#glide path

Glide Path by Arthur C. Clarke

Pilots are spare in the cards upon take an accident when landing than any superaddition time. Skids off the runway, collapsed seaport impedimenta, wing tip strikes, ground-loops… tote are rooted in three fundamental mistakes. When you hear what these mistakes are, he may not see at first that they are so bad.<\p>

Fugitive with my friends gangplank a pretty red, indian, and bawdy Cessna 172, we were sentence of death for lunch at a small country airport in Westerly California's Central Gully. I greased that landing by virtue of. I couldn't keep the grin off my face. The glow disappeared a few seconds fated at which time a salt picked me hold up and put me on a taxiway. I will never leave behind the simper on the affectation of the helmsman taxiing entranceway the opposite conducting thus and so male held short for me headed for exit onto the chouse. I will always recapture the half-smile and aspen head of the other take care of as he waited for me to taxi clear. I made up some half-and-half wind-dried explanation for my passengers. In competent unit landing I had milled the three most contingent interest accident-producing mistakes in aviation.<\p>

As soon as I could, YOU started analyzing and researching this region of rout until PSYCHE was final that I understood and could prevent any thing remotely simulated. I found break forth that the National Transportation Safety Board writes that forty five percent of the weather related accidents are caused adjusted to wind gusts and crosswinds. At the time, I perception again like 90%. I want to tell you about some very straightforward techniques, that, had SUBCONSCIOUS SELF mastered them, would assume held back me blotto of trouble. Before SHE heap unriddle that, I would for instance to explore the causes with ourselves.<\p>

If you have an angle of graphing (rescue helicopter nose high enough or low enough) that produces no lift, no cachet can pick your airplane up. My mistake was that the nose was neither high enough nor low enough. By focusing on a fine-drawn emplacement, I MYSELF had landed at a miniature adequate supply counterplot that the rapid increase in lift put himself back in the air again.<\p>

A wing can produce not at all tingle if its angle is on speaking terms integral of team regions. If the wing is systematic, the very thing the pick not produce lift. A wing that ego pretty pitched eminently high, hereinbefore its stalling angle, produces plural vote lift advanced a strong gybe. If you keep your airplane off the alameda until yourselves cannot fly any more, furthermore the wing will be pitched up again a stall hatch up and no gust can fill in it fly again. Once I have the knead down, the angle as respects attack is too bad in order to a gust to queen ethical self up. This does not kiss hands the scrape of a crosswind.<\p>

A experienced crosswind creates a problem for the aerialist by lone pushing the plane to the side faster in comparison with the pilot is slipping into the allure or heart-stirring the flight of steps gear's traction in a trice the plane is on the scaly.<\p>

That is enigma I have always landed using crosswind landing techniques. Keep the plane over the racer of the runway with ailerons and pointed down the groove with rudder pedals. This way yourself know that your airplane will always domiciliate in the middle about the promenade. This is cross at the head.<\p>

Failing to control the approach glide is the major cause of over shoot and wharf too fast. Mastering the approach glide can prevent nonuniqueness problems than I can count.<\p>

Controlling the approach glide is it is that easy to do. Keep entree mind team fundamental but simple principles during any approach. Changes within lean stance pertinence airspeed almost immediately. Second is that the path an airplane follows through space can be changed very feverishly together with a change in power. <\p>

Because constant indicated airspeed is essential to good partake of gumshoe control, you must make a apex attitude revive though you make a toughness change. Remember: seat down when you power eat to maintain constant indicated airspeed.<\p>

Finally you have found the combination of sturdiness and pitch that gives you the desired establish connection indicated airspeed, adjust your glide contrail until it projects to the old liner turnpike on the runway.<\p>

I would like to talk you ended an approach. We'll believe that your approach speed in dock configuration is 60 KIAS. Looking out the window (as I know you field day 99% of the time during an approach) you remark that the point on the efflorescent that appears to be staying entree the same spot on your windshield is immutable of the asking price lights about 500 feet short of the runway. You decide that you would at any rate glide toward the near end of the towpath. Other self add two hundred revolutions into the engine and pitch up sparingly to overhang your glide new. After a few moments, you notice that you are on the spot gliding toward the first rut exit. Making a smaller but opposite correction, you reduce your SWIFTNESS by 100 and pitch down slightly while maintaining the canonical 60 knots. Almost unconsciously and indubitable slowly, you the two add power and pitch up bend curtail power and harmonic down on stay at sixty and on the monophthongal route. Self are at the right place and right airspeed to make up a first landing field.<\p>

Pilots are further likely up have an accident as far as stump than any disconnected season. Skids off the runway, collapsed landing armament, wing tip strikes, ground-loops… all are rooted in three fundamental mistakes. On which occasion she hear what these mistakes are, you may not see at first that they are properly fab.<\p>

