I think that the same circular pattern should be used on take off and
commence as soon as a stable climb is established so that the a/c can
get back to the field should there be a launch failure or cable break.
I am sure a safety case be made for this.
At present, the tug has to climb to 500 feet before the 90 degree turn
can be made.
PeterS
On 18/07/2016 7:00 PM, Ron Fox wrote:
The Stockholm Gliding Club in Sweden uses the circular
downwind-to-final approach. They didn’t see any sense in losing sight
of the field with a square approach.
They also added to the scenario with “down circling” at the upwind
entry point close to the field boundary, arriving at around 400m AGL
where they ease the airbrakes & gently circle down 150m before
starting their proper downwind leg.
The gliders are stacked in a descending pattern at a given point. It
makes them easy to see with the latest arrivals on the top of the stack.
While in the stack, you had time to observe the field & other gliders
as you descended.
If someone called on a low level approach, the other gliders can put
away the airbrakes and have more time to adjust their circuit. Helps
space the arrival times on the field.
Something different.
Ron
*From:*Aus-soaring [mailto:[email protected]]
*On Behalf Of *Harry
*Sent:* Monday, 18 July 2016 3:49 PM
*To:* Discussion of issues relating to Soaring in Australia.
<[email protected]>
*Subject:* Re: [Aus-soaring] Loss of control accidents
The Americans were regularly killing pilots landing on aircraft
carriers until they adopted the British system of a continually
curving final glide path. I have been told that the idea is sometimes
used in NZ when landing on short or difficult strips. Perhaps others
can elucidate.
Harry Medlicott
*From:*dennis hipperson <mailto:[email protected]>
*Sent:*Monday, July 18, 2016 1:12 PM
*To:*[email protected]
<mailto:[email protected]>
*Subject:*Re: [Aus-soaring] Loss of control accidents
It was and is necessary for warplanes like Spitfire etc where forward
visibility is limited, this
landing pattern allowed pilots to see the runway for the entire pattern.
Dennis
On 18/07/2016 9:50 AM, Mike Borgelt wrote:
From latest Aviation Week and Space Technology discussing GA
accidents, primarily loss of control aka "stall spin"
Not all interventions will require
new devices. The Aircraft Owners and
Pilots Association (AOPA) is working
with UND’s aviation department to
test a circular landing pattern used
by the military, an operational modi-
fi cation of cials think can reduce the
stall-spin problems occurring in the
rectangular landing patterns taught
to and used by virtually all GA pilots.
George Perry, senior vice president
of the AOPA Air Safety Institute (ASI),
says the circular pattern, which he
used as a U.S. Navy pilot, is “easier,
more stabilized and allows the pilot
to more easily identify the precursors
of an impending stall” than the tradi-
tional rectangular pattern. “The only
pilots who do the crazy box pattern are
the GA pilots,” he says.
The study, which started in June,
will “get hard data to show whether it
is a better way to fly a pattern based
on workload and standardization,”
says Perry. A preliminary study with
13 pilots flying a wide variety of air-
craft (Cessna 140 to Cessna Citation)
at AOPA’s headquarters in Frederick,
Maryland, showed that the pattern
“works for a full spectrum of GA air-
craft,” says Perry.
If the results of the UND study are
positive, Perry says, ASI will work with
the FAA to introduce the concept to pi-
lots in training and testing materials.
“My goal is that in 3-5 years, the square
pattern will [have gone] the way of the
Dodo bird.”
Mike
*Borgelt Instruments***- /design & manufacture of quality soaring
instrumentation since 1978
/www.borgeltinstruments.com
<http://www.borgeltinstruments.com/>tel: 07 4635 5784
overseas: int+61-7-4635 5784
mob: 042835 5784 : int+61-42835 5784
P O Box 4607, Toowoomba East, QLD 4350, Australia
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