 (PDT), ***@gmail.com wrote:

***@pooh.the.cat - www.zakATsKopterChat.com

[Mark]

On Fri, 16 Apr 2010 19:38:02 -0700 (PDT), ***@gmail.com wrote:

Mark inventor/artist/pilot/guitarist/scientist/philosopher/
scratch golfer/cat wrangler and observer of the mundane.
And much much more including wealthy beyond anything you can imagine.
My website http://www.hosanna1.com/ www.myspace.com/gayincarolina

[a***@gmail.com]

Today's' lesson was short and sweet. "Pattern was full" today with
everybody wanting to make the most of good conditions. Tow plane had
problems which cut into gliding time (tail wheel bolt failed near the
suspension leaves?) Just 2 very short flights.

So today was a matter of focusing on tandem flying with the tow plane
in more benign conditions as I got started at 5:00 p.m. Over
correction problem was "better" but still less then stellar. Also
when the tow plane went up, I wasn't exactly aggressive enough in
climbing to match him. The slack in the rope was nowhere near
yesterday's problem so I could visually see that I am getting a touch
better.

Truth be known, pattern really was a non event until AFTER landing.
With powered planes apparently I was in a bad habit of relaxing,
rolling out and braking as needed.

No can do as I am rapidly finding out. I have to make concentrated
effort to keep wings level until coming to a full and complete stop.
My problem is I haven't really got a good feel on level on the ground
with all the thumping around on rollout.

Also need to work on spot landings. My instructor wants me to aim for
mid field touch down (runway is 4000 feet long). I tend to come in
good on final clearly making the runway but on both landings, he had
me close the spoilers so I would fly longer down the runway. Rollout,
not only does one have to work the stick, but the rudders, need work
on that but I did feel better about the rollout on my second landing.

Plan to go for more tomorrow if weather permits.

[Mxyzptlk]

Post by a***@gmail.com
was short and sweet. "Pattern was full" today with

[Mike Ash]

In article

Post by a***@gmail.com
Today's' lesson was short and sweet. "Pattern was full" today with
everybody wanting to make the most of good conditions. Tow plane had
problems which cut into gliding time (tail wheel bolt failed near the
suspension leaves?) Just 2 very short flights.
So today was a matter of focusing on tandem flying with the tow plane
in more benign conditions as I got started at 5:00 p.m. Over
correction problem was "better" but still less then stellar. Also
when the tow plane went up, I wasn't exactly aggressive enough in
climbing to match him. The slack in the rope was nowhere near
yesterday's problem so I could visually see that I am getting a touch
better.

It's a fine balance to maneuver aggressively enough to keep position,
but not TOO aggressive that you overcontrol.

Post by a***@gmail.com
Truth be known, pattern really was a non event until AFTER landing.
With powered planes apparently I was in a bad habit of relaxing,
rolling out and braking as needed.
No can do as I am rapidly finding out. I have to make concentrated
effort to keep wings level until coming to a full and complete stop.
My problem is I haven't really got a good feel on level on the ground
with all the thumping around on rollout.

Yep, fly it until it stops moving. This is good to do in regular
airplanes too, or so I am led to understand, but especially so in
gliders since there's nothing to keep you level but the nut behind the
stick. Your sight picture is so different that I'm not surprised you
have trouble knowing just what your attitude is, but as with the rest,
it'll come.

Post by a***@gmail.com
Also need to work on spot landings. My instructor wants me to aim for
mid field touch down (runway is 4000 feet long). I tend to come in
good on final clearly making the runway but on both landings, he had
me close the spoilers so I would fly longer down the runway. Rollout,
not only does one have to work the stick, but the rudders, need work
on that but I did feel better about the rollout on my second landing.
Plan to go for more tomorrow if weather permits.

With this much intensive instruction, you ought to be ready for your
checkride in no time!

[Capt. Geoffrey Thorpe]

Post by Mike Ash
Yep, fly it until it stops moving. This is good to do in regular
airplanes too, or so I am led to understand, but especially so in
gliders since there's nothing to keep you level but the nut behind the
stick.

"Fly it all the way back to the hangar" is a popular saying, but the
reality is that in a typical nose wheel aircraft, once you get past
touchdown you can pretty much nod off. Look at nearly any discussion on
"landing". It's all about the flare and touchdown - no one talks about the
rollout. Eh?

[a***@gmail.com]

Post by Capt. Geoffrey Thorpe
Look at nearly any discussion on
"landing". It's all about the flare and touchdown - no one talks about the
rollout. Eh?

BINGO! And with my Sundowner and low CG (tanks below me) I kinda
relaxed about the rules of aileron deflection that you couldn't get
away with in a Cessna or heaven forbid a tailwheel for which I do not
have that endorsement.

Needless to say, I do have some very bad habits to break!

[Mxyzptlk]

On Sun, 18 Apr 2010 06:33:40 -0700 (PDT), ***@gmail.com wrote:


JM

[a***@gmail.com]

Post by Mike Ash
In article
It's a fine balance to maneuver aggressively enough to keep position,
but not TOO aggressive that you overcontrol.

To the point where if you "flinch" and react that way rather then
smoothly, it's nuts. I yin yang all over the page, oscillations on
tow seem to exasperate until finally, I simply let go of the stick.
The banks is worse then the vertical component when it comes to over
controlling.

Post by Mike Ash
Yep, fly it until it stops moving. This is good to do in regular
airplanes too, or so I am led to understand, but especially so in
gliders since there's nothing to keep you level but the nut behind the
stick. Your sight picture is so different that I'm not surprised you
have trouble knowing just what your attitude is, but as with the rest,
it'll come.

