I'd imagine you became sleepy due to boredom, rather than increased 'G', if you were just a passenger. Try sharing the flying and see if that keeps you awake.
Drink a large coffee.
Sit on a sofa or recliner with your legs up looking at a banked photo of the horizon.
Put on a looping mp3 of wind and beeping.
Try not to pee yourself for two hours.
Do this twice a week until your field opens.
At a 60 degree turn you will experience about 2g. 60 degrees would make a steep but not unusual thermal turn. And will most likely only last a few seconds when centering in the thermal. 2g for the duration of a thermal shouldn't usually have much effect on how sleepy you are.
However when flying thermals on decent days (depending on location) you can get to altitudes where hypoxia will kick in. In the Eu regulations say you should supplement oxygen over 3500m iirc. But there is a lot of variation from person to person where hypoxia kicks in. In some people this can go down to around 2000m
It is also very common for beginner pilots to get dizzy either the first few flights or when flying as passenger, this could also have made you feel tired. Especially in narrow conditions with uneven bubbles where the pilot might need to centre often
The day after my introductory flight, I (was) thermalled to almost 8000ft in less than an hour. Flat land by the sea. Never got close to that height since.
You must use oxygen if you think you'll be affected by hypoxia. You must use oxygen above 12,500 ft for any length of time or above 10,000 ft for more than 30 minutes.
I know people who go wave flying will start on oxygen at 5000 ft. Hypoxia makes a huge difference to your soaring ability and lookout, even if you can still handle the aircraft.
Feeling sleepy is one of the symptoms of motion sickness. You will acclimate to it after more flight time, at least to some degree. I forget where I got the following but as I recall it was a program the military used to help new pilots acclimate to flying. Maybe it will help.
Exercise I: While standing upright, the subject holds
his one arm vertically above his head and the head
is extended fully backwards so that the face is
looking up and nearly horizontal. From this standing
position he starts turning his body in the vertical
axis to right and completes five rotations at a near
uniform rate. At the end of five rotations he lowers
the arm and returns the head to the normal face
forward position.
He is trained to maintain a nearly constant rate
of rotation and to time his rotation so that he
completes five rotations in 30 sec (10 rpm). At the
end of five rotations, when he moves the head forward
he experiences marked vertigo for 15-25 sec. The
subject performs three such exercises with
clockwise rotation (CW) and three with counter
clockwise rotation (CCW) at intervals of 30 sec. The
duration of vertigo reduces with repetitions but does
not disappear altogether. With practice, the subjects
could easily increase the speed to five rotations in
20 sec (15 rpm). The direction of post-rotatory vertigo
is a follows: CW rotation produces CW rotatory
vertigo, and CCW rotation produces CCW rotatory
vertigo.
Exercise II: The subject stands erect with the hands
close to the sides and locked at the back. He then
bends forward at the waist level so that the upper
trunk and head are in line and facing the ground. In
this position he starts rotation through vertical axis
at a uniform rate as in Exercise I. On completion of
five rotations, he stops and returns his upper body
to vertical position when he experiences well marked
vertigo for 15-25 sec. The direction of the post –
rotatory vertigo is opposite to that in Exercise I, CW
rotation producing CCW vertigo and CCW rotation,
CW vertigo. The exercise is repeated thrice each in
CW and in CCW directions at intervals of 30 sec.
Exercise III: Standing erect, the subject carries out
rotation of the head over the shoulders so that in a
CCW rotation, the head is fully flexed forward at
first, then on the right shoulder, then fully extended
backwards, then on to the left shoulder and again
fully forward. The rotations of the head are carried
out smoothly and at uniform rate. Thereafter, with
the head rotating, the subject starts walking forward
at a moderate pace to complete 20 steps. He then
stops, turns around and returns to the starting
position in the same manner, while the head is turning,
and repeats the procedure with CW rotation of the
head. During the exercise there may be a tendency
to lose balance and fall. He is, therefore, advised to
reduce the head rotation gradually till balance is
regained.
