Hey, Not to show hate or something, just some things I have to point out because I'm a real glider pilot ;) 1. Use a lot of rudder in your turns 2. When you are on downwind we do the so called downwind check: wwwfst Wind-Weel-Water-Flaps-Speed-Trim. You ALWAYS have to fly at the yellow triangle (except with high winds head on final) 3. Tail landings are the best kind of landings there are because you can damage the main weel. 4. After you release from the tow plane you should turn STEEP 45 to 90° to the right. 5. Overall good flight this was just to help other ppl who see this video Kind regards Bram
Hey Bram, thanks very much for the very insightful comment. Yeah I've always taken the view that I can show the "basics" of any topic and try to encourage people to learn more about the details or specifics themselves. Thanks for not coming along and saying "OMG you're wrong, you suck! blah blah blah" as most "experts" on my videos do!
Mads Møller Jonassen well if you want to climb it should be climbing, those are called thermals as I would guess you know if you want to climb you circle in that thermal if you don't then I guess you just get out of it, same goes with sinking
Yet again a another great video, thanks Doofer! I've told some of my friends (who are also into aviation) about you and they love your videos. I have learnt so much about gliding that I didn't know before, like the trim and emergency canopy release. By far you are my favorite aviation TH-camr because of your clear tutorials which you cant find anywhere else. Thanks again!
Great video as always, just a few points. Make sure to mention aileron drag. The beeping noise for the vario is for competition pilots so then they can lookout at other aircraft in a gaggle (bunch of gliders in a thermal) and still be aware of their rate of climb. Also, ballast is used in competitions for adding inertia so then the glider can go further, however it won't allow it to climb as quickly.
Great video and I’ve got some info for you. Usually we always have to wear a parachute during any flight. Also usually the varios come in a couple of forms. One that tells you your vertical speed directly and another that is actually energy compensated. So if you pull the stick back and gain altitude while not in a thermal the gliders overall total energy doesn’t increase and so the vario will read zero. Also the water ballast idea is that you increase the gliders weight and so thermal performance is degraded slightly but it also gives you a greater best glide speed so useful in competition. Often during the end of a competition gliders will do a comp finish which is diving down to almost vne and doing a low pass over field while dumping ballast to get the best time. As well as this durning take off on aero tow a little trick pilots will use is to pull negative flaps until the the tug is off the ground and then extend the flaps to 0 to pop of the ground into ground effects. And one more thing is that the circuit and approach is slightly different. The circuit is started at a point know as high key. Which is the top of down wind and a general circuit will put it at 1000 feet. The downwind is flown with an angle to the landing area of about 30 degrees (Type dependent) to get the correct landing area spacing. And then to keep the area in sight we fly a “dog leg” which is at a point called low key which is usually just downwind if abeam the landing area and usually 550-650 feet. The dog leg is a 45 degree leg connecting downwind and base. Usually bad to final turn is down at a minimum of 350 feet and we aim for a very short final and to be high if anything. In your video a final would consist of 1/4 of the distance you use. This is to limit risk of landing short if the headwind component picks up. And we aim for a full airbrake approach and we try to keep the speedbrake set once we’ve set it because gliders often pitch up or down with increasing or decreasing speedbrake input and we keep airbrake setting all the way till landing we down put them away at all after we open them on a good approach. And then just after successfully touching down we select full speed brake to spoil as much lift as possible and because a lot of gliders actully have wheel brakes that are engaged at about 80 percent speed brake and fully engaged at full airbrake hope this helps :)
Hey Captain Styles, thanks for the fantastic and very insightful comment! That's very interesting that the circuit pattern is a different "shape" compared to powered aircraft but I can understand why. I'll have to have a look to see if I can find a diagram which shows that dog leg approach that you mentioned. I hope my video didn't come across as too basic or inaccurate. I'm merely an aviation enthusiast and my intention with these videos is to introduce people to various topics and encourage them to explore them in more depth. Gliding is definitely something I would love to try myself one day. As I mentioned in one of my gliding videos, it strikes me as a much purer form of flying compared to a powered aircraft. I was also fascinated to read about some of the Gliding Records, like the altitude record being over 50,000ft! That just blows my mind for an unpowered aircraft!
