Most DANGEROUS turn in gliding...
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- เผยแพร่เมื่อ 15 ก.ค. 2024
- The last turn into final is one of the most critical turn in gliding and in general aviation, potentially ending in a stall or spin close to the ground with no height for a sucessful recovery.
In this video you learn about the graveyard turn or over-ruddered turn (skid) a maneuver responsible for many fatal accidents (approx. 80%) but often underrepresented in gliding training.
But these stalls don't happen only just before landing. It is quite probably that during thermaling a stall and spin might occur quite quickly.
Witness in this cockpitview how a glider stalls in a turn and how it can be recovered with a standard emergency procedure.
Welcome on board and enjoy!
If you like to go deeper into the physics of the graveyard-turn check out these links:
• Deadly Turn - Base Leg...
• Avoid the 'graveyard t...
/ 1062470980890346
• SSF 8 - Stall/Spin Bas...
• SSF 11 - Low Altitude ...
Please note:
I am a learning glider pilot, sharing with you my experiences and the magic of soaring, including my mistakes and goodtakes, aiming to make this sport better and safer together. Please do no try this at home!
Flight: www.weglide.org/flight/423000
Date: 24.6.2024
Airfield: DASSU Unterwössen @deutschealpensegelflugschu7668
Pilot: Christoph Wieland Blaas
Glider: LS4
Music: Brussels Tape - Keep (artlist.io)
Camera: Insta360 One X2 : amzn.to/3NJ4CJp
Phone/camera holder: amzn.to/3TR5srL
#aviation #stall #spin #recovery #safety #cockpitview #alps #dassu #adventure #alps #segelfliegen #soaring #emergency #training #explained #segelfliegen - กีฬา
Thank you for bringing up this topic. As an instructor I would like to add a part of the recovery procedure, which is often forgotten but vital: after rudder correction to stop the turning: rudder neutral. If not, you'd spin the glider in the opposite direction, which, close to the ground, is impossible to recover.
Thanks for adding this essential part here. That brings detail and value into the comments!
our instructor warned us against over ruddering (pedaling):
"This is not a bicycle!! Do not pedal!"
This video topic is *no joke.* In my early days of gliding I lost a lady-colleague of about the same age who stalled in the final turn at an outlanding. I was shocked when this happened, but the natural reaction when getting too low is to pull on the stick - which of course when you stall, only makes you go down faster.
I mentally prepare for each final turn, and I put the trim way forward in preparation: This _gives me a good force feedback_ on the stick - and in case I get disctracted for whatever reason ( *traffic on final, distracting Radio call, runway suddenly not free* ) the speed will go *up* rather than *down.*
I am very sorry for this experience to loose a colleague. Thank you for sharing, reminding the risks and give an insight how to handle with sudden reflexes. I just hope that this video abd and these comments help to increase awareness of these overruddered turns…
I had a spin training last year and I'm so glad I did it. Should be mandatory for every flight student to experience that and to train how to get out of it, just like a rope break training for winch launches.
...absolutely, the same experience you had, motivated me to make this video...I hope it helps to spread that stall training in a turn really improves safety a lot...
It is mandatory in the UK under the BGA curriculum. A number of clubs fly with the ASK21 that really does not spin very well... Until the addition of a manufacturer approved mod; the spin kit. Weights are fitted to the tail and a table of cockpit weights is generated by Schleicher. It works very well, but does limit the combined weight of pilots
It is, I remember being scared of it as a youngling the night before, but with the first rotation it converted to pure fun.
It IS mandatory training! Those most caught out are the long term flyers. Those who SHOULD know but forget the basics, training shouldn't stop at all. Predominantly the old guard fall foul of that mantra, you see it happening time and again. The pilots with their own plane, just not enough time to fly regularly. Those with busy jobs, see as a nice hobby, the time to switch off from day-to-day grind.
That is why it happens, not the professionals or those in a club environment.
@@nubinkit’s mandatory in New Zealand, including as part of the biennial flight review.
You are so very very good at this , it's amazing to watch your videos and see a true glider expert in action. Hard to even imagine taking one of these things up not knowing all you do, but that's probably a tall order for glider pilots as you are just amazing.
Thanks so much for your kind feedback. But I really have good news that entering into flying a glider is not that difficult as it seems, because there are many clubs and schools who made it easy to try and start flying gliders. I am happy to provide advice if your are interested in flying...
This has been the inspiration for looking into acoustic angle of attack indicators.
It would be wonderful to have such a device...I will be your first costumer for sure!
Thanks for the video and the reminder to all fellow glider pilots about the danger of turning into finall approach to slowly. LET"S FLY SAFE PEOPLE.
Thanks for feedback and support that this safety issue is spread.
As a non-glider pilot, this is a very good video and totally applicable to powered planes too (except the thermal part, of course)
thanks for your feedback. happy that it may help not only glider pilots.
