Lordy! I REALLY liked your speed and yaw control. The lower the thermaling - the higher the speed and the easier on the inside rudder. I actually lift my foot off the "ground side" rudder some below 1000' AGL. That pitch (speed) and yaw control was seriously impressive. The deep sigh of relaxing flight continuing at 4:45 - I've done that one several times lately lol
Nice save and smiled when you delayed pulling your gear up. I got down to 900' on my Silver XC. gear down over a very nice field and climbed in a half knot for 20 mins until the thermal widened. Nice video.
Done the same , but it can go the other way very rapidly and catch some people out ,then end up trying to put a half decent landing together in a rush ,which might not be too good for some pilots.
Well done mate ! Could you have turned even tighter ? It seemed to me as if you might have centered it "down below" a bit better with even tighter circles - but then again, I have no idea how tightly a glider can turn before it gets too steep. One of the few advantages of a hang/paraglider compared to a sail plane: we can turn on a dime (by comparison). Happy landings !
Maybe I could, maybe I couldn't.. Hard to say after two years ;-) But for sure that is how I felt that with my "buttsense" at that time. Also the fisheye camera effect distors the idea of angle of bank (AoB). But when you look at it thoroughly you'll see that the AoB was about 45deg and for weaker climbs like this I wouldn't use much higher AoB.
@Honza Ratz I forgot about the fisheye lens effect - you're absolutely right. I have a scene in truly rowdy air in the Soča valley, where my wing gets bent beyond belief (I remember seeing the underside of my left wing in front of/ underneath me) and in the video (Insta360 R2) it looks "tame" from any angle... so yeah 😅
I wouldnt say extremely.. It's too strong expression I think. It's just unevitable part of this sport and if you follow a couple of basic priciples you can reduce the risk quite a lot. I mean like speed than speed and also the speed. Than to have the field in sight and reach and have always plan B for the case the lift suddenly disappears.... Much more dangerous is the situation when this is combined with strong wind and/or turbulence.. Once I saved myself from low (not that low) in windy conditions and wind was drifting me away from the field, but fortunately there was always possibility to reevaluate the outlanding option quite comfortably...
@@glideraviator If you can't center the thermal , after a 360 you could be at 50-70 m of the ground and your turn on final could be at 20m above the ground .
It is hard to reply with short answer actually. But basically a lot of things to observe are there. Most importantly I try to scan the field I plan to land for surface condition, wind, acces routes obstacles and many other parameters. I also search fot the hints of better lift (birds, loose debris, smoke and many ohters etc.) and also I look for other possible traffic.
@@glideraviator Thanks for the reply - Yes watching my videos back I find myself doing the same but definitely more and more under high workload (like when low, or close to airspace) and can pick similarities to what you've said but also not necessarily in the same order. When low for sure, definitely keeping the field in view and using that time to assess if it's the best choice, but then also very conscious of traffic especially if everyone is struggling on a group task... As a turning glider is like a magnet in those conditions of course :). I had never thought about the additional clues for better lift except birds, who have saved me more than I care to count. Thankyou!
If I could give the short answer, you're taught from the beginning to always look into the turn, because that is where you are going to be soon. You can't assume you're in that airspace alone, even though you almost certainly are. I was once on a student solo flight, almost directly over the airport in a Schweizer 2-33, surfing around for a bit more lift, I was at about 2,300 feet when I saw something strange in the distance, but there was actually pretty low visibility. It looked like a smokestack sticking up out of the low haze. I was surprised that I could see the steel plant at all from that distance, but something didn't seem right, it was getting easier to see, suddenly I spotted a fuselage below it and two windscreens, bracketed by two engines and wings connecting them. I yanked the stick hard right and back (against training which says gliders should dive down and right), and did a wingover. Fortunately I had plenty of speed when I made that decision because he was ascending toward me from directly front and below. Looking down the side of the left of the glider, I could see into the cockpit as the pilot was looking down at papers that I assume was a map (this was in 1987 I believe, maybe 1988). I could hear the beautiful hum of his twin engines as the sexy blue and white Cessna 310 screamed by below me. I completed the wingover and watched him fly away with no deviation of course, he clearly never saw me and it would certainly have been a collision if I did not make that move. He should not have been in that airspace flying directly over a glider flight training airport designated clearly on the sectional. He should also probably have seen me in a 50 foot wingspan training glider silhouetted against a bright sky, before I saw him, but the visibility was really not much over a mile, and he was clipping along very quickly. I shouldn't have assumed that I was in that airspace alone, and he certainly shouldn't have. I'm glad my instructor always insisted we look into the direction we were about to go. I hope this short answer wasn't too long, I might have gotten carried away.