Doofer911 thank you for the reply. It’s not often that these long kinds of comments ever seem to be read with any meaningfully thought being put into them after so it’s nice to see some one that can. I found this video very helpful in understanding how a power craft oriented pilot understands gliding. And for the most part you are correct and it’s because it is a very similar way of flying just with a few nuances to grasp. And yes i believe it is a purer way to learn to fly because it teaches real stick and rudder ability. It forces you to learn to be efficient because there is no engine to compensate for energy loss of the craft and thermals although helpful are not to be relied upon for flight so students learn to be the best pilots they can be. I urge anyone that isn’t a glider pilot to get solo in at least one type because it causes you to be more in tune with the aircraft. I hope to see many more videos like this one about all different areas of aviation
Yeah from what I understand, gliders are much more sensitive to changes in wind conditions/turbulence etc, and require much more active control. As for stick and rudder coordination, that's a concept that flight simmers may not fully understand. Certainly if you don't have a bespoke rudder pedal controller to use with the sim. But yeah I see where you're coming from about learning efficiency when flying. The idea of extending flaps in a thermal is something most powered aircraft pilots may never consider but when you think about what flaps do, increase lift and drag to slow the plane down, it makes perfect sense to deploy them in a thermal to maximize left performance. I'll certainly keep making progress with videos like this. I've got plans to cover Helicopters at some point which I'm sure will uncover more fascinating discoveries :)
Doofer911 yes in terms of turbulence they are far more effected because of their low wing loading only needing a small pressure differential between wing sides to Create the needed lift so turbulence which creates a set amount of pressure differential across the wing will affect a glider more then an aircraft with a higher wing loading. And in terms of stick and rudder coordination. It’s surprising to know how many pilots do actually forget this coordination after they are solo. Bad habits can creep in such as using no rudder when turning and accepting uncoordinated turn ins and only correcting the turn when the turn is really uncoordinated or on turn in using a low rate of turn so the adverse yaw is minimal. But as you pointed out flight simmers often don’t have the need to practice these skills without large thought put into the set up. But as well as this a lot of the aircraft on flight simulators have yaw dampers which counteract this so there is no need to use much rudder when flying. But helicopters will be an interesting one because of how much coordination and muscle memory is needed to fly them well. I look forward to this
Rudder coordination in Gliders is essential; We use huge bootfulls of rudder at times compared to flying a light aircraft, due to the long wings and magnified adverse Yaw effects. There is also no propwash to help out. A quick look at the large rudders on gliders tells you we need 'em :-)
Great video but do look at doing a trial lesson in a real glider to get a proper understanding, for example the Airbrake (It's not called a speedbrake like Microsoft say) is there to increase the rate of decent, it is not there to control the speed, that is done by controlling the pitch. Also make sure you use full flap for landing. The other flap settings are used for soaring flight only. FSX is rather poor for Gliding without modification. Have a look at Condor Gliding Sim if you're really interested in experiencing soaring flight for real!
Fsx is missing the most important instrument in a glider. The yaw string. Make me wonder if they put any effort in making any realism in the glider part. If you like gliding, try condor soaring.
Well you have to consider that the development team were trying to make a product which covers all aspects of aviation. Considering that they have created 3D environment that encompasses the entire planet, over 24,000, offered every type of aircraft ranging from GA to Commercial to Helicopters to Gliders, they designed missions and tutorials, they have their learning centre, they modelled instrument navigation..... I'm sorry they didn't get Gliding perfect. Maybe you would like to try designing and making a flight simulator that offers so much and get every aspect perfect?
Doofer911 Hi Doofer, I never considers any simulator to be perfect. They never vill be. At least for the consumer marked. But for a gliderpilot the yaw string is Essential. And think it's Stranger they dind't inklude that. I rather fly without altimeter and speed indicator than without yawstring. It helps you to fly with minimum drag and helps you make cordinated turns. You can pollish wings, taping joints as much you want but it will be a waste i you dont fly cordinaded. Every glider pilot know this and spend lots of time practising this. Btw. Love your videos, And my comments isn't ment to be disrespecting to you in any way. Hope you make more glider videos and you join a lokal glider club. Keep up the good woork
You forgot to say that in glider, it's not just in competition that we wear parchute but at ALL flight we male (we are not alow to take of without parachute). :)
Hello Doofer ;-) Another great video tuto but in a pure flight... Love so much this glider even if it is not perfect. I love to learn something watching your excellent videos. Thank you so much waiting for the following videos about gliding.
