New GFH

On Wednesday, September 25, 2013 2:42:08 PM UTC-4, Tom wrote:

Figure 2-9 indicates dive brakes extend top and bottom of wing, while spoilers are top only.

snip

Um, that's correct. The distinction has been common knowledge for over a half-century, but lots of smart people (including some who write POHs!) still misunderstand the distinction. Glad to see a proper definition in what could become a widely used manual.

See also http://en.wikipedia.org/wiki/Dive_brakes

According to the flight manual my glider has "Airbrakes" and they extend
from the top surface only.

I suspect the same is true of the vast majority of modern gliders

KN

At 22:01 30 September 2013, Jim Kellett wrote:
On Wednesday, September 25, 2013 2:42:08 PM UTC-4, Tom wrote:

Figure 2-9 indicates dive brakes extend top and bottom of wing, while
spo=
ilers are top only.



Um, that's correct. The distinction has been common knowledge for over a
h=
alf-century, but lots of smart people (including some who write POHs!)
stil=
l misunderstand the distinction. Glad to see a proper definition in what
c=
ould become a widely used manual.

See also http://en.wikipedia.org/wiki/Dive_brakes

My understanding is that Spoliers spoil the lift of a portion of the wing
and to achieve this are usually mounted well forward on the top surface of
the wing. They are also often hinged at the leading edge.

Airbrakes are mounted well back on the top (and sometimes bottom surface
and therefore have much reduced effect on lift whilst increasing drag.

Having flown gliders fitted with both of these devices the effect is quite
different.

I believe that here in the UK that is the accepted explanation and few
modern gliders have spoilers. It seems that the US definition is much less
clearly defined and the two terms are interchangeable.


Terry Walsh

At 11:47 01 October 2013, Kevin Neave wrote:
According to the flight manual my glider has "Airbrakes" and they extend
from the top surface only.

I suspect the same is true of the vast majority of modern gliders

KN

At 22:01 30 September 2013, Jim Kellett wrote:
On Wednesday, September 25, 2013 2:42:08 PM UTC-4, Tom wrote:

Figure 2-9 indicates dive brakes extend top and bottom of wing, while
spo=
ilers are top only.



Um, that's correct. The distinction has been common knowledge for over
a
h=
alf-century, but lots of smart people (including some who write POHs!)
stil=
l misunderstand the distinction. Glad to see a proper definition in
what
c=
ould become a widely used manual.

See also http://en.wikipedia.org/wiki/Dive_brakes

On Monday, September 30, 2013 4:01:16 PM UTC-6, Jim Kellett wrote:
On Wednesday, September 25, 2013 2:42:08 PM UTC-4, Tom wrote:



Figure 2-9 indicates dive brakes extend top and bottom of wing, while spoilers are top only.



snip



Um, that's correct. The distinction has been common knowledge for over a half-century, but lots of smart people (including some who write POHs!) still misunderstand the distinction. Glad to see a proper definition in what could become a widely used manual.



See also http://en.wikipedia.org/wiki/Dive_brakes

The distinction is correct, but increasingly seen as irrelevant. Whatever comes out of the wings when you pull the blue handle has the net effect of increasing drag and decreasing L/D.

Saying spoilers "reduce lift" is incorrect and misleading. As long as the glider maintains 1G flight, lift equals weight whether the spoilers are open or closed. It's only correct after touchdown where they are used to transfer weight from wings to wheels so wheel brakes are more effective.

If you think about it, the only control found in gliders which can really "decrease lift" is the ballast dump. Decreasing gross weight decreases the lift needed to support it in 1G flight.

The GFH took over 3.5 yrs after I finished editing it...it sat in OKC & DC....however the FAA amended it...they also added items that were not included in the original request for work....so of the items you mention are found in other FAA documents that are supposed to used during training. Some of these are the Risk Management Handbook, the Pilots Handbook on Aeronautical Knowledge (PHAK), the AIM, etc....

The new GFH is not a one all self contained document. CFI's are supposed to go to the above manuals as well during an applicant's training. These are also found in each PTS.

As in any new manual, there is always a need to improvement, so, I recommend that for those that would like to see something else added, please send you receommendations and request to the FAA.

FYI....the FAA is planning to update all of its manuals, PTS, etc....approx.. every five years to try and stay with the trend of industry standards.

Thanks Shawn

On Wednesday, September 25, 2013 1:42:08 PM UTC-5, Tom wrote:

Figure 6-11 and 8-8 shows mickey mouse tow rings.


Tom - One small correction to your comment. The 6-11 image is label "Schweizer-type tow hook" which is correctly shown. The tow ring seems ok but maybe you are referring to what might appear to be the tow rope which seems to be a nylon tie down strap (IMHO - chain is better). Maybe the picture is a poor example as it might mislead.

Along the same line the "Tost hook" should be labeled "Tost tow hook" and probably should be that on a glider, not on a tow plane.

Finally, I resist taking to task those that worked on this volume as a labor of love ... unless I wanted to do the job myself. For newbies, this document is a starting point that the CFIGs will build upon. It isn't intended to be a scientific document for those most knowledgeable in the field.