@Richard Duerr Pretty self describing story... nice to hear espetially with happy ending. I would say that with the gliders we always fly in areas where SEE and AVOID principles are to be valid for every user of airspace. Even IFR flights are not liberated from obligation to look outside to prevent colisions. But still it is impossible to prevent those close calls and collisions completely. Only thing every pilot can do against it is just simply to look outside as much as possible. But as I indicated above from glider pilot point of view there are a lot of stuff to see outside you can profit from beside deconfliction. Maybe a good inspiration for a future video topic ;-)
@@glideraviator Yeah, my instructor was a flying farmer. That's a real thing, 'The Flying Farmers of America'. The county airport was also his farm, he raised soybeans mostly between and around the runways in Ohio. He advised to keep a sharp eye out for circling buzzards (Ohio has lots of them) or even leaves from corn fields rising into the air when seeking lift. He was a great and supremely patient and calm instructor.
... při tomhle letu jsem byl později takhle nízko ještě podruhé.. Ale tam pak rovnou bez přemlouvání zabral pěknej 1,5m.. To už zas tak napínavý nebylo...
Lordy! I REALLY liked your speed and yaw control. The lower the thermaling - the higher the speed and the easier on the inside rudder. I actually lift my foot off the "ground side" rudder some below 1000' AGL. That pitch (speed) and yaw control was seriously impressive.
The deep sigh of relaxing flight continuing at 4:45 - I've done that one several times lately lol
Thanks... I think I'm not even realizing that I'm doing those stuff you've mentioned..lol
Nice save and smiled when you delayed pulling your gear up. I got down to 900' on my Silver XC. gear down over a very nice field and climbed in a half knot for 20 mins until the thermal widened. Nice video.
It is funny how often you must be able to swich between hurry and the patience in your head while gliding. Sometimes its very challenging to do so...
Very cool! I was also on the edge of my seat with your climb. Thank you for sharing. :)
Glad you enjoyed it!
Highly concentrated. Do not miss a single lift 👍
Done the same , but it can go the other way very rapidly and catch some people out ,then end up trying to put a half decent landing together in a rush ,which might not be too good for some pilots.
Yeah... High recent flying experience is recomended for sure before doing this stuff... Going for the competitions is pretty good exercise I'd say...
Well done mate ! Could you have turned even tighter ? It seemed to me as if you might have centered it "down below" a bit better with even tighter circles - but then again, I have no idea how tightly a glider can turn before it gets too steep. One of the few advantages of a hang/paraglider compared to a sail plane: we can turn on a dime (by comparison). Happy landings !
Maybe I could, maybe I couldn't.. Hard to say after two years ;-) But for sure that is how I felt that with my "buttsense" at that time. Also the fisheye camera effect distors the idea of angle of bank (AoB). But when you look at it thoroughly you'll see that the AoB was about 45deg and for weaker climbs like this I wouldn't use much higher AoB.
@Honza Ratz I forgot about the fisheye lens effect - you're absolutely right. I have a scene in truly rowdy air in the Soča valley, where my wing gets bent beyond belief (I remember seeing the underside of my left wing in front of/ underneath me) and in the video (Insta360 R2) it looks "tame" from any angle... so yeah 😅
Excellent! Way to dig out!
Nicely done but extremely dangerous but I have done the same on a sigle flight, I lowered my gear three times .
I wouldnt say extremely.. It's too strong expression I think. It's just unevitable part of this sport and if you follow a couple of basic priciples you can reduce the risk quite a lot. I mean like speed than speed and also the speed. Than to have the field in sight and reach and have always plan B for the case the lift suddenly disappears.... Much more dangerous is the situation when this is combined with strong wind and/or turbulence.. Once I saved myself from low (not that low) in windy conditions and wind was drifting me away from the field, but fortunately there was always possibility to reevaluate the outlanding option quite comfortably...
@@glideraviator If you can't center the thermal , after a 360 you could be at 50-70 m of the ground and your turn on final could be at 20m above the ground .
As I said... Plan B... always...
I am sure all glider pilots have a story about being low and just saving it from finding one little bump of lift. Nice save.
That's right... I had many of them but only this one caught on camera..:)
Lown'hope...
Bravo!
Nice. Did you reach your destination later?
Yes.. I did... Not an easy day back then. www.cpska.cz/public/index3.php?lpg=zobraz_let&let_id=127717
Nice save - How comes so much looking into the turn though?
