There is a "detent" which will hold the flaps at full down position, but I don't use that. To reach the detent, you have to pull the handle over a stop. In this landing I pulled the handle to the stop, and held that through the round-out, and slowly released the flap approaching stall speed, then fully released on touchdown, to prevent bounce.

On the ground, this glider is balanced so the nose is in the dirt on the skid. Use full up elevator to keep the skid off the runway as you slow and get into the grass before it is no longer effective. It stops quickly off-runway without using the brake. If I'm fast, I don't turn in toward my parking place, which is behind the Grobs. 400+ flights gives a pretty good feel for what it will do, which is quickly grind to a halt. Left hand is on the brake handle (hydraulic disc) if needed, which is pretty much never.

@@raydunzl2025 again it only takes once….. would you roll out like that if there was a brick wall in front of you? For the record I have rolled to a stop like that facing my glider hangar or other obstacles but not other people’s gliders or people. 🙃

Practice for short field landing. You may not always have a 6000 foot paved runway on which to land.

Yes.

@raydunzl2025 Thank you very much.

200 feet AGL with no obstacles in the path could easily give me a mile in the air before touchdown. Here, using google Maps, and the logged flight path, it looks like about 4200 feet traveled to touchdown. 55 seconds in the air after losing the tow.

Slide whistle I think.

I'm 71, started flying February 2021, 800+ flight hours, about 700 in this glider, fly 2 or three times a week, so, a fair amount of experience. Still make mistakes from time to time, and like to "practice" abnormal events (safely...), and flew RC gliders often many years ago.

I calculate the altitude from the flight log as right at 200 feet AGL. The altimeter lags, the barometric sensor in the Oudie is very sensitive.

The camera angle accentuates the appearance of skid. I've added a "dot" at the center of the end of the yawstring for future reference.

@ I put a dot on mine as well. Easy reference. And yes, when I video from the side of the cockpit it does skew the angle. I always enjoyed teaching rope breaks, as well as safe turns back to the runway after overshooting while on base. Steep turns are the answer. We’d really crank it over to reduce the turning radius so it’d shorten the distance covered over the ground and get us back into a good position quickly with the string centered. I learned to trust steep turns from Derek Piggot (his book is amazing). I’ve a bunch of hours in the 1-34 and loved every minute of it. Always wanted to fly a 1-35 but never had the chance. Very handsome glider! Enjoy!

@@elmoreglidingclub3030 aren't steep turns dangerous when having no power doing a 180 turn back to the runway, ie the dreaded suicide turn? doesnt steep turns drastically increase the wing loading and aoa as u try to maintain altitude during the turn, increasing the stall speed and risk? or are things totally diff in gliders from powered a/c when u have those wings with insane lift capabilities? never heard anyone advocate for more steep bank in a power out 180.

@ Steep turns are not dangerous. Stalling near the ground is very dangerous. The wing is what turns the airplane, not the rudder. Using the rudder to turn-and maintaining a “safe” (which is an illusion) shallow bank is exactly what leads to a stall and spin. When returning to the runway we want to reduce the distance covered over the ground. The safest and most efficient way to do that is to back steeply-while keeping the yaw string (or ball) centered. That way, we cannot skid and cannot stall. (Unless we have power on and yank the nose up). Also, we are not concerned with maintaining altitude. If we are so low that we cannot turn back, then land ahead or to one side. To minimize the ground track, and to maximize safety, immediately drop the nose to slightly below the horizon, roll into a steeply banked and coordinated turn, trim for best glide, and fly the aircraft (powered or glider) back to a landing on or beside the runway. In a glider, this can be easily accomplished from 200’ AGL. In fact, I have never done it without having to open the spoilers to get down. The two key aerodynamic facts to remember are (1) the wing turns the airplane so use it for maximum effect, and (2) the rudder is to keep the turn coordinated, which is crucial. A 3rd one is speed: never pull the nose up to “avoid the ground” or to extend the glide. That will only increase the risk of stalling. Keep the nose below the horizon and all will be well and you’ll have plenty of speed. Great questions!

The not exceeding the critical angle of attack is what did that, actually.

Turn to the right would put me over obstacles more obstacles. Left gives another runway, rass be side it, grass beside the takeoff runway, and 4000 feet of runway.

Flight Path: tinyurl.com/vf2cv3y5 Turn to the right? Many obstacles - drainage ponds, trucking company, treelines. Turn to the left? Many options depending on distance traveled. The low turn to align with the runway was at about 30 feet AGL. The wing dip calculated to be 6 to 10 feet.

Flight Path: tinyurl.com/vf2cv3y5 I don't see a taxiway on the left. Another runway, which may or may not have had someone landing or taking off putting us head to head.

thought the same tbh

The angle of the yaw string is accentuated due to the angle of the camera. Even when centered it appears off to the left in the camera. This glider is somewhat wobbly in yaw, always hunting back and forth. I agree there wasn't a slip, but the speed (around 70mph) was 25mph over stall at 45mph or less depending on the flap extension. No air brakes/spoilers on this glider, flaps only.

The rope detached from the Schweizer Release on the towplane. The rope did not break,, and my end did not fail.

The club now plans to replace the Schweizer Release with a Tost Release, which should be more secure against "uncommanded release" at the tow plane.

I had to do it once before - somehow got very low and slow "under" the towplane. Looked outside, decided I was high enough, and made the same turn back.

Flight Path: tinyurl.com/vf2cv3y5 We do have a lot of room at Zephyrhills. Less on takeoff to the south.

Looked like an absolutely beautiful job to me. At that altitude it's not an impossible turn for a glider, depending on conditions.

Yeah sailplane people always love doing this low baseleg nonsense. It’s a key trademark of their hobby so if you didn’t know that you must not be in any training at all.

​@@KandiKlovernonesense. First, thats not even a base leg... Second, I'm also a glider pilot, and I can tell you I'd never get in a plane with this guy. His flying made me very nervous, and he made weird and dangerous decisions. His landing was beautiful... But I don't like the decisions he took...

@@katierobinson5464 Maybe this was your impression. This was a typical graveyard turn. The pitch and airspeed saved him. I wish myself the same amount of luck.

@@MattCantSpeakItoh, you’re one of those people. Those who say captain Sully made the wrong decision and will never fly with him even though he perfectly made the right decisions and ditching it on the water.

As a glider pilot we practice 200 ft rope breaks until we are comfortable. Understand this is not possible in power planes but is easily achieved in gliders with quick decision making and precise airmanship.

Flight Path: tinyurl.com/vf2cv3y5 Landing ahead - lights at the end of the runway, possible bounce across the other runway, rough area beyond the runway, finally fence, road, and powerlines. This glider has flaps only, no spoilers/brakes, will practice a landing with full flaps from 75mph at 200 feet and see how far it floats.

A turn to the other runway "could" have put me head-on with someone landing ro taking off, so there was that thought. I had, once before, chosen to release at about the same point due to (somehow) becoming very low and slow behind (under) the towplane, making the same return..