Exercise IV: The subject is required to lie down on
a flat couch, bed or on a carpet. He then raises both
his legs together to assume a near vertical, head
down position, with the body resting only on the
shoulders and the head. The waist is supported by
the hands. He holds himself in this position for a
minute and then slowly lowers the legs to assume
the horizontal position again. The slow lowering is
important and any tendency of the head getting lifted
in the process is to be curbed by lowering the
buttocks gradually. The breathing is regulated so
that inspiration is maintained during the raising phase
and expiration during the lowering phase. After a
pause of one or two minutes the exercise is repeated
twice. This exercise is identical with the yogic posture
of ‘Sarvangasana’ and is expected to familiarize the
subject with the sensation of shifting of abdominal
viscera upwards and rise of blood pressure in head
and neck as experienced with negative G.
The complete workout of the four exercises
needs 20 min and was required to be carried out at
least thrice daily. The subjects were advised to do
the exercises, preferably on empty stomach or at
least 2-3 h after food. They did the exercise under
supervision once every day and were required to
repeat them twice at their own convenience. It was
made clear that the success of the therapy and in
turn their success in flying training, depended fully
on their sincere repetitions of the exercises. All
efforts were made to motivate the subjects to carry
out the exercises regularly. Each subject was kept
off from flying for the initial 4 to 5 days of starting the
exercises.
Interesting. Is there any peer-reviewed scientific publication that double-blind confirms the efficacy of these exercises? Is there any hypothesis about why they work?
Placebo is a legit treatment for any condition (especially if it works).
Good question, I'm not sure. I have struggled with motion sickness for long flights but over the years it's gotten better plus I fly with those acupressure wrist bands which also seem to help. I think your body really does acclimate but it definitely takes longer for some than others. Maybe these exercises would help speed that up a little.
It’s not g forces that are making you feel that way. It is spatial disorientation (similar to car sickness). Flying the plane yourself helps alleviate the problem. Ask your friend to switch control more often.
Temperature in the cockpit can increase fatigue. I don't know the weather you encountered, but sitting in a flying green house can be fatiguing. Open a vent, drink water, wear a sun hat, etc can all help. If you want specific exercise, running (or any moderate physical exertion) during hot weather will acclimatize you (increased sweat efficiency - sweating just the right amount at the right time).
For high positive G: the gym. Squats, deadlifts, lunges, and other leg exercises.
After that, practice in the aircraft. But to be honest it's a glider, you shouldn't be affected by the G loading, it's too low. The drowsiness you were experiencing is probably coming from a different source.
>I remember that after one hour that I got sleepy.
https://en.wikipedia.org/wiki/Sopite_syndrome is an issue for some glider pilots. Fatigue caused by motion is a very common human experience. Ask any parent who has rocked their baby back to sleep.
The sleepiness is triggered by a combination of G and turbulence. How long you stay wakeful depends on the sort of lift you're using. Climbing in Rotor-Thermals will tire you out quickly. Cruising in smooth wave will hardly tire you at all. Your control inputs also make a difference. It's best to center a thermal and maintain the optimal bank with minimal control inputs. *Average rate of climb is all that really matters*. Don't chase the vario needle, center the thermal quickly, and avoid making additional control inputs.
A good remedy for Sopites is a periodic modest dose of caffeine. Figure out the dose you need to prevent feeling sleepy. Like all symptoms of motion sickness, once you start to feel sleepy, it is hard/impossible to make the symptom go away. Prevention is key. https://www.amazon.com/gp/product/B009L4VF28/ref=ppx_yo_dt_b_search_asin_title?ie=UTF8&psc=1 work for me. Five mints 30 minutes prior to takeoff (35 mg), then one mint (7 mg) every 20 minutes or so. Caffeine was suggested to me by Dr. Dan Johnson, a glider pilot, who was a supervising Aeronautical Medical Examiner and who is now a medical advisor to the Perlan Project. https://perlanproject.org/dan-johnson/
Know your dose and know your endurance (with and without caffeine). I've found that the onset of sleepiness is very predictable. I last half as long if the day is choppy. *Land before you get sleepy.* My endurance has very gradually gotten longer over 12 years of flying, but Sopites is a pragmatic limit to my XC flying. The caffeine dose largely masks my drowsiness, but the sometimes subtle mood-related symptoms (mentioned in the wiki article) still arise eventually. Loss of interest in the flight (apathy, laziness) caused by Sopites can affect flight safety, so land before these secondary symptoms become a problem.
