Adding an airplane rating to private pilot glider

On Apr 7, 6:33*am, "Vaughn Simon"
wrote:
*Keep in your mind that landings in the pattern suddenly
become optional, a go-around is a whole new possibility to fit into your
decision making process.
* Your instructor will not be amused by your first attempts at stall recovery.
He will insist that you use power, and you will wonder why.
Vaughn


Vaughn you raised 2 good points.
As for the go around, and as a glider pilot that added power..... And
with the disclaimer that I am just a normal pilot, no amazing skill
set that the next glider pilot doesn't have....

I have to say that I don't get this whole Go Around thing. Other than
in my initial lessons with the power instructor I have never been in a
pattern that I had to do a go around for. If you enter the pattern at
the correct height and speed, you should have no reason to do a go
around.

I wonder out loud if teaching power pilots they have that option
creates more problems than if they were taught to land the plane the
first time around like "We" are.

Doug

On Apr 7, 2:24 pm, "
wrote:
On Apr 7, 6:33 am, "Vaughn Simon"
wrote:
Keep in your mind that landings in the pattern suddenly

become optional, a go-around is a whole new possibility to fit into your
decision making process.
Your instructor will not be amused by your first attempts at stall recovery.
He will insist that you use power, and you will wonder why.
Vaughn

Vaughn you raised 2 good points.
As for the go around, and as a glider pilot that added power..... And
with the disclaimer that I am just a normal pilot, no amazing skill
set that the next glider pilot doesn't have....

I have to say that I don't get this whole Go Around thing. Other than
in my initial lessons with the power instructor I have never been in a
pattern that I had to do a go around for. If you enter the pattern at
the correct height and speed, you should have no reason to do a go
around.

I wonder out loud if teaching power pilots they have that option
creates more problems than if they were taught to land the plane the
first time around like "We" are.

Doug

the go around is more often used for those times when someone or
something decides to make use of the runway during the time you were
going to land on it. like, when a glider pulls out to stage for
takeoff.

On Apr 7, 3:28*pm, wrote:
the go around is more often used for those times when someone or
something decides to make use of the runway during the time you were
going to land on it. *like, when a glider pulls out to stage for
takeoff.

You must fly at an airport with amazing power pilots! I get to see
about 3 or so go arounds each weekend.

Doug

On Apr 7, 3:01 pm, "
wrote:
On Apr 7, 3:28 pm, wrote:

the go around is more often used for those times when someone or
something decides to make use of the runway during the time you were
going to land on it. like, when a glider pulls out to stage for
takeoff.

You must fly at an airport with amazing power pilots! I get to see
about 3 or so go arounds each weekend.

Doug

nah i get to see a lot of go arounds from the right seat while my
students are learning to fly the pattern. and we have really long
runways so even when they goof it is usually still safely salvageable.

On Apr 8, 4:35*pm, wrote:
nah i get to see a lot of go arounds from the right seat while my
students are learning to fly the pattern. *and we have really long
runways so even when they goof it is usually still safely salvageable.


That might be the difference, where I fly it's SHORT as in SHORT not
much room for error.
Doug

" wrote in message
...
On Apr 7, 6:33 am, "Vaughn Simon"
wrote:
Keep in your mind that landings in the pattern suddenly
become optional, a go-around is a whole new possibility to fit into your
decision making process.
Your instructor will not be amused by your first attempts at stall
recovery.
He will insist that you use power, and you will wonder why.
Vaughn


Vaughn you raised 2 good points.
As for the go around, and as a glider pilot that added power..... And
with the disclaimer that I am just a normal pilot, no amazing skill
set that the next glider pilot doesn't have....

I have to say that I don't get this whole Go Around thing. Other than
in my initial lessons with the power instructor I have never been in a
pattern that I had to do a go around for. If you enter the pattern at
the correct height and speed, you should have no reason to do a go
around.

I wonder out loud if teaching power pilots they have that option
creates more problems than if they were taught to land the plane the
first time around like "We" are.

Doug

I had quite a bit of glider time when I added my first 'power' rating -
which was a Commercial SEL since, given the credit I got for my logged
glider time, the Commercial didn't take all that much more time than a
Private. Under then current rules, 100 hours of my glider time counted
against the 200 hours a Commercail SEL required.

