Plane crash Caernarfon
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Originally Posted by flybymike
Donkey more likely to go sulky with constant high approaches.
A low powered (50-55%) circuit, followed by a final glide at the correct speed isn't going to shock cool anything.
Before someone throws it into the mix ...
I am talking about boxer engines here - I fully appreciate that there are some extra considerations when flying behind a round engine.
OC619
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I fly gliders and I find the average power circuit very scary
No doubt you're going to tell me that glider pilots are all sky gods who don't screw up approaches ... in which case gliding definitely isn't for the likes of me!
I think that you're missing the point Gertrude.
The constant aspect glider circuit, which is pretty much also the same as is flown by the military in most countries, does make it much easier both to space different speed traffic, and to make the runway if the engine stops at most parts of the circuit. It is also much easier to accurately control the touchdown point, particularly where you are flying an approach and landing without power (which isn't a bad practice powered in an SE, but obviously essential in a glider).
When I'm not sharing it with anybody else, I fly CA circuits in powered aeroplanes as well. I wouldn't go so far as to say that powered circuits frighten me, but I don't like them and won't fly them when there's a choice.
G
The constant aspect glider circuit, which is pretty much also the same as is flown by the military in most countries, does make it much easier both to space different speed traffic, and to make the runway if the engine stops at most parts of the circuit. It is also much easier to accurately control the touchdown point, particularly where you are flying an approach and landing without power (which isn't a bad practice powered in an SE, but obviously essential in a glider).
When I'm not sharing it with anybody else, I fly CA circuits in powered aeroplanes as well. I wouldn't go so far as to say that powered circuits frighten me, but I don't like them and won't fly them when there's a choice.
G
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And don't forget that glider approaches are flown with the airbrakes out. If you find yourself undershooting, just close the brakes to regain the desired glideslope. No go-around capability, but given the short field performance and slow landing speed of gliders it's enough to ensure a safe arrival.
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And don't forget that glider approaches are flown with the airbrakes out. If you find yourself undershooting, just close the brakes to regain the desired glideslope. No go-around capability, but given the short field performance and slow landing speed of gliders it's enough to ensure a safe arrival.
Sort of. Once one has turned off base leg onto finals then the come out but only once one has flown into the 'cone' around the 1/2 to 2/3 airbrake setting. But absolutely, reference point creeping up the canopy requires the airbrakes to be shut, and seeing it creep down the canopy means open them some more and/or sideslip.
If you want to fly an ILS in a single you fly the ILS. That doesn't mean you have to fly all approaches as if they were an ILS. I for one prefer a steeper approach. Pilot's choice.
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It's "pilot's choice" in the same way it's "pilot's choice" to land a spammy on the mains with the nose wheel held off.... Or not!
In other words, it's pilot choice to do it correctly or not!
In other words, it's pilot choice to do it correctly or not!
But absolutely, reference point creeping up the canopy requires the airbrakes to be shut, and seeing it creep down the canopy means open them some more and/or sideslip.
I always taught power pilots, when teaching them to fly gliders, to handle the air-brake lever in the same way and same sense as a throttle, with the all-important proviso that once it is all the way forward, you will still be descending!
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Piper Classic - disagree re 3 degrees (unless instrument approach or special conditions), disagree about landing nosewheel first - that's not 'pilot choice' it's a BIG non-no (I hope you know why?) and not what I said at all (I said 'not held off' - i.e. 3-point landing). Thank you.
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The 3 degree approach advocates.
So flying visually in to a grass strip or a runway with no instrument approach or visual approach aids Papi, Vasi, no fancy GPS in other words using only the Mk 1 eyeball, how are you determining that you are maintaining a 3 degree approach ? now add obstacle's, sloping grass runways etc.
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So flying visually in to a grass strip or a runway with no instrument approach or visual approach aids Papi, Vasi, no fancy GPS in other words using only the Mk 1 eyeball, how are you determining that you are maintaining a 3 degree approach ?
Ssd, read what I wrote please. I am in violent agreement with you about flat landings.
And actually also about three degree approaches, but they ARE appropriate when flying an instrument approach.
And actually also about three degree approaches, but they ARE appropriate when flying an instrument approach.
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And actually also about three degree approaches, but they ARE appropriate when flying an instrument approach.
I appreciate that keeping above the glideslope is good practice for a visual approach in VMC in a single, in IMC under instrument conditions - NO.
But that's obvious - and why it's good to fly a twin!!!