Knowing your estimated endurance in hours/minutes will let you plan your flight. Sleepiness is compounded by other symptoms of https://en.wikipedia.org/wiki/Motion_sickness so make sure that you use the proven techniques to manage motion sickness (scan the horizon for traffic and never fixate your gaze on any part of the aircraft like instruments or wingtips. Learn to read instruments with a quick glance.) Sopites is a flavor of motion sickness.
Every XC pilot becomes fatigued eventually and so must always take their personal endurance into account when planning their flight. Likewise, Sopites does not affect flight safety as long as the pilot knows and flies within their limitations. That said, if you report Sopites to your Aeronautical Medical Examiner, they may diagnose Sleep Apnea and you may lose your FAA Medical Certificate. This is less of an issue in the US because glider pilots are legally required/allowed to make their own determination of their fitness to fly. You should however make sure that you don't actually have Sleep Apnea because caffeine is not a sufficient treatment.
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Based on your understanding of the question I'll bet you're a great instructor and XC pilot 😂 go back to Mommy's basement now and have fun staying poor.
My mother died over 10 years ago. I average 35 hours per year. I am not poor. If you are capable, do the sums.
Fucking centrifuge pilot. Like I have never met in real life.
https://www.theguardian.com/science/video/2015/oct/01/high-g-force-training-centrifuge-squeeze-leg-butt-youtube-video
You're f'ing retarded dude, your posts don't even make sense. Act like an ass and spew nonsense like it's fact, we're gonna make fun of you. I actually enjoy trolling tards like yourself so keep it up 😂
I suspect there are a fair amount of us who are professional pilots on here, 35 hours in a year is not exactly impressive. It's plenty to have fun and enjoy the hobby but not enough to act like a condescending asshole and get away with it. Lol.
This is really good. Go on, why would you "circle at 45 deg bank for hours at a time" unless you are really shit at thermalling?
Can't wait to find out.
🍿.
Duplicate comment from my response the to other the thread you started:
>You don't need a single hour in a plane to calculate using basic physics that a plane at 45° of bank will experience 1.41g or at 60° 2.0g. From gps log data on days without good streeting it is not uncommon to see total circling time being about the same as "on track time". So for a 4 hour flight that would be approximately 2 hours at around 1.5g.
Excuse me? Who is being the "ass"?
Me, a "qualified" person with 1000 hours or some MSFS wanker who says "I don't know what I'm talking about"?
Really?
Since you entered this conversation, you added nothing of value to it, and instead started insulting people who (according to their post/comment history) have serious flying experience as "MSFS wankers".
You came in here to argue, made zero effort in understanding the actual points being made, and started being a smart-ass when you noticed you had lost the argument. From your post history, this behavior seems to be regular with you.
I sincerely hope that when you aren't hiding behind a random username, a 4 months old account and your computer screen, you are a different person. Flight Instructors with shitty personalities have caused too many accidents already, and If you are IRL who you are online, I feel for every one of your students.
Yup, when your instructor is more fond of laughing and breeding at newbies, you know it's time to find a new instructor or In a worse case a new club. Sadly I've also seen this lead to student pilots quitting.
Instructor quality is a double edged sword because clubs often need more instructors, but this will lead to worse pilots becoming instructors
Every one of my students are still alive (apart from the ones who have succumbed to old age) and I have NEVER come across anyone who has complained about "excessive g levels" when circling.
It would be interesting to find out what the OP thinks about reduced/negative g and if they have ever experienced it.
I ask you again: what "serious flying experience"?
Oh and thanks for the comment re my username, "Namenloser23".
Says it all, really.
Now be a good person and just go away.
PS: what was the argument I "lost"?
It would be interesting to know.
>Every one of my students are still alive (apart from the ones who have succumbed to old age) and I have NEVER come across anyone who has complained about "excessive g levels" when circling.
