"Mike Muncey" wrote in message
...
A 180 can only be safely done above 200 ft with good energy--just like a
rope-break. Even then, doing a 180 after over-shooting final is a good
way
to stall/spin.

Why?
Provided a well banked turn is used and appropriate speed (and 60knts is on
the low side) given the prevailing wind conditions It is perfectly valid
manouver even below 200ft. There are plenty of winch sites in the UK where
in calm conditions this is a recognised recovery from cable breaks
especially where landing straight ahead is not an option. In any sort of
wind a 180 is asking for trouble as you will be landing downwind but a 270
to land cross wind may be valid or even a 360. S Turns are no longer taught
in the UK on the basis that it will rarely help your position with regard to
the remaining landing length and loses more height than a 360. (Each S turn
is effectively a min of 180 and normally 360 + increased drag from the 3
changes in direction) In addition a 360 should increase your landing room
provided it is not calm as the wind will sweep you back down the runway at
the very least you will not be any worse off. The big problem with turns
executed near ground is the tendency to haul back due to ground proximity,
over ruddering to try and get round quicker and the mistaken psycological
belief that a shallow turn is better. It is remarkable how little height a
modern glider loses in a 360 provided it is flown acurately. In the UK great
emphasis is given to low accurate flying before you go solo at a winch site.
My last Aero cable break was 150ft over the end of the runway in calm
conditions and in that scenario a 180 was the right thing to do. That said
the only time you should be executing these sort of manouvers (Low turns)
is off a break or other emergency.
However IMHO the biggest cause of landings going wrong is too short a final
appoach or low circuit leading to the pilot cramping the final leg giving
the pilot a higher workload and less time to realise that things are going
to pot. A high longer final approach is inherently safer as the pilot has
minutes rather than seconds to recognise an over/undershoot and has more
alternatives to correct his/her mistake. Obviously wind sheer, thermals and
turbulance can cause difficulties but if the approach starts off right with
half brakes then you have a reasonable amount of leeway either way in most
gliders. How many of us manage finals on 1/2 brakes as opposed to full every
time? Next time you approach flare with full brakes ask yourself what would
happen if you had hit extra lift and why you had full brakes.
Remember it is rarely the final action that is the real killer but the
events that got you in that position to start with.
Stay Safe Fly High

Stephen