I had the opportunity to have a former fighter instructor from the French Air Force as my glider instructor. He confirmed what you mentioned: typical spin training doesn't accurately represent how spins happen in real life. The only spin training I received was during turns… which is quite intimidating. I learned the hard way but became much calmer in similar situations while flying solo, and I was able to avoid entering a fully developed spin (in turns )by recognizing the cues early in the process.
Thanks for your comment. It seems that everyone is aware of this topic in gliding, but it is not generally represented everywhere in gilding training. I hope this video helps to adress this issue. Great that you had the opportunity to learn from a real pro! That is value.
That’s wonderful video! So exciting!😎
Thanks again for your great instructive work herw 🙂👌
Thanks for your kind feedback again. I hope it helps to spread awareness of this topic...
I usually add 10knots + half windspeed, on the turn onto finals.
Thanks for your comment. Yes that is defenitely a good way to avoid stalls...
It's not a big deal when you've got a thousand feet under you, but on that final turn with only a couple or three hundred feet under you, well, you just made your last turn.
so true, i hope this video can help as a reminder to keep this thought in mind and even better to train a stall in a turn…thanks for you comment 😀
As a not glider pilot (I'm a pro paragliding pilot), always wondered why it wouldn't be a plus to have airspeed indicators on both wingtips? Slow turns, with such epic wingspans means that inside wingtip is probably often flirting with a stall. An audio warning (different for left/right) might be nice? ❤
Thank you so mcuh for your comment. Yes, I guess the first one who will provde such devices will receive a lot of appreciation from glider pilots and glider schools. And yes, the inside wingtip is always the one more close to stall. In thermals I like to fly the glider very very slightly in a slip. It feels more safely exactly because of what you mentioned before and an additional effect is that the glider feels much more stable in a turn.
Hallo Christoph,
Ich würde dir dazu gerne persönlich etwas antworten. Geht das irgendwie? (Bin selbst Segelflieger)
Liebe Grüße
@@wolfhelm.-mq3rn Gerne! mail ät christophwieland.com
helpful but you can stall at any airspeed, so it won't ever be an indicator of being in a safe envelope.
Isn't this mandatory before you go for your first solo?
At least I did. It was quite instructive/informative and also alot of fun
You are absolutely correct, it is mandatory to do stall training before solo. I did it too. But I never had specific stall training in a steep turn...and that felt clearly different and in my opinion more 'realistic' to possible scenarios while gliding...
Is this not part of training normally? In the UK, I must have been asked to do this maybe 10 times already, and I still dont have a bronze! (All but one demo successful BTW!) but in my club, you do it again and again before solo, and then on day checks you do it if you've got the height. Another point: this is why we fly a downwind circuit when we can. As you turn final, the wind tends to tighten you up, so you if anything you use outside rudder to stay aligned with the runway. If you fly an upwind circuit, then if you don't compensate in advance, the wind pushes you downwind of the runway line, and your instinct (which must be fought!) is you need inside rudder to remain on the line of the runway. And down you go, too low to recover. A few days ago my instructor casually suggested I fly an upwind circuit, and after admitted the purpose was to watch me for any over ruddering on final.
Thanks for video, first of all!
Why do you think that, after "neutral elevator", you need "rudder against the spin direction"? I thought better to accommodate the stall to have greater speed and exit the stall itself?
thanks for your comment…i hope i did understand your question correctly …if the glider just stalls it is often enough to just release/gently push the stick to gain speed…if the glider is stalled and entering the spin the rudder against the spin direction helps to stop the spin…
@@flyneur right.
If you gain speed, it's enough imho
Stop using aileron near stall!
Aileron has to go to neutral for stall recovery.
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Generally in a very slow turn to, say, the left - while turning your stick tends to be right of centre. The common mistake is when you are stalling, your left wing starts to drop a little more and you try to pick it up by turning the stick more to the right.... You say, "Stop using aileron near stall", well it's not done on purpose, but airleron position is very much part of spin recovery.
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2 things tend to occur:
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1. Incipient stall - to get yourself out of the incipient you need to catch it ie: stick forward and to the left of centre, left rudder, then pump it back - hard right rudder and enough right stick to flatten the glider but a little forward on the stick to pick up speed and not stall again.
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2. Full spin (as occurred in the video)- stick to centre (ie: flatten the ailerons), hard right rudder, pull back on the stick (as you are flying down with a lot of speed), LOOK UP!! to see what you may be flying into (very important if you were among a gaggle of gliders).
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Be sure to check your glider's handbook to see the exact procedure for the full spin recovery as there some differences between gliders. Reading and understanding the handbook is a flying requirement.
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The danger of the turn into final should not be underrated as stated in the video - it is true that too many accidents have occurred during this moment. You are too close to the ground for a recovery.
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This is a well made and good reminder video.
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Let's fly safe people!!!
@@markplain2555He said so twice. So what?
Hold on, aileron is not used in spin recovery!!
He just said so.