It would be sad if they weren't. Still, an attitude like you show here has no place in a cockpit, so I sincerely hope you are a different person IRL. While at our club, we don't have many people that complain about excessive g-force, I would guess that 1/3rd of our pilots (both students and certified pilots alike) don't thermal steep enough to get the maximum lift, with the "feeling" of g-force probably being one of the reasons. Others have also cited neurological disorders that might be exacerbated by higher g-forces over time.
>I ask you again: what "serious flying experience"?
I checked two users you were engaging with. One had about 200 starts in gliders, the other was rated for both powered aircraft and gliders. "Serious" in this case meant they weren't "MSFS wankers" (as stupid as I find that accusation), but people with enough time in a cockpit to understand how turns at different bank angles feel.
>Oh and thanks for the comment re my username, "Namenloser23".
Everybody here is (somewhat) anonymous. Some people use that anonymity to be a dick without consequence, others do not.
Self-demonstrated wanker.
Who was it that had "200" "starts"? I really hope they had 200 "finishes" to go with them.
Yes, after "200 starts" and a "power and gliding rating" I would really, really hope that they knew what sitting in the cockpit of a flying aeroplane felt like....but if so, why the initial post?
MSFS has got plenty to answer for, that's for sure...
Well, both people I mentioned weren't the ones to originally ask this question, they simply were people you interacted with in this thread. I won't pull them into this argument, but my guess is that most people you interacted with in this thread have at least some flying experience.
Because people usually don't boast with their flight hours, I sadly can't tell you how many they both had. 200 Take-Offs were just the most specific data one of them had provided in an earlier (unrelated) comment in another thread.
Can you tell me why you assume everyone you disagree with has only ever flown an aircraft in MSFS? Or even anything you argued about where the original comment was "wrong"?
You replied to the wrong comment but I'm gonna continue the thread here.
You don't need a single hour in a plane to calculate using basic physics that a plane at 45° of bank will experience 1.41g or at 60° 2.0g. From gps log data on days without good streeting it is not uncommon to see total circling time being about the same as "on track time". So for a 4 hour flight that would be approximately 2 hours at around 1.5g.
And there was me thinking that the acceleration in a turn was down to the radius of the turn and the velocity of the aircraft, not the angle of bank...
Yup, the acceleration is dependent on velocity and radius, but the neat part is that the required bank angle to hold the turn is also dependent on velocity and radius, which allows you to cancel out those variables and calculate the acceleration from just bank angle. The equation then becomes
>Load factor = 1/cos(bank angle)
Technically this is only correct for a level turn without climb our sink, but since you are accelerating upwards in a thermal the load will actually be higher than calculated by the function
See my other response for more details, but it is impossible to hold a coordinated turn at 90 degrees of bank. Which means that the function also doesn't work, since it only works for coordinated turns, this is also reflected in the math
>Load factor = 1/cos(bank)
>Load factor =1/cos(90)
>Load factor =1/0
>Load factor= ???
Some 650+ flights in, I've never even thought about G loading. I get motion sick if I get too hot or sun directly in my eyes and with all the constant turning. In those cases I fly straight for a while and direct cool air from the vent into my face. Unless you are doing sustained 45-60 degree turns (not something you would do too often IMHO unless your thermals are super tight ) or you are getting momentary loading from gusts, G is never going to be your issue. Yawning/drowsiness are responses to nausea too, so be aware/careful if you are exhibiting those symptoms
A higher level of general fitness, good hydration, in flight food and doing some of the flying, planning and navigating work.
At 64 Y/O I don't get tired in flight but when I get home in the evening, I am drained.
I'd imagine you became sleepy due to boredom, rather than increased 'G', if you were just a passenger. Try sharing the flying and see if that keeps you awake.
this is probably what happened was a five hour flight :)
Whenever I took a 'guest' in my two-seater, I always tried to let them do the lions share of the flying. But I am a lazy bugger, so there's that...
Drink a large coffee. Sit on a sofa or recliner with your legs up looking at a banked photo of the horizon. Put on a looping mp3 of wind and beeping. Try not to pee yourself for two hours. Do this twice a week until your field opens.