In the real world you would be wanting to go soaring on a day when the air is unstable, as those are the days that create lift (thermals). Both you and the towplane will bounce around quite a lot (keep those shoulder straps tight or you'll shoot out the canopy!). Moreover the towplane will not fly straight out, but will turn and keep near the field when low so that if the rope breaks, you can at least do some partial downwind circuit to land normally. You will need to turn and yet keep the rope straight behind, and your nose pointed somewhat toward the outside wingtip. Consequently, formation flying behind the towplane can sometimes result in quite a bit of stick movement and rudder-play to keep straight and level behind the towplane (unless your club uses the low tow position). This video makes it look easy to fly behind the towplane, when in fact it is very difficult. I should add that small corrections left/right are often done with the rudder and secondary effect of rudder, sometimes more so than gross aileron adjustments. As well, banking involves well coordinated rudder movements to avoid yaw. A high performance sailplane is quite aerodynamic and will be quite content to fly somewhat sideways if you don't fly coordinated. :-)
Funnily enough, I have a voucher to go and do a Gliding Trial Flight so I'll hopefully get to experience the real thing soon! The videos I made were just gleaning information from various sources on the Internet but I'll be making a video of my experience in real life!
@@Doofer911 Here we include a Trial Flight as a reward for completing ground school, though a lot of people take lessons one season, do ground school, and solo/license the next season. Gliding is an incredible experience. Be warned, it is very very addictive. :-) It's also one of the more affordable ways to learn to fly. Looking forward to seeing your posted video when you do it. Enjoy!
I am not a real world glider pilot, however I was a pilot with a commercial pilot rating. The object inside the cockpit on the right side looks like a receptacle where the battery can be recharged.
The landing was pretty good. Normally the tailwheel hit first. The only thing is that when you make a steeper approach, where you need about half spoilers, it is much easier to control the descend. About the variometer. It is the most important instrument in a glider, because it allows you to fuse updrafts. There are normally two or three varios in a glider, giving you slightly different information. The strange this is that at least the electronic vario is not a total energy vario. Gliding is all about energy management and one is not interested in the amount of altitude one is gaining during thermalling, but the amount of energy you are collecting. In order to be able to use the vario effectively while thermalling it has to be compensated for the influence of speed. When you pull the stick you gain height, but loses speed and are just replacing kinetic energy for potential. A compensated instrument will stay silent and the variometer indicates 0 although one is climbing. Only when you hit a thermal, it will start to beep. Then the amount of energy one has is changing. Normally first in a loss while you hit the downdraft around the thermal changing into the little beeps that is like music to the ear. (I have it as a ringtone) I hope you can add the TE function in the program. From the way the wings are sagging before take off, it looks as if you have water ballast. Landing with water is not advised, because the plane might get damaged in case of a bit of a high stall. Ballasting the plane is beneficial because you will fly faster because of the higher wingliading. It shifts the polar of the plane to the right, which means that both the rate o descend and the glidespeed are raised. It needs more energy to lift a glider to a higher altitude, so climbing in a thermal will be slower than without water. Water also effects the rollrate and the turning rate negatively. I look forward to the video in which you will be really gliding!
Great video (as usual), when I took gilder instruction, the instructor made a point to tell me straight away that you do not flair a glider on landing. He said power plane pilot always want to flair to a stall landing but you must fly a glider onto the ground to keep speed and inertia up, this allows you to taxi off the runway to parking and to keep aileron control as long as possible to keep the wing tips off the ground.
My instructor says to bleed off a little bit of airspeed so then a gust of wind doesn't make me jump off of the runway. He also says to keep some airspeed to get off the runway and keeps the wingtips out of the dirt.