It is the same in power but in power, at least for me, after landing
and coasting to a roll, this is the part where I am finding in the
glider, this will kill you. In power, for the most part wings will
stay level! It's this condition that seems to be nailing me. In
power, they teach you to deflect based on wind conditions but in no
wind conditions, you just taxi accordingly. Twain't going to happen
in a glider no matter how calm the winds are.

Post by Mike Ash
With this much intensive instruction, you ought to be ready for your
checkride in no time!

I hope so, it's way too much fun! Not looking good today stratiform
11K clouds abound. If I don't fly today based on weather, I may go
mid week to keep the momentum going.

[Mxyzptlk]

On Sun, 18 Apr 2010 06:41:24 -0700 (PDT), ***@gmail.com wrote:

-excellent ACF FAQ: http://mehere.fileave.com/acf_faq.txt
-excellent freeware resource: http://bearware.info
-ACF zero tolerance policy: http://ZeroTolerance.notlong.com

"All truth passes through three stages.
First, it is ridiculed, second it is violently opposed,
and third, it is accepted as self-evident"
(Arthur Schopenhauer)

[Mike Ash]

In article

Post by a***@gmail.com

Post by Mike Ash
In article
It's a fine balance to maneuver aggressively enough to keep position,
but not TOO aggressive that you overcontrol.

To the point where if you "flinch" and react that way rather then
smoothly, it's nuts. I yin yang all over the page, oscillations on
tow seem to exasperate until finally, I simply let go of the stick.
The banks is worse then the vertical component when it comes to over
controlling.

Consider that the horizontal component is much more difficult to control
because you're one more step removed from the actual change that you
want to make. When you move the stick fore or aft, this results in a
pitch change, which results in a change in your vertical movement. But
when you move it side to side, it results in a bank change, which in
turn results in a yaw change, which only then results in a change in
your horizontal movement.

(If you're a calculus nut like I am, which you probably aren't, you
control the second derivative for the horizontal but the third
derivative for the vertical.)

One thing you might consider, and pass it by your instructor before you
try it out, is to use rudder only for small horizontal corrections.
Normally trying to turn with rudder is distasteful, but when you want a
small change it can be effective.

Post by a***@gmail.com

Post by Mike Ash
With this much intensive instruction, you ought to be ready for your
checkride in no time!

I hope so, it's way too much fun! Not looking good today stratiform
11K clouds abound. If I don't fly today based on weather, I may go
mid week to keep the momentum going.

I had a really great flight today, look for another post from me in a
little while so you can be all jealous....

[Peter Dohm]

Post by Mike Ash
In article

(much snipped)

Post by Mike Ash
One thing you might consider, and pass it by your instructor before you
try it out, is to use rudder only for small horizontal corrections.
Normally trying to turn with rudder is distasteful, but when you want a
small change it can be effective.

(more snipped)

Post by Mike Ash
Mike Ash
Radio Free Earth
Broadcasting from our climate-controlled studios deep inside the Moon

That's also a very common method in powered flight, and I was initially
taught to hold course with the rudder once the aircraft was trimmed in
cruise.

Peter

[Mike Ash]

Post by Peter Dohm

Post by Mike Ash
In article

(much snipped)

Post by Mike Ash
One thing you might consider, and pass it by your instructor before you
try it out, is to use rudder only for small horizontal corrections.
Normally trying to turn with rudder is distasteful, but when you want a
small change it can be effective.

(more snipped)
That's also a very common method in powered flight, and I was initially
taught to hold course with the rudder once the aircraft was trimmed in
cruise.

And come to think of it, I was doing it a lot today for minor
corrections while flying straight in the wave. Especially when my hands
were busy operating my camera or unwrapping food.

[a***@gmail.com]

Post by Mike Ash

Post by Peter Dohm
That's also a very common method in powered flight, and I was initially
taught to hold course with the rudder once the aircraft was trimmed in
cruise.

And come to think of it, I was doing it a lot today for minor
corrections while flying straight in the wave. Especially when my hands
were busy operating my camera or unwrapping food.
--
Mike Ash
Radio Free Earth
Broadcasting from our climate-controlled studios deep inside the Moon

As Peter and you allude, it's common in rudder. My Sundowner has
interconnect spring between ailerons and rudder so rudder simply not
needed on turns. This is my big downfall as I am learning as now I
have to retrain myself to lead with rudder before banking.

On my last flight it was MUCH more stabler with using rudder only but
as I did find out rudder alone is not enough when I hit a thermal and
that's where I get into a oscillating situation on tow in my yaw.

[Mxyzptlk]

On Mon, 19 Apr 2010 09:55:59 -0700 (PDT), ***@gmail.com wrote:

http://tr.im/1f85

[Mike Ash]

In article

Post by a***@gmail.com
On my last flight it was MUCH more stabler with using rudder only but
as I did find out rudder alone is not enough when I hit a thermal and
that's where I get into a oscillating situation on tow in my yaw.

Yeah, a thermal is likely to tilt you one way or another, and that will
need roll input to fix. The roll will also start pushing you off to the
side, so that needs fixing as well.

If you're having trouble recovering from passing through a thermal then
I take it you're doing at least somewhat well with the tow in between
them, which is good!

[a***@gmail.com]

Post by Mike Ash
If you're having trouble recovering from passing through a thermal then
I take it you're doing at least somewhat well with the tow in between
them, which is good!

Yeah, ** I think so** between thermals with using rudder only seem to
work nicely. I will hopefully will keep that trend going this week.
Just need to be a touch more aggressive with pitch. I may try working
the trim a little next time.

