hello Mike, I've been following this thread with interest and would like to add my comments: - the side-slip of sailplanes is taught as part of the "B" internationally and here in Australia - I had to demonstrate an approach in a K8 without using air-brakes by flying a side-slipping-turn from the downwind onto final and only use air brakes once 5m above ground on final (because that's what the owner of the Grunau Baby wanted to see before I was allowed to fly it...) I did this in the DG500-18 on the same day (just cause...) it works just as well... I've seen this many times by J3 pilots as standard practice. - the LO-100 has no air-brakes - during spring time the air brakes froze up on me in an ASW19. No rain shower involved. Just minus 18 degrees Celsius air temperature. I discovered this on base (non flapped glider procedure on base leg: "locate air-brake handle, put hand on air brake handle, keep hand there and unlock without extending"). I engaged brain instead of damaging something in the glider/arm/shoulder, extended the base instead of air-brakes and didn't have trouble "wheeling the 19 on" - took over 500m - but no harm... - the side-slip is definitely more effective on a ship that has more area when viewed from the side. K13 beats ASW24 or LS-6 on side slip capability (the later two beat the K13 elsewhere...) But: side-slip still works - even in a Nimbus4 or ASH-25 (done it). - I was trained during my aero-tow endorsement to utilise the side-slip in order to get a slack rope under control - (yes, air-brakes work just as well... but it's another option) - I made extensive use of this rope-tensioning-side-slip-method whilst being towed through rotors in the Alps. These are conditions where your knees hit the instrument panel... It was hammered into us to have and keep the left hand at the release knob and eyes on the tug whilst on tow - pull release if tug's out of sight. ...and to keep the left hand on the air-brake whilst getting into the circuit on landing (and keep everything else secured inside the cockpit beforehand). - I don't know about the eta - but to my knowledge all gliders are ok to side-slip as per manufacturers flight manual. The ideal speed / attitude is listed in the POH as well (ps: Duo Discus is non-aerobatic!) I have a rather limited sailplane experience compared to many other pilots that have thousands of hours. But I've been in many different locations on this planet and have flown many glider types. I received proper lessons from my instructors and come to the conclusion that the forward-slip and side-slip are worth teaching and worth while practicing even if they don't work like air-brakes in a "worse case scenario". Erich Wittstock
On Fri, Jun 13, 2008 at 6:54 PM, Mike Borgelt < [EMAIL PROTECTED]> wrote: > > Next time you want to get down the other end of the strip at the end of > your flight try the following: > > Close the brakes at 25 feet or so, about where you would recover from a > sideslip in a no brakes scenario at a speed you would be comfortable > sideslipping from down to this height. Better still do it at the GFA 1.5Vs. > Confident you'll stop before running out of runway? > > Mike > Borgelt Instruments - manufacturers of quality soaring instruments > phone Int'l + 61 746 355784 > fax Int'l + 61 746 358796 > cellphone Int'l + 61 428 355784 > Int'l + 61 429 355784 > email: [EMAIL PROTECTED] > website: www.borgeltinstruments.com > > _______________________________________________ > Aus-soaring mailing list > [email protected] > To check or change subscription details, visit: > http://lists.internode.on.net/mailman/listinfo/aus-soaring >
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