It's an american technique widely regarded as out of date, fully held off landings is what the rest of the world teaches. Whatever you do, never use that technique outlanding into a paddock, you will very likely hurt yourself an the glider, especially in crop.
I'm afraid our poster got it all wrong! Which is why he cocked up! The circuit and Approach was way too far out!! He should have been at an angle of about 30 degrees to the reference point/ displaced threshold, the idea is, to keep the speed steady with elevator, 55-60 knots indicated airspeed. The undercarriage was lowered way to late!! On Approach, it should be lowered on Downwind, landing flap selected, also on Downwind. The amount of airbrake, should be about 2/3 deployment, then you can make finer adjustments with the airbrake, keeping the speed as constant as possible, by lowering the nose on extending the brakes, or raising the nose VERY slightly on airbrake retraction. So, when you get to flare height, about 10 feet up, look well ahead, so you don't get ground rush, everytime it sinks with airbrake set at 2/3, gently ease back and hold it, ease back and hold it, etc!! You should touchdown main and tail wheels together!He got the last bit right by saying coarse movement of Ailerons to keep wings level on the ground. His method of very little airbrake, in the latter stages, makes it very very pitch unstable!!!!
Great series of instructional videos! Thanks for all your time and effort. In one of the previous videos, you mentioned that you use a Logitech 3D Pro Extreme. Did you calibrate it to suit your style of control? For example, I found that using default settings for twist/rudder control was far too sensitive. If so, I'd appreciate what you calibrated them to. Again, many thanks.
How many hours do you have in this? I tried flying it once.... for some reason you make it seem more enjoyable than I found it... But, I didn't have much of a tutorial, which doesn't help. This video is making me want to try again, so try again I shall!
Yeah that as well! haha, although there are other weather phenomenon which can provide lift. You get Ridge Lift in mountainous terrain and also Wave Lift/Wave Wind in certain conditions as well.
Doofer911 CumulusX is a configurable freeware program (there's also a payware version available) which generates Cumulus clouds (generates much needed lift) in FSX. Also from the same developer is WinchX which instead of being towed up by an aircraft, you can be winched instead.
Hey,
Not to show hate or something, just some things I have to point out because I'm a real glider pilot ;)
1. Use a lot of rudder in your turns
2. When you are on downwind we do the so called downwind check: wwwfst Wind-Weel-Water-Flaps-Speed-Trim. You ALWAYS have to fly at the yellow triangle (except with high winds head on final)
3. Tail landings are the best kind of landings there are because you can damage the main weel.
4. After you release from the tow plane you should turn STEEP 45 to 90° to the right.
5. Overall good flight this was just to help other ppl who see this video
Kind regards
Bram
Hey Bram, thanks very much for the very insightful comment. Yeah I've always taken the view that I can show the "basics" of any topic and try to encourage people to learn more about the details or specifics themselves. Thanks for not coming along and saying "OMG you're wrong, you suck! blah blah blah" as most "experts" on my videos do!
No problem man! Love your video's and just wanted to help.
It really depends on the rules of both the glider club you fly in and country (mostly regarding your number 2)
6. the variometer should not show climb or sink, if you moving the stik
Mads Møller Jonassen well if you want to climb it should be climbing, those are called thermals as I would guess you know if you want to climb you circle in that thermal if you don't then I guess you just get out of it, same goes with sinking
We need more content like this on youtube
Yet again a another great video, thanks Doofer! I've told some of my friends (who are also into aviation) about you and they love your videos. I have learnt so much about gliding that I didn't know before, like the trim and emergency canopy release. By far you are my favorite aviation TH-camr because of your clear tutorials which you cant find anywhere else. Thanks again!
Thanks very much :) Yeah I love learning all these little bits of trivia and sharing them with you guys.
Great video as always, just a few points. Make sure to mention aileron drag. The beeping noise for the vario is for competition pilots so then they can lookout at other aircraft in a gaggle (bunch of gliders in a thermal) and still be aware of their rate of climb. Also, ballast is used in competitions for adding inertia so then the glider can go further, however it won't allow it to climb as quickly.
Also, when on the aerotow, line up the tug's fore and aft wings to keep out of his slipstream.