I am hoping to get some flights in on Thursday and Friday if weather
and availability of tow pilot. Club pretty much flies Wednesday
through Sunday weather and tow pilot permitting (for lessons). Of
course the best times here appear to be when I am working so even if
lift doesn't exist, I hope to do things that don't require lift.

The clubs unofficial record remains unofficial. Email I got said last
weekend was the best in several years but the recording equipment
didn't track the pilots flight when he reported going 8400 AGL.

[Mxyzptlk]

On Tue, 20 Apr 2010 08:54:12 -0700 (PDT), ***@gmail.com wrote:

The asshole coward spineless worthless forger trolls have already been
kicked off several legitimate servers and only rogue servers including
Usenet4All, the ACSWFTs' only refuge.....I think <VVBG>.

[Mike Ash]

In article

Post by a***@gmail.com

Post by Mike Ash
If you're having trouble recovering from passing through a thermal then
I take it you're doing at least somewhat well with the tow in between
them, which is good!

Yeah, ** I think so** between thermals with using rudder only seem to
work nicely. I will hopefully will keep that trend going this week.
Just need to be a touch more aggressive with pitch. I may try working
the trim a little next time.
I am hoping to get some flights in on Thursday and Friday if weather
and availability of tow pilot. Club pretty much flies Wednesday
through Sunday weather and tow pilot permitting (for lessons). Of
course the best times here appear to be when I am working so even if
lift doesn't exist, I hope to do things that don't require lift.
The clubs unofficial record remains unofficial. Email I got said last
weekend was the best in several years but the recording equipment
didn't track the pilots flight when he reported going 8400 AGL.

Wow, you're lucky that the club flies so much. My club only does regular
Saturdays and Sundays, with frequent but not completely regular Fridays,
and very occasionally other weekdays.

On the other hand, I've been over 9,000 AGL three times in the last year
and it's not unusual to top out at 6-7,000, so I suppose there are
different types of luck. :)

[a***@gmail.com]

Back from glider lessons today. Crap it was a lesson and 1/2.

Instructor (Boyd) asked me if we had done rope breaks. I said nope.
Ok, he said expect one or two. Just fly the glider. Little did I
know how "soon" that rope would **break**. Tow plane gets to rolling,
I am in ground effect he lifts off and about 100 feet off the ground,
the rope breaks (of course it's released by the instructor). It's an
oh crap moment as I am still below the trees! First thing he said
nose over, keep that airspeed and land it. Jeeez, worse then a power
on engine failure! Nosed over, deployed spoilers and landed with
about 50 feet to spare at the end of the runway. I don't think I've
ever seen the end that close! And this was without hand brakes, we
rolled out.

Second tow, durn if the same break didn't happen but I was a little
more ahead of the glider. Again landed and rolled out.

Third tow, we get to that magical 200. Situational awareness or lack
of nailed me. Tow plane turn right, and of course the rope broke at
200. I wanted to turn left, but that was the wrong way. NEVER turn
away from the airport, so instructor corrected me and I turned right.
This put me 90 to the runway! Which meant a descending left turn down
to final WITHOUT stalling the plane. Talk about things happening
fast! He had to help me a little with the spoilers for descent as my
airpseed was too fast and we landed fast. Had to use hand brake to
help stop.

Fourth tow, we get up to 500 feet, rope breaks. I did a spiraling
left turn to line up with the runway and was 400 feet too high over
the end of the runway. Deployed spoilers, slipped and landed further
down the runway then I am ever used to.

Fifth tow, we went up to 3000 feet . Through 1000 Boyd demo'd boxing
the wake. Through 2000 he turned the controls to me and I did it.
Needless to say, I need LOTS of practice. Boxing the wake is when you
are behind the tow, you descend to the point where the tow plane
mirror is just above the elevator below the wake. You then shift left
and the climb up above to normal tow altitude, shift right and then
back to center. I hope I got this right but something new I
experienced today. I still haven't quite figured how I did it, but
most felt like rudder work to some degree with a touch of bank.

Boyd demo'd a spin. HOLY CRAP! wing dropped, nose down and all I saw
was water (we were over the reservoir) and when he pulled out, we
pulled probably 3 G's Pretty scary stuff to say the least as I never
had been in a spin situation. He had me do the same thing, and I
recovered pretty quick by using opposite rudder. Crazy stuff for
sure! After the spins, I did some steep turns. I did great going one
way, but transitioning from right to left, I lost airspeed. I need to
remain within 10 knots for tor the PTS. Easy going one direction,
just that transition from level to the opposite direction is the trick
(lower or raise the nose). Full right rudder, full left aileron and
we slipped it down to 50 feet AGL. I still was too short and didn't
use spoilers to land.

That was enough for the day. Boyd wants me to go up with the chief
instructor for an "objective view" of my progress. Also the mention
of pre solo written test was mentioned. UGH..... here I go again
with written LOL Boyd said I was more then safe enough for takeoffs
and landings. Yeah, right, he didn't see my durn white knuckles.
Well, not that bad but sure felt like it when I started breathing
after the last landing!

Overall, I was pleased with my handling on tow and rollout. Better
but not perfect but I didn't feel like I was losing directional
control like last week. Still need to master matching the bank of the
tow plane better. My lining up to final, I have been extremely
pleased, just a matter of landing MUCH longer then I am used to.