It is hard to reply with short answer actually. But basically a lot of things to observe are there. Most importantly I try to scan the field I plan to land for surface condition, wind, acces routes obstacles and many other parameters. I also search fot the hints of better lift (birds, loose debris, smoke and many ohters etc.) and also I look for other possible traffic.
@@glideraviator Thanks for the reply - Yes watching my videos back I find myself doing the same but definitely more and more under high workload (like when low, or close to airspace) and can pick similarities to what you've said but also not necessarily in the same order. When low for sure, definitely keeping the field in view and using that time to assess if it's the best choice, but then also very conscious of traffic especially if everyone is struggling on a group task... As a turning glider is like a magnet in those conditions of course :). I had never thought about the additional clues for better lift except birds, who have saved me more than I care to count. Thankyou!
If I could give the short answer, you're taught from the beginning to always look into the turn, because that is where you are going to be soon. You can't assume you're in that airspace alone, even though you almost certainly are. I was once on a student solo flight, almost directly over the airport in a Schweizer 2-33, surfing around for a bit more lift, I was at about 2,300 feet when I saw something strange in the distance, but there was actually pretty low visibility. It looked like a smokestack sticking up out of the low haze. I was surprised that I could see the steel plant at all from that distance, but something didn't seem right, it was getting easier to see, suddenly I spotted a fuselage below it and two windscreens, bracketed by two engines and wings connecting them. I yanked the stick hard right and back (against training which says gliders should dive down and right), and did a wingover. Fortunately I had plenty of speed when I made that decision because he was ascending toward me from directly front and below. Looking down the side of the left of the glider, I could see into the cockpit as the pilot was looking down at papers that I assume was a map (this was in 1987 I believe, maybe 1988). I could hear the beautiful hum of his twin engines as the sexy blue and white Cessna 310 screamed by below me. I completed the wingover and watched him fly away with no deviation of course, he clearly never saw me and it would certainly have been a collision if I did not make that move. He should not have been in that airspace flying directly over a glider flight training airport designated clearly on the sectional. He should also probably have seen me in a 50 foot wingspan training glider silhouetted against a bright sky, before I saw him, but the visibility was really not much over a mile, and he was clipping along very quickly. I shouldn't have assumed that I was in that airspace alone, and he certainly shouldn't have. I'm glad my instructor always insisted we look into the direction we were about to go. I hope this short answer wasn't too long, I might have gotten carried away.
@Richard Duerr Pretty self describing story... nice to hear espetially with happy ending. I would say that with the gliders we always fly in areas where SEE and AVOID principles are to be valid for every user of airspace. Even IFR flights are not liberated from obligation to look outside to prevent colisions. But still it is impossible to prevent those close calls and collisions completely. Only thing every pilot can do against it is just simply to look outside as much as possible.
But as I indicated above from glider pilot point of view there are a lot of stuff to see outside you can profit from beside deconfliction. Maybe a good inspiration for a future video topic ;-)
@@glideraviator Yeah, my instructor was a flying farmer. That's a real thing, 'The Flying Farmers of America'. The county airport was also his farm, he raised soybeans mostly between and around the runways in Ohio. He advised to keep a sharp eye out for circling buzzards (Ohio has lots of them) or even leaves from corn fields rising into the air when seeking lift. He was a great and supremely patient and calm instructor.
looks like a good low safe. but I would say your look out wasn't as good as the safe.
Prej kecáš, celou dobu jsem si myslel, že je to zahraniční video, ale pak ses odkopal :D
😂
well, you gonna have to land eventually, to take a leak or something. lol
Yeah... "or something" might be a problem... lol
Vário furt v kladným, ale výškoměru se moc nechtělo. Tomu říkám boj o každej metr.
... při tomhle letu jsem byl později takhle nízko ještě podruhé.. Ale tam pak rovnou bez přemlouvání zabral pěknej 1,5m.. To už zas tak napínavý nebylo...
Byl to boj 😁 zachraňoval jsem se z 450m s Astirem a modlil jsem se za každý pipnuti stoupáku 😉, ze 150m si to neumím představit 🤣
Jeden kolega z aeroklubu rád s nadsázkou vtipkoval, že nejmenší možná výska pro ustředění stoupáku se rovná polovině rozpětí😂😂
@@glideraviator 🤣 veselý pilot
`like the way you took of bank on sound i second and turn best way work low down small bites glider wont bite
This is how people die ..
🙄🤦