Great video and I’ve got some info for you. Usually we always have to wear a parachute during any flight. Also usually the varios come in a couple of forms. One that tells you your vertical speed directly and another that is actually energy compensated. So if you pull the stick back and gain altitude while not in a thermal the gliders overall total energy doesn’t increase and so the vario will read zero. Also the water ballast idea is that you increase the gliders weight and so thermal performance is degraded slightly but it also gives you a greater best glide speed so useful in competition. Often during the end of a competition gliders will do a comp finish which is diving down to almost vne and doing a low pass over field while dumping ballast to get the best time. As well as this durning take off on aero tow a little trick pilots will use is to pull negative flaps until the the tug is off the ground and then extend the flaps to 0 to pop of the ground into ground effects. And one more thing is that the circuit and approach is slightly different. The circuit is started at a point know as high key. Which is the top of down wind and a general circuit will put it at 1000 feet. The downwind is flown with an angle to the landing area of about 30 degrees (Type dependent) to get the correct landing area spacing. And then to keep the area in sight we fly a “dog leg” which is at a point called low key which is usually just downwind if abeam the landing area and usually 550-650 feet. The dog leg is a 45 degree leg connecting downwind and base. Usually bad to final turn is down at a minimum of 350 feet and we aim for a very short final and to be high if anything. In your video a final would consist of 1/4 of the distance you use. This is to limit risk of landing short if the headwind component picks up. And we aim for a full airbrake approach and we try to keep the speedbrake set once we’ve set it because gliders often pitch up or down with increasing or decreasing speedbrake input and we keep airbrake setting all the way till landing we down put them away at all after we open them on a good approach. And then just after successfully touching down we select full speed brake to spoil as much lift as possible and because a lot of gliders actully have wheel brakes that are engaged at about 80 percent speed brake and fully engaged at full airbrake hope this helps :)
Hey Captain Styles, thanks for the fantastic and very insightful comment! That's very interesting that the circuit pattern is a different "shape" compared to powered aircraft but I can understand why. I'll have to have a look to see if I can find a diagram which shows that dog leg approach that you mentioned.
I hope my video didn't come across as too basic or inaccurate. I'm merely an aviation enthusiast and my intention with these videos is to introduce people to various topics and encourage them to explore them in more depth. Gliding is definitely something I would love to try myself one day. As I mentioned in one of my gliding videos, it strikes me as a much purer form of flying compared to a powered aircraft. I was also fascinated to read about some of the Gliding Records, like the altitude record being over 50,000ft! That just blows my mind for an unpowered aircraft!
Doofer911 thank you for the reply. It’s not often that these long kinds of comments ever seem to be read with any meaningfully thought being put into them after so it’s nice to see some one that can. I found this video very helpful in understanding how a power craft oriented pilot understands gliding. And for the most part you are correct and it’s because it is a very similar way of flying just with a few nuances to grasp. And yes i believe it is a purer way to learn to fly because it teaches real stick and rudder ability. It forces you to learn to be efficient because there is no engine to compensate for energy loss of the craft and thermals although helpful are not to be relied upon for flight so students learn to be the best pilots they can be. I urge anyone that isn’t a glider pilot to get solo in at least one type because it causes you to be more in tune with the aircraft. I hope to see many more videos like this one about all different areas of aviation
Yeah from what I understand, gliders are much more sensitive to changes in wind conditions/turbulence etc, and require much more active control. As for stick and rudder coordination, that's a concept that flight simmers may not fully understand. Certainly if you don't have a bespoke rudder pedal controller to use with the sim. But yeah I see where you're coming from about learning efficiency when flying. The idea of extending flaps in a thermal is something most powered aircraft pilots may never consider but when you think about what flaps do, increase lift and drag to slow the plane down, it makes perfect sense to deploy them in a thermal to maximize left performance. I'll certainly keep making progress with videos like this. I've got plans to cover Helicopters at some point which I'm sure will uncover more fascinating discoveries :)
Doofer911 yes in terms of turbulence they are far more effected because of their low wing loading only needing a small pressure differential between wing sides to Create the needed lift so turbulence which creates a set amount of pressure differential across the wing will affect a glider more then an aircraft with a higher wing loading. And in terms of stick and rudder coordination. It’s surprising to know how many pilots do actually forget this coordination after they are solo. Bad habits can creep in such as using no rudder when turning and accepting uncoordinated turn ins and only correcting the turn when the turn is really uncoordinated or on turn in using a low rate of turn so the adverse yaw is minimal. But as you pointed out flight simmers often don’t have the need to practice these skills without large thought put into the set up. But as well as this a lot of the aircraft on flight simulators have yaw dampers which counteract this so there is no need to use much rudder when flying. But helicopters will be an interesting one because of how much coordination and muscle memory is needed to fly them well. I look forward to this
Rudder coordination in Gliders is essential; We use huge bootfulls of rudder at times compared to flying a light aircraft, due to the long wings and magnified adverse Yaw effects. There is also no propwash to help out.
