What brought this all on-- all of a sudden I seem to be having some trouble with my landings-- I seem to have almost no pitch control authority when upright, and not much roll control authority either. I've been trying to figure out what has changed, if anything.
Geometry:
the branch of mathematics concerned with the properties and relations of points, lines, surfaces, solids, and higher dimensional analogs.
I can't control the glider in strong air with my hands at shoulder or ear height and I'd rather land on my belly with my hands on the basetube than get turned downwind.
physcs:
the branch of science concerned with the nature and properties of matter and energy.
I also think it's important to practice using secondary releases occasionally so you remember it's an option when under pressure. I use my secondary release about every third flight or so. Just don't hit the primary release after already releasing with the secondary or you will be shopping for a new tow bridle.
The first couple of hundred feet are the most critical. When the tow line or weak link breaks the wing on tow stalls and enters a dive to recover.
If you had been properly trained on how to tow, you would know that it shouldn't be a big deal when a weak link breaks, even just after coming off the cart, if you are doing things right. Maybe you should get some better training instead of just parroting Tad. When you are under tow you should be ready for any unusual event and be ready to deal with it. It's called being a pilot instead of just being a passenger along for the ride.
Paul Tjaden wrote:...I have personally had numerous weak link breaks on tow, both low and high, after hitting turbulence and have never felt in danger of a tumble. I have witnessed countless others have weak link breaks with no serious problems. We train aero tow pilots how to handle this situation and I am certain that Zach had also encountered this situation many times before and knew how to react properly. Apparently, Zach simply hit strong low level turbulence, probably a dust devil that could not be seen due to the lack of dust in Florida, the nose went too high and he tumbled at a very low altitude...
Mike Lake wrote:...My interpretation of the report, (and I have no hidden agenda, just the desire to increase my (and others) chances of staying alive) would be that the guy died because his weak-link broke, as one did for a friend of mine. The events leading up to this are irrelevant and would not be under discussion had the weak-link held, as this fatality report would not be necessary!
If you fly with a weak-link teetering on the edge of breaking during this most critical part of hang gliding, sooner or later a break will most definitely NOT be a non-event.
Turbulence or a slightly imperfect launch would not be he time to lose all your power in such an abrupt manner. In some instances the standard textbook weak-link recovery technique is simply inappropriate, however much training or experience you might have...
...one day it will be realised that a system designed to randomly take all your power away on take-off might not be such a good idea after all...
My technique is to ignore the crosswind while ground skimming, then as the glider slows to the flare point it will naturally began to turn into the cross.
70 hours! You're doing pretty awesome! That's a lot more time then I've been able to get, and I remember we were both at LMFP getting our H2s at the same time. Is most of that aero-tow? I've frequently thought it would be nice if I didn't have to spend and hour+ breaking down and setting back up every time I sink out.
Bill Jennings - 2017/04/18 18:39:41 UTC
Yes, a large chunk of time is towing. Many days that are unfavorable for flying the mountain are fine for towing. My favorite kind of day is get off the mountain 1st flight, then do some tows. Only one setup/teardown, only have to bum a ride once.
