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Gear Warning
At 21:54 16 November 2005, Eric Greenwell wrote:
If it was...your wife's voice on the recording do you think you would still filter it out? Wow, nobody bit on this one? 9B |
#2
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Gear Warning
I had an old dragon of a schoolteacher who used to bark at us
eight-year old kids and, if we misbehaved, would rap us over the knuckles with a wooden ruler (this was in the old days!). Her voice would probably do the trick! Failing which, how about a mechanism to rap you over the knuckles while the schoolmaam berates your stupidity? Wives tend not to use voice commands so much as "the look". Mike |
#3
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Gear Warning
At 01:42 17 November 2005, Mike The Strike wrote:
Pilots who can't respond to a gear warning or radio call probably shouldn't be flying at all! This isn't a big multi-tasking job. What would such a person do if the canopy popped open, the brake handle came off in his hands or the spoilers opened on takeoff? In a sailplane with a left-handed gear handle, all it takes is- brakes closed, gear down, brakes open again. I timed it at 3 to 4 seconds in an ASW 20. With a right-handed gear handle, you have to close brakes, switch hands, put gear down, switch back, brakes open, in 4 to 6 seconds. On downwind, you have plenty of time to do this and even on final if it isn't too short. At 50 knots, 6 seconds represents no moe than about 600 feet - say 200 meters. BGA sounds a bit like a mother hen! Mike It's only a recommendation. |
#4
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Gear Warning
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#5
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Gear Warning
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#6
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Gear Warning
Stanford Korwin wrote:
No one, as far as I know, has ever been hurt while landing wheel-up - but there have been a number of injuries to those losing control while trying to lower the u/c at the last minute. It seems a very rare event, at least in the US, as I don't remember any. Perhaps some US pilots can offer examples. I do know a number of people that have landed wheel up, of course. I can remember an incident where a gear up landing at a small airstrip blocked the runway long enough to making it difficult for the other landing gliders to do so safely. Another incident that blocked a runway triggered an accident - no injuries, fortunately, but the landing glider was damaged. So, my experience is it's generally better to have the pilot get the gear down, though I would hesitate to say anything on the radio if the glider was already close to the ground. Certainly letting a pilot land gear up on a wide grass runway, which would not be blocked and causes no damage to glider, is the safest procedure. Narrow paved runways may tilt the safety judgment in the other direction. -- Change "netto" to "net" to email me directly Eric Greenwell Washington State USA |
#7
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Gear Warning
So, my experience is it's generally better to have the pilot get the
gear down, though I would hesitate to say anything on the radio if the glider was already close to the ground. Certainly letting a pilot land gear up on a wide grass runway, which would not be blocked and causes no damage to glider, is the safest procedure. Narrow paved runways may tilt the safety judgment in the other direction. Agree with Eric on this. I have flown at several UK sites and many US sites. The landing options at UK sites are usually such that a disabled glider is not a hazard to others. In US several sites only have one paved or dirt runway available and a disabled glider can make landing hazardous for all competitors that finish soon after. Parowan would be a good example of that. I have fitted gear warning in both my std class gliders. In over 2000 hours it has never gone off unexpectedly, but I intend to put the gear down if it ever does. 2 weekends ago I had a call from another finisher while I was on a close in base leg. He asked if my gear was down. I had plenty of time to verify it was and to have put it down if it wasn't. Keep calling me! I'll decide if I have time to put it down or accept a gear up landing. Andy |
#8
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Gear Warning
"Eric Greenwell" wrote in message ... Stanford Korwin wrote: No one, as far as I know, has ever been hurt while landing wheel-up - but there have been a number of injuries to those losing control while trying to lower the u/c at the last minute. It seems a very rare event, at least in the US, as I don't remember any. Perhaps some US pilots can offer examples. I do know a number of people that have landed wheel up, of course. I can remember an incident where a gear up landing at a small airstrip blocked the runway long enough to making it difficult for the other landing gliders to do so safely. Another incident that blocked a runway triggered an accident - no injuries, fortunately, but the landing glider was damaged. So, my experience is it's generally better to have the pilot get the gear down, though I would hesitate to say anything on the radio if the glider was already close to the ground. Certainly letting a pilot land gear up on a wide grass runway, which would not be blocked and causes no damage to glider, is the safest procedure. Narrow paved runways may tilt the safety judgment in the other direction. -- Change "netto" to "net" to email me directly Eric Greenwell Washington State USA I've looked at the aftermath of a few two seater gear-up landings. The posterior of the rear seat occupant got perilously close to the highly abrasive runway surface before it stopped grinding away the bottom of the fuselage. Not all gear-up's may be benign. Bill Daniels |
#9
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Gear Warning - downwind checks.