A quick look at the large rudders on gliders tells you we need 'em :-)
Doofer911: Creator of some of the greatest tutorial content ever seen on the internet.
Wow that's a very kind comment! Thank you :D
Great video but do look at doing a trial lesson in a real glider to get a proper understanding, for example the Airbrake (It's not called a speedbrake like Microsoft say) is there to increase the rate of decent, it is not there to control the speed, that is done by controlling the pitch. Also make sure you use full flap for landing. The other flap settings are used for soaring flight only. FSX is rather poor for Gliding without modification. Have a look at Condor Gliding Sim if you're really interested in experiencing soaring flight for real!
A magnificent flight, without the noise of the engines. Looking forward to more of your gliding adventures...
Yeah, as I said, I like it as a much purer form of flying. Will definitely be gliding more as I learn more about it.
Fsx is missing the most important instrument in a glider. The yaw string. Make me wonder if they put any effort in making any realism in the glider part.
If you like gliding, try condor soaring.
Well you have to consider that the development team were trying to make a product which covers all aspects of aviation. Considering that they have created 3D environment that encompasses the entire planet, over 24,000, offered every type of aircraft ranging from GA to Commercial to Helicopters to Gliders, they designed missions and tutorials, they have their learning centre, they modelled instrument navigation..... I'm sorry they didn't get Gliding perfect. Maybe you would like to try designing and making a flight simulator that offers so much and get every aspect perfect?
Doofer911 Hi Doofer, I never considers any simulator to be perfect. They never vill be. At least for the consumer marked.
But for a gliderpilot the yaw string is Essential. And think it's Stranger they dind't inklude that. I rather fly without altimeter and speed indicator than without yawstring. It helps you to fly with minimum drag and helps you make cordinated turns. You can pollish wings, taping joints as much you want but it will be a waste i you dont fly cordinaded.
Every glider pilot know this and spend lots of time practising this.
Btw. Love your videos, And my comments isn't ment to be disrespecting to you in any way. Hope you make more glider videos and you join a lokal glider club.
Keep up the good woork
Nah I should apologise, my response was a bit sharp so I'm sorry.
You forgot to say that in glider, it's not just in competition that we wear parchute but at ALL flight we male (we are not alow to take of without parachute). :)
Actually the NAV instrument is a GPS display and a chronometer (it also has other functions). You set a waypoint on the GPS and it guides you.
Hello Doofer ;-) Another great video tuto but in a pure flight... Love so much this glider even if it is not perfect. I love to learn something watching your excellent videos. Thank you so much waiting for the following videos about gliding.
I can't wait to learn more about it myself!
In the real world you would be wanting to go soaring on a day when the air is unstable, as those are the days that create lift (thermals). Both you and the towplane will bounce around quite a lot (keep those shoulder straps tight or you'll shoot out the canopy!). Moreover the towplane will not fly straight out, but will turn and keep near the field when low so that if the rope breaks, you can at least do some partial downwind circuit to land normally. You will need to turn and yet keep the rope straight behind, and your nose pointed somewhat toward the outside wingtip.
Consequently, formation flying behind the towplane can sometimes result in quite a bit of stick movement and rudder-play to keep straight and level behind the towplane (unless your club uses the low tow position). This video makes it look easy to fly behind the towplane, when in fact it is very difficult.