[Mike Ash]

In article

Post by a***@gmail.com
Back from glider lessons today. Crap it was a lesson and 1/2.
Instructor (Boyd) asked me if we had done rope breaks. I said nope.
Ok, he said expect one or two. Just fly the glider. Little did I
know how "soon" that rope would **break**. Tow plane gets to rolling,
I am in ground effect he lifts off and about 100 feet off the ground,
the rope breaks (of course it's released by the instructor). It's an
oh crap moment as I am still below the trees! First thing he said
nose over, keep that airspeed and land it. Jeeez, worse then a power
on engine failure! Nosed over, deployed spoilers and landed with
about 50 feet to spare at the end of the runway. I don't think I've
ever seen the end that close! And this was without hand brakes, we
rolled out.
Second tow, durn if the same break didn't happen but I was a little
more ahead of the glider. Again landed and rolled out.
Third tow, we get to that magical 200. Situational awareness or lack
of nailed me. Tow plane turn right, and of course the rope broke at
200. I wanted to turn left, but that was the wrong way. NEVER turn
away from the airport, so instructor corrected me and I turned right.
This put me 90 to the runway! Which meant a descending left turn down
to final WITHOUT stalling the plane. Talk about things happening
fast! He had to help me a little with the spoilers for descent as my
airpseed was too fast and we landed fast. Had to use hand brake to
help stop.
Fourth tow, we get up to 500 feet, rope breaks. I did a spiraling
left turn to line up with the runway and was 400 feet too high over
the end of the runway. Deployed spoilers, slipped and landed further
down the runway then I am ever used to.

Sounds like fun! My first practice rope break came with a new
instructor. He asked if I had ever done any, I said no. We talked about
procedures for a while. Then he says, OK, we're going to tow to 3,000ft,
do maneuvers A, B, and C, and.... Thus I completely forgot about the
earlier discussion. We take off, get to 200ft, and BAM. I just sort of
freeze up. The instructor started getting very loud in the back seat,
and I woke up and got is back. That was a bit nerve-wracking.

A week later, *another* new instructor, another surprise at 200ft. That
time I just turned it around, put it down, and calmly asked the
instructor, "Would you like me to roll out to the end so we can quickly
re-stage?"

On the subject of rope breaks, I imagine your instructors have covered
this, or your books if not, but just in case.... There's nothing magical
about 200ft, except how it magically pops up all the time in
conversation and cirricula. The altitude at which a 180 following a rope
break is safe will depend entirely on the situation at hand. If you're
flying something with good performance and you react quickly, 100ft can
be plenty. If you're flying something with poor performance on a hot day
behind an unhappy tow plane, you could very well be too far out to make
it home by the time you reach 200ft. If you have a superb tow plane and
a huge headwind, you might actually be too CLOSE to make a 180 at 200ft.
(I had this happen once, reached 200ft a mere 1500ft down the runway,
with about a 25kt headwind.)

It probably sounds overwhelming to think about all that stuff while
handling all of your normal tasks at takeoff time. I don't think I
really got a handle on it until about two years after I started flying.
And 200ft can be a decent first cut at making a decision. Just be aware
that there are more factors going into it, and try to do your best to
consider them.

Post by a***@gmail.com
Fifth tow, we went up to 3000 feet . Through 1000 Boyd demo'd boxing
the wake. Through 2000 he turned the controls to me and I did it.
Needless to say, I need LOTS of practice. Boxing the wake is when you
are behind the tow, you descend to the point where the tow plane
mirror is just above the elevator below the wake. You then shift left
and the climb up above to normal tow altitude, shift right and then
back to center. I hope I got this right but something new I
experienced today. I still haven't quite figured how I did it, but
most felt like rudder work to some degree with a touch of bank.

I hate boxing the wake! I can do it, and I see why it's taught, but it's
such an annoying task.

Post by a***@gmail.com
Boyd demo'd a spin. HOLY CRAP! wing dropped, nose down and all I saw
was water (we were over the reservoir) and when he pulled out, we
pulled probably 3 G's Pretty scary stuff to say the least as I never
had been in a spin situation. He had me do the same thing, and I
recovered pretty quick by using opposite rudder. Crazy stuff for
sure!

I did my spin training in a Blanik as well, because my club's trainers
won't spin, so I had to seek it out elsewhere. It was tons of fun! We
had good thermals, so we'd just thermal up then spin back down, over and
over again. I'm also glad my first spin was planned and with an
instructor, rather than a solo surprise 500ft off the rocks somewhere.

Post by a***@gmail.com
That was enough for the day. Boyd wants me to go up with the chief
instructor for an "objective view" of my progress. Also the mention
of pre solo written test was mentioned. UGH..... here I go again
with written LOL Boyd said I was more then safe enough for takeoffs
and landings. Yeah, right, he didn't see my durn white knuckles.
Well, not that bad but sure felt like it when I started breathing
after the last landing!

Sounds like you must be advancing fairly quickly. (No doubt that
airplane experience helping you along.) When my instructor did that
"objective view" thing, it was actually a, "is he safe to solo?" thing.
A week later I was all alone in the plane for the first time.

[a***@gmail.com]

On Apr 22, 8:35 pm, Mike Ash <***@mikeash.com> wrote:

. Thus I completely forgot about the

Post by Mike Ash
earlier discussion. We take off, get to 200ft, and BAM. I just sort of
freeze up. The instructor started getting very loud in the back seat,
and I woke up and got is back. That was a bit nerve-wracking.

LOL, dayem, I swear you must have been that fly in the canopy!
Exactly except I was expecting at 200 not 100 and land ahead!!! I
sat there like DUH..... Had the voice level not been raised in the
back, I probably would still be sitting there DUH...

Post by Mike Ash
a huge headwind, you might actually be too CLOSE to make a 180 at 200ft.
(I had this happen once, reached 200ft a mere 1500ft down the runway,
with about a 25kt headwind.)

