User:LoCall/LILO-LOWI-Adrenaline: Difference between revisions
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[[File:RWY-Excursion at VQPR-292-978×549.png|978x549|frameless|Excursion at Paro (Buthan)]] [[File:800_Thirsty_Horses_-_screen-009.png|978x549|frameless|Missed Taxiway]] | [[File:RWY-Excursion at VQPR-292-978×549.png|978x549|frameless|Excursion at Paro (Buthan)]] [[File:800_Thirsty_Horses_-_screen-009.png|978x549|frameless|Missed Taxiway]] | ||
'''Wrong Mind - Wrong Landing''' | '''Wrong Mind - Wrong Landing''' | ||
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Then you are able to land ...and by landing i do mean, | Then you are able to land ...and by landing i do mean, | ||
able to brake, steer and control your plane on land ! | able to brake, steer and control your plane on land ! | ||
'''A new approach''' | '''A new approach''' |
Revision as of 00:34, 25 May 2020
LILO-LOWI-Adrenaline
Climb from "Corna" to "Liscidini"
3/4 Clock Around "Santa Giustina Lake"
INTRO - Where it all have STARTED
The beginning is always a delicate matter. It often does take several restarts and new approaches. This has been true for this writing... It has been true for the creation of the LILO-LOWI-Adrenaline "parcours" ... and it is a painful truth for all the pilots debuting and struggling with their plane. We all have been at that very start point, many times, all of us, trying to land back in a manner that leave us satisfied, failing, and trying again, repeatedly. CFIT(1) on final approach, bumpy landings, complicating with Tortoise oscillations(2) , Excursions(3), seem to be the constant.
Wrong Mind - Wrong Landing
My first thoughts was : - "...oh, it is just a simulator... with a bit of training we get there..." But, despite my best patience and will, it was not "getting there". I turned my sleuth for help to the more advanced users and several users come to my rescue with a lot of advice, suggestion and even own demonstrations. I still am grateful for the the time and care shown to help me. Thank you. Despite their good and best advice, of course, surely because of me, that was not enhancing my approach and landing skills as much as i was expecting. Many user suggested me to use the instrument assisted approach. I can understand it does help to have a better line up in the approach even in marginal weather flying conditions, but it still does not "do" the landing for me", and even if it was done this is exactly the opposite of what i want "understanding how it does really work" in order to be able to "dom" it.
Never give up!
I did not give up. Despite the stupid feeling to be fighting some kind of invisible and apparently invincible enemy, i have continued to try experimenting with flying configuration each time a bit modified. Theses continuous modifications lead the search and the questions in new directions. And one of theses searches brought an unexpected explanation and solution. Actually, it had put the whole problem in a brand new light ! The explanation comes out from comments and sketches done by a, now, retired flight instructor. I do not think it is a "new knowledge" and I am confident that any airspace student will learn it in a, let's say more numerical way. But i have been delighted by the simplicity and the clarity of this explanation and I am going to share it with you. For copyright reasons i can not past it here as is, but... I can do a sketch of my own and add the explanation with my own words.
1. little motorboat - no steering => wished track and obtained track are the same. 2. little motorboat - steering to babord - blue : wished track red : obtained track Due the elasticity of the medium "water" you are a bit drifted away from wished track. Just as long as drifting energy generated by the steering do not become greater then the toward energy. 3. Plane - steering to babord - blue : wished track red : obtained track Like for (2.) you are drifted away, but since the medium Air have another elasticity, the drift is different.
Side view for the plane... The accumulated energy of the plane in the direction of the descent is not going to stop when meeting with the ground ! Rob wrote : --------- The very same energy that in the air is your friend and keep you alive, on the ground become you enemy. You can not just leave this energy there. You have accumulated it, you have to exhaust it. Then you are able to land ...and by landing i do mean, able to brake, steer and control your plane on land !
A new approach
I do not know to you, but to me, this was totally addressing the questions i had, explaining the why of my landing failures, and even bringing the answer to a few new coming questions. Just one question was not addressed : - ok, I exhaust the "flying energy" ... this does mean i am going to stall. and, yes, i have understood, i have to stall to land... - ...but, from which height ??? With the same clarity, the Rob explanation say this : - ideally from ZERO feet over the RWY. - but, maximum from as height as what shock absorber can absorb.
...My very first Title idea was "DISENGAGE AUTO-PILOT".