I should add that small corrections left/right are often done with the rudder and secondary effect of rudder, sometimes more so than gross aileron adjustments. As well, banking involves well coordinated rudder movements to avoid yaw. A high performance sailplane is quite aerodynamic and will be quite content to fly somewhat sideways if you don't fly coordinated. :-)
Funnily enough, I have a voucher to go and do a Gliding Trial Flight so I'll hopefully get to experience the real thing soon! The videos I made were just gleaning information from various sources on the Internet but I'll be making a video of my experience in real life!
@@Doofer911 Here we include a Trial Flight as a reward for completing ground school, though a lot of people take lessons one season, do ground school, and solo/license the next season.
Gliding is an incredible experience. Be warned, it is very very addictive. :-) It's also one of the more affordable ways to learn to fly. Looking forward to seeing your posted video when you do it. Enjoy!
What I noticed on the free flight with the glider is that there are no upstream air currents anywhere! Is there any special setting?
the vario not energy compensated is pretty much useless. is there a way to have it so?
Please make more videos about Gliding :D.
There's a couple more tutorials coming along :)
Wow, glad you still make videos about FSX, very nice tutorial excellent quality, greetings from Portugal! :D
Yeah it's been a couple of months :/
Instructor: Stop messing with the airbrakes youre on final turn!
Always wanted to get into the hobby but i never could....
But i still became a paraglider!
I am not a real world glider pilot, however I was a pilot with a commercial pilot rating. The object inside the cockpit on the right side looks like a receptacle where the battery can be recharged.
Ah ok, I was thinking it might be the cap for the water ballast tanks.
The black thingie at 5:40 is a cap of the (optional) oxygen system. You need extra oxygen in case you fly extended periods above 3000 m (10000 ft) .
Ah gotcha, thanks for letting me know :)
Is it possible to make a glider airborne using a motor vehicle? Also is it possible to perform a "Split S" with a glider?
Is it possibile to play the glider + the tow plane in multiplayer? e.g. my friend tow plane , me glider.
If you want I can explain water ballast and negative flaps
The landing was pretty good. Normally the tailwheel hit first. The only thing is that when you make a steeper approach, where you need about half spoilers, it is much easier to control the descend.
About the variometer. It is the most important instrument in a glider, because it allows you to fuse updrafts. There are normally two or three varios in a glider, giving you slightly different information. The strange this is that at least the electronic vario is not a total energy vario. Gliding is all about energy management and one is not interested in the amount of altitude one is gaining during thermalling, but the amount of energy you are collecting. In order to be able to use the vario effectively while thermalling it has to be compensated for the influence of speed. When you pull the stick you gain height, but loses speed and are just replacing kinetic energy for potential. A compensated instrument will stay silent and the variometer indicates 0 although one is climbing. Only when you hit a thermal, it will start to beep. Then the amount of energy one has is changing. Normally first in a loss while you hit the downdraft around the thermal changing into the little beeps that is like music to the ear. (I have it as a ringtone) I hope you can add the TE function in the program.
From the way the wings are sagging before take off, it looks as if you have water ballast. Landing with water is not advised, because the plane might get damaged in case of a bit of a high stall. Ballasting the plane is beneficial because you will fly faster because of the higher wingliading. It shifts the polar of the plane to the right, which means that both the rate o descend and the glidespeed are raised. It needs more energy to lift a glider to a higher altitude, so climbing in a thermal will be slower than without water. Water also effects the rollrate and the turning rate negatively.
I look forward to the video in which you will be really gliding!
Is this payware? or is it the default fsx glider I HATE Freeware nothing but 2D panels..
Nope, this is the default glider available in FSX.
Great video (as usual), when I took gilder instruction, the instructor made a point to tell me straight away that you do not flair a glider on landing. He said power plane pilot always want to flair to a stall landing but you must fly a glider onto the ground to keep speed and inertia up, this allows you to taxi off the runway to parking and to keep aileron control as long as possible to keep the wing tips off the ground.
Sorry but that is utter bollocks teaching. Come and learn properly.
No need to be rude, this is what the instructor taught me, we did it his way and it worked fine.
