Spin

"Mark James Boyd" wrote in message
news:40252327$1@darkstar...

I actually really also liked the discussion about how longer
towropes allow an abort where the glider doesn't ram into the
back of the tug, too...

A longer rope will just move the tug further down the runway where he has
even less room. I'm pretty comfortable with 250 foot ropes. A tuggie
always has the right to abort a takeoff roll any time being on the ground
will be preferable to being in the air. What I would like is a review of
the runway abort procedures. As far as I know, the following is not in the
"How to be a Tuggie" comic book.

The first step is for the tug to release the rope - that gives the glider
pilot the unmistakable sign that this is an abort. Just as in the air, the
tug must turn left and the glider right. There may be room to leave the
runway completely or just move as far to the edge as safety allows. If
there are runway lights, there may be clearance for the tug wing to pass
over them - use all the room available. The tug should try to maintain
speed and not brake until reaching the departure end of the runway or when
it's clear that a collision is not possible.

Again, you see why I like winch launch.

Bill Daniels

On 7 Feb 2004 09:40:55 -0700, (Mark James Boyd)
wrote:

Yep. So add in a calculation for time to airspeed. And add in
a calculation for ground distance to airspeed. If one detects
that the acceleration and airspeed aren't coming up at that point,
abort the takeoff (presumably that point is calculated to be
the point of safe abort).

Add a little data about brake authority (wet runway, maximum wheel
brake temperatures depending on OAT), wind conditions, flap setting
(affects acceleration due to drag), and you get the complex scheme
that is being used today.

FYI: In the early days of jet aviation the pilots of the B-47 bomber
indeed used a stop watch. If a certain speed was not achieved after a
certain time, the takeoff was aborted.

Bye
Andreas

In article , Janos Bauer
writes:

What are the standards altitudes for such incident? Here are the list
I learnt: 50 straight landing, 50&100 one 180 degree turn, 180 two
turns or small circle. Of course in strong wind I would increase these
values.


Best rules, and those now taught in the UK are, if you can land safely ahead,
then you should do so.

Heights are not a good guide as they can mislead you into all sorts of trouble.
The higher the wind, the greater the land ahead opportunities up to heights
well above those where it is clearly safe to do a reasonably normal short
circuit. The tricky situation on a short run is a hot, nil wind day when the
margin between landing ahead and adequate height for a short circuit is very
narrow.

However, the GOLDEN RULE is first fly the aeroplane. i.e if both options are
marginal, recover from nose high and get into stable flight at correct speed,
then assess your options. there is usually ample time.

Barney
UK