During training, a go-around never came up since the instructor's technique
was to wait until a student screwed up an approach. I didn't screw up so
the lesson was never taught.

Then one day as I was putting down a very long, slow approach waiting for
the corporate jet on the runway to finish his checklist, I started thinking
about go-arounds. It suddenly occured to me that if an airplane were to
taxi onto the runway at the last second, I might revert to glider technique
and land the airplane on the grass between the runway and taxiway. Hmmm....
That might be very hard to explain.

I called the tower and asked for a low pass over the numbers and a go-around
to get some practice with the throttle thingy.

Bill Daniels

On Mon, 7 Apr 2008 14:19:52 -0600, "Bill Daniels"
bildan@comcast-dot-net wrote:
[snip]

Then one day as I was putting down a very long, slow approach waiting for
the corporate jet on the runway to finish his checklist, I started thinking
about go-arounds. It suddenly occured to me that if an airplane were to
taxi onto the runway at the last second, I might revert to glider technique
and land the airplane on the grass between the runway and taxiway. Hmmm....
That might be very hard to explain.

I called the tower and asked for a low pass over the numbers and a go-around
to get some practice with the throttle thingy.


The go-around merits as much training and practice as any other
maneuver. In certain situations -- a Cessna with full flaps, for
instance -- there is a great deal of opportunity to screw it up. And
when you do screw it up, you're likely to be doing so in close
proximity to another airplane that may or may not know you're there...

rj

On Apr 8, 12:27*pm, Ralph Jones wrote:
In certain situations -- a Cessna with full flaps, for
instance -- there is a great deal of opportunity to screw it up. And
when you do screw it up, you're likely to be doing so in close
proximity to another airplane that may or may not know you're there...
rj


Ralph I fly a 1966 150, that year still had 40 degree flaps. I'm
curious what you find more challenging about the Cessna with full
flaps? Perhaps I mis spoke as Hillary would say....it's not that I
don't think the maneuver should be taught, it's that I don't think
enough emphasis is placed on nailing your landing the first time
around.

Doug

On Tue, 8 Apr 2008 10:28:09 -0700 (PDT), "
wrote:

On Apr 8, 12:27*pm, Ralph Jones wrote:
In certain situations -- a Cessna with full flaps, for
instance -- there is a great deal of opportunity to screw it up. And
when you do screw it up, you're likely to be doing so in close
proximity to another airplane that may or may not know you're there...
rj


Ralph I fly a 1966 150, that year still had 40 degree flaps. I'm
curious what you find more challenging about the Cessna with full
flaps? Perhaps I mis spoke as Hillary would say....it's not that I
don't think the maneuver should be taught, it's that I don't think
enough emphasis is placed on nailing your landing the first time
around.

Agreed, the later Cessnas will protect you from some degree of folly
with less flap extension, but you still have to arrest your descent in
an airplane with very little thrust margin. You have to do it quickly,
with a rapid power increase, rapid onset of P-factor, and you may have
to maneuver horizontally at the same time. If you don't know exactly
what the conflict is, you may be descending on top of somebody who
made a straight-in out of sunlit haze...I've seen a few very dicey
situations just like that.

It's not that the go-around is especially hard: just that it's as
important to master as any other maneuver your airplane can do. You
really should be able to land without stalling as you turn final, too,
but in my CFI'ing days I wouldn't have let you get off without
learning to recover from that.

rj

On Apr 8, 3:48*pm, Ralph Jones wrote:
If you don't know exactly
what the conflict is, you may be descending on top of somebody who
made a straight-in out of sunlit haze...I've seen a few very dicey
situations just like that.
rj


OK, now we're getting somewhere! I fully agree with you and it brings
up another pet peeve of mine about power that gliders don't seem to
suffer from. It's called Courtesy. Somehow a glider field can have
gliders all over the place, more than one in pattern, the towplane
taking off with someone in tow etc.... all at the same time and we
somehow manage to get through the day.

On the power side, I've come across more clueless Yoke holders busting
patterns, not using a radio, cutting people off, descending without
looking, overtaking and the list goes on.

So if you have to use a go around to save yourself from the clueless,
that's fine by me!!!

Doug