YIKES! More things to be situationally aware about! It was direct
Xwind above the tree line so my power flying shined big time as I was
able to quickly adapt my pattern under normal pattern work we did
today and I think my instructor was real pleased about that. Just
that turning away from the airport was the big no no and I have never
been so close to the runway at a 90 degree angle 400 AGL. Only time I
ever was comfortable seeing the runway at that angle was crossing mid
field at a cozy 1000 feet AGL. Criminy a whole new perspective. Key
thing my instructor said, as long as I can see the runway, I have
plenty of altitude.

Post by Mike Ash
And 200ft can be a decent first cut at making a decision. Just be aware
that there are more factors going into it, and try to do your best to
consider them.

And that is exactly what my instructor said post flight. Not every
time will be the same, but most important thing is DON"T stop flying
the plane, airspeed, airspeed airspeed.

Post by Mike Ash
I hate boxing the wake! I can do it, and I see why it's taught, but it's
such an annoying task.

I don't mind it myself, but just need to repeat it a few times to get
a feel for what I did. It almost reminded me of doing dutch rolls to
some extent in that transition part.

Post by Mike Ash
over again. I'm also glad my first spin was planned and with an
instructor, rather than a solo surprise 500ft off the rocks somewhere.

AMEN! And he did this because I was using too much rudder in the
pattern so he felt I better see the effects at a cozy altitude of 3000
rather then 300. You can bet after that in my pattern, I was eggshell
soft with those rudders and more conscientious of that string and
which rudder it pointed to! Great lesson to say the least!

Post by Mike Ash
Sounds like you must be advancing fairly quickly. (No doubt that
airplane experience helping you along.) When my instructor did that
"objective view" thing, it was actually a, "is he safe to solo?" thing.
A week later I was all alone in the plane for the first time.

I will say power helps me in the pattern especially for spacing. I
seem to be very comfortable with that knowing I can dump altitude in a
HURRY. Just seems a touch tighter then I am used to but this will
just make me that much the better power pilot :-)))

I just still need to keep looking out that window and keep stepping on
the rudder the string points to.

[Mike Ash]

In article

Post by Mike Ash
. Thus I completely forgot about the

Post by Mike Ash
earlier discussion. We take off, get to 200ft, and BAM. I just sort of
freeze up. The instructor started getting very loud in the back seat,
and I woke up and got is back. That was a bit nerve-wracking.

LOL, dayem, I swear you must have been that fly in the canopy!
Exactly except I was expecting at 200 not 100 and land ahead!!! I
sat there like DUH..... Had the voice level not been raised in the
back, I probably would still be sitting there DUH...

And that's exactly why we actually DO it, instead of just talking about
it. Funny how you can be mentally prepared to the utmost, and then it
completely goes away the first time you encounter the real thing.

Post by Mike Ash

Post by Mike Ash
a huge headwind, you might actually be too CLOSE to make a 180 at 200ft.
(I had this happen once, reached 200ft a mere 1500ft down the runway,
with about a 25kt headwind.)

YIKES! More things to be situationally aware about! It was direct
Xwind above the tree line so my power flying shined big time as I was
able to quickly adapt my pattern under normal pattern work we did
today and I think my instructor was real pleased about that. Just
that turning away from the airport was the big no no and I have never
been so close to the runway at a 90 degree angle 400 AGL. Only time I
ever was comfortable seeing the runway at that angle was crossing mid
field at a cozy 1000 feet AGL. Criminy a whole new perspective. Key
thing my instructor said, as long as I can see the runway, I have
plenty of altitude.

Seems like a decent approximation. I imagine it takes some work to
un-learn all that pattern stuff and just do whatever it takes to get
back on the ground safely.

Post by Mike Ash

Post by Mike Ash
And 200ft can be a decent first cut at making a decision. Just be aware
that there are more factors going into it, and try to do your best to
consider them.

And that is exactly what my instructor said post flight. Not every
time will be the same, but most important thing is DON"T stop flying
the plane, airspeed, airspeed airspeed.

Yep, if you keep flying it and don't stall, you should walk away from it
no matter where the rope breaks. If you can find some place flat while
you're doing it, the glider will probably still be usable too.

Post by Mike Ash
I just still need to keep looking out that window and keep stepping on
the rudder the string points to.

Sounds like you know where you're headed, even if you're not quite there
yet.

On the subject of gliders, I just got back from a day at the airport.
Had two flights (cut the first one short because I got tired and
hungry), one 90 minutes and the other 2 hours, topped out at 5,600ft AGL
and did about 90km on the second flight. You'll have similar exploits to
share before you know it!

[a***@gmail.com]

Back from glider lessons today.

Been waaaay too long, I was going through serious aviation withdrawal
these past few days so came hell or high water, I was getting a lesson
in this week. Rain, clouds and winds have been the show stopper
thiese past 3 weeks.

I wasn't sure today lessons were going to happen as winds were gusting
between 20 and 25 knots. Got out to the airport at 4:30 and saddled
up in the Blanik.

First flight was a non eventful flight, considered a warm up flight to
get a feel for the glider again. I was "ok" on the tow using tips
shared out here and in other forums to point the nose out to the
outside wing on banks. This tip almost came to bite me in my fourth
and final flight but it did help me keep the rope taught.

We did basic maneuvers and slowly orbited back down to earth from 2500
feet on the first flight lasting 1/2 hour. We used runway 9 and
winds were direct crosswinds. I have to say my power flying
experience made me shine on these approaches as it was nothing more
then crabbing into the wind and slipping to lose the altitude.
Speaking of altitude, I still need lots of practice controlling my
descent with the spoilers. Unlike power where I used my throttle to
control my descent, I obviously don't have that in the glider. Pitch
for airspeed and because the winds were so strong, instructor had me
do a 60 knot final. Really honk the nose over to maintain that speed,
quite different sight view as compared to a power plane. I felt like
I was diving toward the runway!