I agree that they are pre-landing checks, not downwind
checks, and should be carried out prior to joining the circuit. At 19:36 17 November 2005, W.J. \bill\ Dean \u.K.\. wrote: In short, No. One of the biggest controversies in U.K. clubs is about whether to do or not to do downwind checks. Some clubs insist, some clubs think it is rubbish. So far as I know, none of the professional national coaches employed by the BGA to train instructors has ever called for downwind checks. To my certain knowledge this includes Bill Scull, Chris Rollings, Brian Spreckley, G. Dale, many others. However, when they came across a candidate who had been trained to use downwind checks they did not actually insist on a change. The BGA Instructors' Manual in Chapter 4 - CHECK LISTS is 3 pages and has this on page 4.3: - 'Pre-landing checks. 'The use of UFSTAL, WULF and other variations on the theme is inappropriate on the downwind leg of the circuit. The pilot is better off flying the glider correctly, in the right place, and looking out. The use of a pre-landing check prior to joining the circuit (a pre-circuit check as opposed to a down-wind check) is mentioned also in chapter 14.' Chapter 14 - CIRCUIT PLANNING (PART ONE) is 6 pages of text and 4 of illustrations and has this on page 14.6: - Under 'Before going to the high key area', 7 bullet points, with the last one: - 'make a positive decision to join the circuit to land, and plan to arrive at the high key area between 700ft. to 800ft. prepare for landing by; doing pre-circuit checks, if appropriate making sure the straps are tight and deciding on a suitable approach speed. In gliders so equipped, dump any water ballast and lower the undercarriage continuing to fly the glider at normal speed (i.e. best glide angle), but speeding up appropriately in any sink.' On page 14-10 under 'Advice to Instructors', 4th of 7 items, 'Downwind', 'Don't confuse the demonstration by introducing pre-landing checks as such. It's all there anyway, and the pre-landing checks should be carried out before starting the circuit. Reciting a mnemonic on the downwind leg is inappropriate, and in any case, being able to recite a check shouldn't be confused with an ability to plan a circuit.' I understand that frequently if someone lands wheel up, when asked if they did pre-landing checks they say 'oh, yes!'. The point of course is that those who are taught pre-landing checks are flying training gliders with a fixed wheel, and so they are used to saying the check item but doing nothing. W.J. (Bill) Dean (U.K.). Remove 'ic' to reply. 'Gary Emerson' wrote in message et... W.J. (Bill) Dean (U.K.). wrote: In the current, Fifteenth Edition of Laws and Rules for Glider Pilots of April 2005 published by the BGA http://www.gliding.co.uk/bgainfo/doc...ion15final.pdf in Part 3 Recommended Practices RP26 on page 58 states: - 'UNDERCARRIAGE WARNING SYSTEMS 'RP26. The fitting of systems that warn the pilot of a glider that the undercarriage is not lowered during the landing approach IS NOT RECOMMENDED. This is because if such a system is fitted and is activated then the pilot is likely to attempt to lower the undercarriage during the final stages of landing. This could result in mishandling the aircraft, so causing an accident. 'It is also recommended that if the glider is seen on the approach wheel-up, no attempt is made to warn that pilot, using radio or other means, for the same reason. The pilot should be allowed to land wheels-up.' I understand that this recommendation was made after accidents where the warning was considered to be the cause. W.J. (Bill) Dean (U.K.). Remove 'ic' to reply. So does the BGA recommend to use a pre-landing checklist where the spoilers are checked? If the spoilers are checked early in the pattern then the logic regarding gear warning systems is not very logical. |
#10
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Gear Warning
At 21:18 16 November 2005, Nigel Pocock wrote:
One problem with a recorded voice is that it sounds like background radio chatter and your brain filters it out (or at least mine does) Our CFI discovered this the hard way in our brand new DG1000. luckily landed on soft grass so no damage. Incidentally the BGA in the UK does not reccomend an undercarriage warning buzzer. I know of two accidents causing injury, one serious, caused by a malfunctioning u/c warning system.. I was taught to look at the u/c lever before going for the airbrakes and after 3000 hours it hasn't failed......... yet. |
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