Energy management

On Feb 13, 1:07 pm, "Tuno" wrote:
Ian,

That's the question I posed in an earlier thread, and the answer (from
Andy) is that pilots consider it safer to bank a little extra altitude
in that last thermal before starting final glide, rather than risk
starting a final glide that's marginal, and then hitting sink, and
then finding nothing (or something very weak). This makes more sense
if you consider that thermals tend to be both stronger and farther
apart late in the day. In short it's just a risk management exercise.

I've read about some top pilots who believe in starting final glide
early (i.e., before having it), and "bumping" home, but this tactic
doesn't seem to have much of a following among the pilots I fly with.

Unlike how to cross a finish line as part of a landing pattern, the
topic of final glides has quite a bit of coverage in racing reference
materials...

~ted/2NO

To add a bit to Tuno's reply, it also depends a bit on the terrain
surrounding the finish. If there are miles of open fields surrounding
the finish, then one can (and really should) cut his final glide a bit
closer to the optimum. OTOH, at places like Turf, where the last 10
miles are totally unlandable tiger country, you better have enough
energy banked to make the finish no matter what!

Then, you need to get rid of that reserve of energy - speeding up gets
back a few of those seconds "wasted" climbing above the ideal final
glide height.

Which probably explains all those high speed finishes at Turf, eh,
Tuno? Works for me...

IMO, that's where one of the subtle traps of the "500ft at 1 mile"
finish creeps in. With all that pad, one is really tempted (and for
good racing reasons) to cut his glide real close. Then, when you get
to the line a bit too low to make it, you now have to decide if you
are going to try to pull up over it or take the penalty of a rolling
finish. Not an insurmountable decision, but it comes at the end of a
long day, you are tired, dehydrated, etc (does that sound familiar).

Bottom line - pilot in command is responsible for the safe conclusion
of the flight. Period. No excuses.

Kirk
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