Second flight, towed to 1700, never left the pattern, just made a
circle or two to descend to pattern altitude.

Third flight, I think they put the cheap rope on. 200 AGL PING, rope
goes bye bye. Plane was banking right so I turned right. I did
slightly delay getting that nose over to get my speed to 55 knots.
Because of the crosswind, my instructor said he would have turned left
for a tighter circle radius to the airport. Heck, I tried that lesson
and snafu'd that direction. Oh well, but he said I was fine, did what
I had to do to get back to the airport.

Fourth and last flight, it got ugly behind the tow, to the point the
instructor took the controls briefly. We took off, and the tow plane
turned out earlier then normal to the right, and I pointed the nose to
outer wing. Not sure what happened but once he cleared the tree line
he zoomed up. I had the nose up and was below him but above the
wake. I got too far outside the turn which of course exasperated my
airspeed and when I kicked in right rudder to take up the slack, it
worsened the slack because I am guessing my forward speed was
accelerating. Still not quite sure what the instruct did to correct
it but it was efficient and he turned the controls back to me. Last
landing was on the shorter runway 18 as the hanger is on the 36 side.
Landing was nice.

Soooo assessing myself today.

Over controlling still a problem. I still oscillate in yawing on tow,
but it is improving. I am maintaining a relatively good sight picture
with the tow plane slightly above the horizon and my nose is slightly
below the horizon.

Landing. I have to learn how to use my right hand! In power flying,
I only used it as a rest on the throttle. Touch here, and a touch
there, and that's it. With the glider, this just ain't going to
happen! I need to keep my right hand on the stick and left hand on
the spoilers so I can control my descent better. Currently, I have
been chocking the stick with both hands. I know in time this will
improve or it better improve LOL.

My feet and hands don't want to work opposite directions. With power
obviously keeping coordinated is important. Problem with rollout, you
sometimes have to use complete opposite control movements to keep the
down wind wing flying. So this could mean full right rudder and full
left aileron. My instincts still having troubles computing this.

On coordinated flight, I am nailing that so stepping toward the rudder
hasn't been a problem thus far but still every once in awhile I find
myself stepping on the ball and have to remind myself to step on the
rudder the yarn points to.

All in all good 4 lessons today bringing me up to 15 flights for a
total of 3.5 hours flight time.

I know now the glider really does slice through the turbulence. I
would have had the snot kicked out of me today had today's flight been
in a power plane. The ride is remarkably smooth in spite the winds
nearing 35 knots at 2500 and what ended up being closer to 15 to 20
knots on the ground when I got there.

[Mike Ash]

In article

Post by a***@gmail.com
My feet and hands don't want to work opposite directions. With power
obviously keeping coordinated is important. Problem with rollout, you
sometimes have to use complete opposite control movements to keep the
down wind wing flying. So this could mean full right rudder and full
left aileron. My instincts still having troubles computing this.

This is really tough! You get about 10 seconds of ground control time
per flight, and it's a *completely* different set of rules from
everything else. It takes a long time to get good at it. It does start
to come naturally after a while, although I *still* have trouble staying
on the centerline even now.

No comments on the rest, but nice report as always. Glad you managed to
get back at it after your brief dry spell, and look forward to more soon.

[a***@gmail.com]

Post by Mike Ash
In article
This is really tough! You get about 10 seconds of ground control time
per flight, and it's a *completely* different set of rules from
everything else. It takes a long time to get good at it. It does start
to come naturally after a while, although I *still* have trouble staying
on the centerline even now.

My biggest problem Mike is envisioning wings level. I don't have a
reference point sitting so far up on the pointy end. What do you use
to reference the wings level on roll out? In flight much easier as
it seems that the nose of the glider is slightly lower to maintain a
level flight.

With my Sundowner, I had the cowling and glare shield. Problem I am
having in the blanik is that the nose is so short, when I look to the
end of the runway, it doesn't fall in my field of vision so I have to
make a conciencious effort to look at the glareshield (for a lack of a
better term) to see if that is level with the horizon.

One thing for sure, power flight doesn't know a rudder dance! "I
thought I did" but not a chance after experiencing this.

[Mike Ash]

In article

Post by a***@gmail.com

Post by Mike Ash
In article
This is really tough! You get about 10 seconds of ground control time
per flight, and it's a *completely* different set of rules from
everything else. It takes a long time to get good at it. It does start
to come naturally after a while, although I *still* have trouble staying
on the centerline even now.

My biggest problem Mike is envisioning wings level. I don't have a
reference point sitting so far up on the pointy end. What do you use
to reference the wings level on roll out? In flight much easier as
it seems that the nose of the glider is slightly lower to maintain a
level flight.

You know... I don't really know what I use as a reference. I guess I've
been doing it long enough that I just know what the attitude is.

Maybe you can use instrument screws again, except this time use them
straight horizontally instead of the 45-degree line. Overall, it's
subtle since you're only looking at a few degrees of tilt, but should be
visible with practice just by seeing the orientation of the instrument
panel relative to the outside. I think.

[Jim Logajan]

Post by a***@gmail.com

Post by Mike Ash
In article
This is really tough! You get about 10 seconds of ground control time
per flight, and it's a *completely* different set of rules from
everything else. It takes a long time to get good at it. It does start
to come naturally after a while, although I *still* have trouble staying
on the centerline even now.