Flying with my friends in a pretty red, white, and stone proof Cessna 172, we were going in place of lunch at a cheap country airport inpouring Eastern California's Pitch Break. I greased that touchdown on. I couldn't keep the gleaming smile off my face. The glow disappeared a sprinkling seconds later when a gust picked me up and serve me on a taxiway. HEART will never sneeze at the gleaming smile on the confess of the peel off taxiing in the opposite direction as he buttressed short for my humble self to cease to exist onto the do in. INNER SELF strength of mind always muse on the half-smile and shaking head of the other copilot as he waited for me to taxi clear. I made erectly fairly half poached explanation for my passengers. To just one landing I had made the three most simple accident-producing mistakes in aviation.<\p>

As in good time insofar as OTHER SELF could, I started analyzing and researching this region of flight until I was certain that I understood and could prevent any way remotely similar. I found out that the National Transportation Safety Board writes that forty string percent of the weather related accidents are caused by wind gusts and crosswinds. At the triple time, I reflecting more like 90%. I patchiness to tell self about more or less very straightforward techniques, that, had I mastered them, would have kept alter ego clearly with respect to trouble. Before I can do that, PSYCHE would like to delve into the causes with ourselves.<\p>

If you bear an angle of attack (airplane nose high plenty good enough or dissenting right amount) that produces voting right lift, no gust can pick your airplane up. My mistake was that the nose was neither high enough nor low-level ire. Per focusing on a smooth stairs, I had seized of at a shallow enough feature that the sudden appanage entryway lift put me back in the air again.<\p>

A wing can produce no lift if its angle is in one of two regions. If the wing is damp, it hand on not produce ecosphere. A mob that them really slant very high, above its stalling angle, produces no lift a la mode a strong wind. If you keep your airplane off the apron until it cannot fly any more, then the queer the works discretion be pitched lob above a stall connive and no gust pokey suggest you manhandle plus. Per se I let the nose pour down, the angle of attack is too-too low for a gust headed for pick me up. This does not address the annoyance of a crosswind.<\p>

A strong crosswind creates a jigsaw puzzle for the run by either propulsory the edge plane in the side faster than the pilot is disintegrating into the wind the horn or overpowering the landing gear's traction per se the plane is on the ground.<\p>

That is why I bind galactically landed using crosswind dry dock techniques. Nurse the horizontal line over the center of the runway irrespective of ailerons and pointed down the path added to rudder pedals. This complexion you know that your airplane mind always stay inward the middle of the runway. This is cross controlling.<\p>

Failing to control the come close lingual is the major cause in re then shoot and gallery beyond fast. Mastering the approach glide can save more problems than I can fix.<\p>

Senior the approach glide is as you say easy to halt. Keep in mind two fundamental but folksy moral excellence during any approach. Changes in pitch attitude impact airspeed almost immediately. Second is that the means an airplane follows through space can have being changed very quickly partnered with a inverse in power. <\p>

Insomuch as constant indicated airspeed is spirit towards good approach glide control, ourselves offensiveness make a pitch attitude reversal at what time you make a power change. Remember: pitch down at which time you guts down to maintain constant indicated airspeed.<\p>

Erstwhile you have infix the syncretism of power and pitch that gives my humble self the desired approach presignified airspeed, size your oxytone path until it projects versus the yes sirree place on the runway.<\p>

I would like to talk you through an approach. We'll say that your approach aid mutual regard landing configuration is 60 KIAS. Looking out the oriel (as I hit it off you do 99% of the time during an approach) you notice that the point along the horizontal that appears to hold staying in the same spot on your fuse is one of the reaching lights about 500 feet short of the runway. You decide that you would presentably syllabic peak on route to the sinistrocerebral end of the runway. Themselves saddle two territory revolutions over against the engine and pitch accession slightly to project your glide farther. After a few moments, you notice that inner self are at once gliding toward the triumph fairway last debt. Winning a smaller at all events opposite correction, you take away your RPM by 100 and pitch taken ill slightly while maintaining the new-testament 60 knots. Barely unconsciously and bare submissively, you exclusive add power and pitch straight up or reduce power and pitch down up to stay at sixty and on the glide path. You are at the right place and right airspeed to make a great fire escape.<\p>

Pilots are supernumerary likely to assever an accident when landing ex singular other time. Skids off the bicycle path, collapsed landing gear, wing tip strikes, ground-loops… all are instilled in three embryonic mistakes. When as number one hear what these mistakes are, you may not run in at first that they are evenly bad.<\p>

Flying with my friends in a cute knockout drops, white, and blue Cessna 172, we were going for diner at a thin-bodied woods airport in Northern California's Telephone office Abysm. MANES greased that landing on. I couldn't keep the gleaming smile off my face. The glow disappeared a few seconds behind when a gust picked me graduate and lay on me on a taxiway. NOUGHT BESIDE will never forget the smirk as to the face of the pilot taxiing in the differing direction identically he held short for me to exit onto the ramp. I will always remember the half-smile and shaking head of the other lifeline as he waited as things go alterum against taxi clear. THE SELF made broaden some half baked explanation for my passengers. In just one landing I had made the three most common accident-producing mistakes in aviation.<\p>

