Fatal crash Arizona
At 15:46 11 May 2014, Bill D wrote:
On Sunday, May 11, 2014 5:01:08 AM UTC-6, Chris Rollings wrote:
At 11:24 10 May 2014, Jim White wrote:
At 07:20 10 May 2014, Chris Rollings wrote:
All completely correct but there is one even bigger problem, most
pilots
when making a low level turn off a launch failure or to modify a
circuit/pattern that has got too low, tend to be looking for/at the
place
they intend to land with little or no attention to spare for the ASI,
attitude or slip/skid indicator, that's why these events are so
productive
of stall/spin accidents. Training needs to emphasise, GLANCE AT THE
ASI
EVERY 2 - 3 SECONDS IN THESE CIRCUMSTANCES. Attitude is un
unreliable
indicator very near the ground, even the smallest undulations in the
terrain can give a false impression and just being low can make the
attitude look more nose down than it is.
Surely best practice is simply to keep the speed on until you have got
it
all sorted. Certainly in modern slippery gliders. Too much speed is
much
safer than too little and costs very little in height through a turn.
Isn't this what you taught us Chris?
Certainly a bit faster than optimum costs very little but you still
need
to
GLANCE AT THE ASI
EVERY 2 - 3 SECONDS IN THESE CIRCUMSTANCES to check what speed you
are
doing.
Being constantly aware of one's airspeed is nothing more than basic
airmanship. Why and where would this not be the case?
Maybe when you are distracted having been surprised by a launch failure.
It happens, it happened on a check ride I did 2 weeks ago with a pilot who
had not flown for a while. That is why a procedure needs to be formulated
for a moderate level of skill and currency. An experience pilot, current
and on top of his game probably does not need a procedure, he is capable of
formulating and executing his own, he knows his own limitations and the
limitations of his aircraft.
Solly made it up as he went along, procedure dictated that he found a
runway.
The key is knowing what you are going to do before the worst happens.
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