My instructor says to bleed off a little bit of airspeed so then a gust of wind doesn't make me jump off of the runway. He also says to keep some airspeed to get off the runway and keeps the wingtips out of the dirt.
It's an american technique widely regarded as out of date, fully held off landings is what the rest of the world teaches. Whatever you do, never use that technique outlanding into a paddock, you will very likely hurt yourself an the glider, especially in crop.
lashamgliders it's not outlanding. My local airfield is sketchy
I'm afraid our poster got it all wrong! Which is why he cocked up! The circuit and Approach was way too far out!! He should have been at an angle of about 30 degrees to the reference point/ displaced threshold, the idea is, to keep the speed steady with elevator, 55-60 knots indicated airspeed.
The undercarriage was lowered way to late!! On Approach, it should be lowered on Downwind, landing flap selected, also on Downwind.
The amount of airbrake, should be about 2/3 deployment, then you can make finer adjustments with the airbrake, keeping the speed as constant as possible, by lowering the nose on extending the brakes, or raising the nose VERY slightly on airbrake retraction.
So, when you get to flare height, about 10 feet up, look well ahead, so you don't get ground rush, everytime it sinks with airbrake set at 2/3, gently ease back and hold it, ease back and hold it, etc!!
You should touchdown main and tail wheels together!He got the last bit right by saying coarse movement of Ailerons to keep wings level on the ground.
His method of very little airbrake, in the latter stages, makes it very very pitch unstable!!!!
I don't get why gliders are so expensive, the material cost that goes into making them is not that much.
Doofer what software do u use to edit your videos
Sony Movie Studio
Great series of instructional videos! Thanks for all your time and effort. In one of the previous videos, you mentioned that you use a Logitech 3D Pro Extreme. Did you calibrate it to suit your style of control? For example, I found that using default settings for twist/rudder control was far too sensitive. If so, I'd appreciate what you calibrated them to. Again, many thanks.
Yeah I do use that joystick and all I did was drop the sensitivity on all axis.
I love your channel! Great stuff! ;-)
Thanks for watching! :)
When I load up the DGS 808 the avionics don't work...
matias jacobsen there is an avionics button by the variometer.
@@christopherxie1634 It works now, I changed from a c172 to the DGS mid-flight
@@christopherxie1634 It wasn't just the avionics, it was also the variometer
Here in Slovenia parachutes are required at all time.
How many hours do you have in this? I tried flying it once.... for some reason you make it seem more enjoyable than I found it... But, I didn't have much of a tutorial, which doesn't help. This video is making me want to try again, so try again I shall!
Not many at all, 4 or 5 probably.
Gliding is my favorite. Once I find a good thermal there is endless fun to be had
Maybe someone mentioned it but at least in my country every glider pilot has to wear a parachute.
Very interesting D911! It's not has simple as one might think! lol
Certainly not! One of the main things is that properly coordinated flight at all times is very important.
Doofer911 as I watch your videos, I see that finding a "thermo" is very important to stay in flight. lol
Yeah that as well! haha, although there are other weather phenomenon which can provide lift. You get Ridge Lift in mountainous terrain and also Wave Lift/Wave Wind in certain conditions as well.
Great video ! What program is this ?
Thanks
This is Microsoft Flight Simulator X: Steam Edition
Very nice tutorial, will you be covering things like cumulusx in future videos?
Never heard of cumulus x to be honest
Doofer911 CumulusX is a configurable freeware program (there's also a payware version available) which generates Cumulus clouds (generates much needed lift) in FSX. Also from the same developer is WinchX which instead of being towed up by an aircraft, you can be winched instead.
how do you do a winch launch?
a mod
@@yolly1988 you think I figured it out by now? 1 year later
@@martinsaviationlife2690 always the possibility
i thought that the best glide speed was 80kts
no way on the same day this was uploaded i went to a gliderclub lol
haha, what a coincidence!
Speed in knots? Dafuq normally in kmh
Depends on the manufacturer.
Depends actually on the country the glider is registered.
Can't takeoff from any airport, for free flight.
Hey!
PMDG 737?
What about it?
DG stands for Glaser Dirk
Ah cool, thanks for letting me know!
It's a control column... not a control stick
Same difference?
Airbrakes