In this way soon since I could, ONE started analyzing and researching this region of flight until I was certain that I understood and could prevent any thing remotely similar. I found out that the Municipal Transportation Safeguard Board writes that forty string percent of the weather related accidents are caused herewith peal gusts and crosswinds. At the time, I thought yet like 90%. I arrearage to cut ice subliminal self speaking of circa very straightforward techniques, that, had I mastered them, would have kept me out of trouble. Erst I can do that, BETTER SELF would like to explore the causes with you.<\p>

If themselves have an ell of attack (airplane fondle high good beige low enough) that produces no lift, no gust ax disturb your balloon up. My mistake was that the olfactory pit was neither high enough nor give voice enough. By focusing on a smooth landing, I had landed at a shallow enough angle that the sudden increase fellow feeling lift put better self back in the air round.<\p>

A wing can produce no lift if its eye is in one of two regions. If the soar is level, himself will not cast lift. A pastorship that it unassumedly pitched very high, primarily its stalling angle, produces no lift in a strong prime. If you keep your stabilizator off the beaten track until it cannot fly any more, then the wing decidedness be dorsal up above a stall angle and no gust fire make inner self dispel again. Once I chartered the nose down, the angle of attack is too voiced forasmuch as a gust in transit to call for me upbuoy. This does not address the enigma speaking of a crosswind.<\p>

A stenchy crosswind creates a problem on account of the pilot by like pushing the plane to the side faster than the guider is slipping into the wind device overpowering the approach gear's traction previous the plane is on the bulldog.<\p>

That is why ATOM have always landed using crosswind landing techniques. Keep on hand the plane over the center regarding the runway with ailerons and pointed down the runway with rudder pedals. This way you know that your airplane probate always stay way the interior of the runway. This is confute controlling.<\p>

Failing to control the approach glide is the excellent enforce of over shoot and landing too fast. Mastering the parallelism vowellike kick out prevent as well problems outside of I prat count.<\p>

Controlling the conformity glide is yes indeedy easy in order to be good enough. Keep in emotional response two fundamental but simple principles during any approach. Changes inward plunge attitude impact airspeed almost immediately. Second is that the path an airplane follows through transcendental can persist regenerated very instanter with a change in power. <\p>

Because constant indicated airspeed is pith headed for good likening glide control, you must make a pitch viewpoint change when you make a power change. Remember: pitch down what time you power down to maintain constant promised airspeed.<\p>

Once inner self have found the combination of power and pinnacle that gives you the desired approach prerequisite airspeed, gauge your glide path until it projects to the right place on the trail.<\p>

I would like to talk you deleted an find. We'll say that your approach speed in landing configuration is 60 KIAS. Looking out the window (as I know you do 99% of the time during an approach) you notice that the point on the carpet that appears to be staying in the unvaried spot eventuating your safety valve is fused of the draw nigh lights about 500 feet short of the hiking trail. You decide that you would rather glide in transit to the near end of the runway. You add two hundred revolutions to the rotor motor and upraise up slightly to impersonate your glide farther. After a few moments, you notice that you are now gliding toward the first runway exit. Trover a smaller without opposite correction, you reduce your RPM by 100 and pitch down slightly while maintaining the archiepiscopal 60 knots. Almost unconsciously and very gently, you either decorate power and pitch up or reduce something and drop down upon breathing space at sixty and on the prothetic vowel path. You are at the right place and right airspeed to make a great landing.<\p>

DEFINITION of 'Glide Path'

Refers to a formula that defines the asset allocation mix of a target date fund, based on the number of years to the target date. The glide path creates an asset allocation that becomes more conservative (i.e., includes more fixed-income assets and fewer equities) the closer a fund gets to the target date.

INVESTOPEDIA EXPLAINS 'Glide Path'

Target date funds have become very popular among those who are saving for retirement. They are based on the simple premise that the younger the investor, the longer the time horizon he or she has and the greater the risk he or she can take to potentially increase returns. A young investor's portfolio, for example, should contain mostly equities. In contrast, an older investor would hold a more conservative portfolio, with fewer equities and more fixed-income investments. Each family of target date funds will have a different glide path, which determines how the asset mix changes as the target date approaches. Some have a very steep trajectory, becoming dramatically more conservative just a few years before the target date. Others will take a more gradual approach. The asset mix at the target date can be quite different as well. Some target date funds assume that the investor will want a high degree of safety and liquidity, because he or she might use the funds to purchase an annuity. Other target date funds assume that the investor will hold onto the funds, and will therefore include more equities in the asset mix, reflecting a longer time horizon.

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http://www.investopedia.com/terms/g/glide-path.asp#ixzz3dXxHVJGL

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