My biggest problem Mike is envisioning wings level. I don't have a
reference point sitting so far up on the pointy end. What do you use
to reference the wings level on roll out? In flight much easier as
it seems that the nose of the glider is slightly lower to maintain a
level flight.

On the SGS 2-33 I've trained on, the pitot extends upward from the nose,
making it easier to judge wing levelness without sideways glances:

http://www.flickr.com/photos/***@N05/2433542392/

Does the Blanik cockpit view look anything like this:

http://www.panoramio.com/photo/7436261

[a***@gmail.com]

Post by Jim Logajan
On the SGS 2-33 I've trained on, the pitot extends upward from the nose,
http://www.panoramio.com/photo/7436261

Hey Jim.

Video I took as passenger in the Blanik gives a good feel of what I
see and cockpit instrumentation and better then any words I can
describe.

And you can see how far set back the wings are when I pan to the right
in the beginning...

One thing for sure as I really had not watch the video since starting
lessons, he makes it look MUCH easier on tow!

For rollout, I held the camera eye level and really does give a good
perspective of my view and why I have troubles seeing wings level.
Final approach begins 8:15 into the video if you want to skip the
airwork. When I roll out, I aim for a target at the end of the runway
with of course massive rudder work. My hands just don't want to do
the opposite of my feet!

[a***@gmail.com]

Post by a***@gmail.com
For rollout, I held the camera eye level and really does give a good
perspective of my view and why I have troubles seeing wings level.
Final approach begins 8:15 into the video if you want to skip the
airwork.  When I roll out, I aim for a target at the end of the runway
with of course massive rudder work.  My hands just don't want to do
the opposite of my feet!

Crap, forgot link for landing and rollout.

is the link starting 8:15
for final.

[Jim Logajan]

Post by a***@gmail.com

Post by a***@gmail.com
For rollout, I held the camera eye level and really does give a good
perspective of my view and why I have troubles seeing wings level.
Final approach begins 8:15 into the video if you want to skip the
airwork.  When I roll out, I aim for a target at the end of the runway
with of course massive rudder work.  My hands just don't want to do
the opposite of my feet!

Crap, forgot link for landing and rollout.
http://youtu.be/__IeMFHeAMk is the link starting 8:15
for final.

There appear to be some visual cues from the pilot view, but admittedly not
nearly as much as on the 2-33. Can't say I recall having much problem
keeping wings level on landing - lots of other things were difficult to
learn, but that never came up as a concern per se. I must have learned
early that once near the ground I should mostly use rudder, elevator, and
brakes. And ailerons only to keep wings level.

[a***@gmail.com]

Post by Jim Logajan
There appear to be some visual cues from the pilot view, but admittedly not
nearly as much as on the 2-33. Can't say I recall having much problem
keeping wings level on landing - lots of other things were difficult to
learn, but that never came up as a concern per se. I must have learned
early that once near the ground I should mostly use rudder, elevator, and
brakes. And ailerons only to keep wings level.

Actually, keeping wings level while in flight, I have the ground line
(tree line) as a reference to maintain wings level and feel my way
down, it's on rollout because the seat leans back, all I see are trees
and some reference of the runway ahead. At this point on rollout, I
have all my focus on my feet doing that rudder dance and my hands seem
to want to dangle. Serious practice needed by me!

It may be my instructor is more strict on ground operations? Not
likely knowing what I am doing though.

Bad habit power got me was "relaxing on landing" I knew to deflect
controls into the wind, but no rudder action needed other then
braking. This synchronized FULL deflection of controls after landing
waaaaay different then power that I have to absolutely break this bad
habit. I know it's a trainee issue here that will pass with time, but
for something considered simple, it's driving me nuts! :-)

Ironically from day one, landing the beast hasn't been my problem!
(other then fine tuning the spot landing)

[a***@gmail.com]

On May 12, 7:56 pm, "***@gmail.com" <***@gmail.com> wrote:

One step closer to solo but no flight today. Went out to go fly but
second tow pilot wasn't available so instead took the club written
test. 86 out of 100 questions right. No study time given, impromptu
to the point, I tail gated it taking the test runway side.

I actually did not feel bad on what I missed since they were very
glider specific that I never had even talked about such as (going on
memory) percentage of rope rating vs glider gross weight, severe rope
slack techniques, L/D of the Blanik, MINIMUM pilot weight with and
without ballast.

Questions went "back to basics" such as in a skidding turn which
rudder do you need to step on based on the yarn pointing, on a
crosswind take off (I got this one wrong), which way does the aileron
point and rudder point for a proper takeoff technique in relation to
the wind (upwind or downwind)

One "trick question", on final approach to landing who has the right
of way while at a cruise altitude. Is it always the landing traffic?
This answer would be no if there was a balloon crossing your path of
final.

Of course, airspace, ARROW, VFR requirements, spin recovery, stall
conditions came up as well as student rights on flying solo based on
endorsements.

Instructor seemed pleased as he could see the questions I missed were
not really "safety issues" for flight but still need to know for check
ride oral.

It was kinda nice taking this test as it did bring back everything to
"think about" on the basics of flying.

Couple of things still need in-flight lessons before solo, such as no
air brake landing, rope release from the tow plane and I want to get
more stick time in just controlling the beast with my right hand only
and left hand on the air brake handle so I can get more comfortable in
the pattern.

Glider pilot today landed when I was about to leave so I helped him
tow the glider to the hangar. Lift was so good he said that he was
gaining altitude while practicing stalls and he only came down as it
would have been too late for an endurance record. He was up for 3
hours getting up to 5000 feet and managed to get above a scattered
deck of CU's.

I can't imagine as after all no gas being used! You can bet I can't
wait!

[Mike Ash]

In article

Post by a***@gmail.com
I actually did not feel bad on what I missed since they were very
glider specific that I never had even talked about such as (going on
memory) percentage of rope rating vs glider gross weight,

Between 80-200%. Not, IMO, very useful to know, really. I couldn't tell
you offhand how strong my club's ropes are. Any time I needed to know
this number, I'd be in a position to look it up.

Post by a***@gmail.com
severe rope
slack techniques,

Just the sequence of, do nothing, slip, spoilers, release, or was there
something more? (For whatever it's worth, I've never gotten beyond the
"slip" stage in any of my flying, even in pretty severe rotor tows.)

Post by a***@gmail.com
L/D of the Blanik, MINIMUM pilot weight with and
without ballast.

Definitely want to know these well. The L/D is essential for in-flight
mental calculations, and the minimum weight is a must if you take
passengers. (I wouldn't expect the same of a single-seater if the pilot
knew he was comfortably over the limit, though.)

Post by a***@gmail.com
One "trick question", on final approach to landing who has the right
of way while at a cruise altitude. Is it always the landing traffic?
This answer would be no if there was a balloon crossing your path of
final.

The establishment seems to have an obsession with right of way that I've
never really understood. If somebody is coming my way and he isn't
getting out of the way, I will get out of his way, end of story. If this
happens while I'm busy landing then things will get exciting, but
ramming another airplane just so I can make a prettier landing and claim
"I had the right of way" isn't my style.

Post by a***@gmail.com
Instructor seemed pleased as he could see the questions I missed were
not really "safety issues" for flight but still need to know for check
ride oral.

Very good, sounds like you ought to be up on your own soon.

Post by a***@gmail.com
It was kinda nice taking this test as it did bring back everything to
"think about" on the basics of flying.
Couple of things still need in-flight lessons before solo, such as no
air brake landing, rope release from the tow plane and I want to get
more stick time in just controlling the beast with my right hand only
and left hand on the air brake handle so I can get more comfortable in
the pattern.

Have fun with the no-spoiler landing. I have achieved this precisely
once in all my flying. Tried it several times with an instructor and
never succeeded. My club's glass trainers just don't come down when you
slip. One good club instructor has remarked on several occasions that if
he ever found himself with spoilers stuck closed, he would seriously
contemplate putting his hand out the canopy to assist rather than trying
to slip it in. I'd expect the Blanik to do better, but it's still a
challenging maneuver. The one time I succeeded was in my club's 1-36,
which in a full slip comes down about as fast as it does with full
spoilers.

[a***@gmail.com]

Glider Lesson - .8 Hour of extasy!

Been 6 weeks since my last flight. Humidity down here hasn't been fit
for man or beast (me!) and while hot today, it wasn't ridiculously
humid. Wow, can't say it enough, flying in it's rawest form! More
light bulbs came on which I am really excited about.

Today goal was thermalling. We probably could have stayed up longer
but the instructor basically was "passenger" and had me call the
shots. This of course had me not so quick to leave the friendly
confines of the airport. Instructor was absolutely amazing on how
quick he noticed thermals that all I felt was a subtle change. It
felt like by the time I felt the subtle change instead of "right
rudder, right rudder" you hear during power flight, he kept saying
turn, turn turn.

Ok, flight details, I was extremely pleased with my tow up though I
encountered something not encountered on my prior flights. My control
of the plane was so good, that I failed to identify the rope slack. It
was straight down rather then the usual sideways letter C I drew with
the rope in the past. Instructor stepped on the right rudder and
fixed that and I of course asked him was that him and he said yeah,
taking up slack. Crap, never saw it. It wasn't bad he said but
something that warranted fixing before it became real bad. That never
happened again :-) as I became much more aware of the rope status! I
was concentrating too hard on formation flight! DUH. Released at
2500 and off we went.

Thermalling, found 3 large birds circling so I headed straight for
them. TOO DAYEM COOL! For about 2 minutes we were wing tip to wing
tip with them, close enough where I could see the feathers separate on
their wingtips and we were holding up the rear in the thermal.. We
got too close, and they closed up and dove for cover. Doing all of
this at a cozy speed of 42 knots! Now the light bulb moment. I
didn't realize until today when I turned in a power plane that I held
the rudder into the turn with light pressure to keep the turn going.
Today, I just couldn't understand why I could not keep the yarn
straight in my turns. Instructor clued me in by saying lead the turn
with rudder, bank and then let the rudders go back to neutral and
maintain the bank in the thermal. Hot diggigity dawg, coordinated
flight in thermals! Quality of my turns went up exponentially.

We never really gained significant altitude but we did hit a 1000 fpm
thermal from where I went from 1800 to 2500 what felt like lickity
split time! We circled and finally I decided at 1700, time to leave
the IP (Initial point or translated in power flight as 45 degree entry
into the pattern) and bring it back home. Winds were around 15 knots
above the tree line from 120 and we were landing on runway 9. No
problems on approach maintained centerline but landing was less then
stellar. I turned base at the end of runway 9 and had to dump
altitude, so put full spoilers in and a slight slip. Problem was it
was too effective which had me coming up shorter then instructor
wanted me to. So he said close the spoilers when we were about 6
inches off the runway. I did this but then the nose popped up and I
incorrectly re-deployed the spoilers "without thinking". Lost all
lift and kerplunkt it on the ground about 6 inches. Other then my
pride, no harm to the glider.

Two minute video

is another
student taking her second lesson in the glider I just flew along with
some video randoms of glider operations. At the end of the video, you
will see a smile only a flight generates.

Total flight time was .8 hour. Experiencing this flight PRICELESS
literally and figuratively!