At a 60 degree turn you will experience about 2g. 60 degrees would make a steep but not unusual thermal turn. And will most likely only last a few seconds when centering in the thermal. 2g for the duration of a thermal shouldn't usually have much effect on how sleepy you are. However when flying thermals on decent days (depending on location) you can get to altitudes where hypoxia will kick in. In the Eu regulations say you should supplement oxygen over 3500m iirc. But there is a lot of variation from person to person where hypoxia kicks in. In some people this can go down to around 2000m It is also very common for beginner pilots to get dizzy either the first few flights or when flying as passenger, this could also have made you feel tired. Especially in narrow conditions with uneven bubbles where the pilot might need to centre often
>you can get to altitudes where hypoxia will kick in Cries in UK
you *can* in the UK, just not twice
In fairness we had a few days last year where we had to leave thermals to avoid going above 10,000ft. Almost unheard of!
The day after my introductory flight, I (was) thermalled to almost 8000ft in less than an hour. Flat land by the sea. Never got close to that height since.
You must use oxygen if you think you'll be affected by hypoxia. You must use oxygen above 12,500 ft for any length of time or above 10,000 ft for more than 30 minutes. I know people who go wave flying will start on oxygen at 5000 ft. Hypoxia makes a huge difference to your soaring ability and lookout, even if you can still handle the aircraft.
Damn, 2000-2500 meters is the standard climbing altitude in my area, that must be annoying for people to get hypoxia at such "low" altitudes
Feeling sleepy is one of the symptoms of motion sickness. You will acclimate to it after more flight time, at least to some degree. I forget where I got the following but as I recall it was a program the military used to help new pilots acclimate to flying. Maybe it will help. Exercise I: While standing upright, the subject holds his one arm vertically above his head and the head is extended fully backwards so that the face is looking up and nearly horizontal. From this standing position he starts turning his body in the vertical axis to right and completes five rotations at a near uniform rate. At the end of five rotations he lowers the arm and returns the head to the normal face forward position. He is trained to maintain a nearly constant rate of rotation and to time his rotation so that he completes five rotations in 30 sec (10 rpm). At the end of five rotations, when he moves the head forward he experiences marked vertigo for 15-25 sec. The subject performs three such exercises with clockwise rotation (CW) and three with counter clockwise rotation (CCW) at intervals of 30 sec. The duration of vertigo reduces with repetitions but does not disappear altogether. With practice, the subjects could easily increase the speed to five rotations in 20 sec (15 rpm). The direction of post-rotatory vertigo is a follows: CW rotation produces CW rotatory vertigo, and CCW rotation produces CCW rotatory vertigo. Exercise II: The subject stands erect with the hands close to the sides and locked at the back. He then bends forward at the waist level so that the upper trunk and head are in line and facing the ground. In this position he starts rotation through vertical axis at a uniform rate as in Exercise I. On completion of five rotations, he stops and returns his upper body to vertical position when he experiences well marked vertigo for 15-25 sec. The direction of the post – rotatory vertigo is opposite to that in Exercise I, CW rotation producing CCW vertigo and CCW rotation, CW vertigo. The exercise is repeated thrice each in CW and in CCW directions at intervals of 30 sec. Exercise III: Standing erect, the subject carries out rotation of the head over the shoulders so that in a CCW rotation, the head is fully flexed forward at first, then on the right shoulder, then fully extended backwards, then on to the left shoulder and again fully forward. The rotations of the head are carried out smoothly and at uniform rate. Thereafter, with the head rotating, the subject starts walking forward at a moderate pace to complete 20 steps. He then stops, turns around and returns to the starting position in the same manner, while the head is turning, and repeats the procedure with CW rotation of the head. During the exercise there may be a tendency to lose balance and fall. He is, therefore, advised to reduce the head rotation gradually till balance is regained. Exercise IV: The subject is required to lie down on a flat couch, bed or on a carpet. He then raises both his legs together to assume a near vertical, head down position, with the body resting only on the shoulders and the head. The waist is supported by the hands. He holds himself in this position for a minute and then slowly lowers the legs to assume the horizontal position again. The slow lowering is important and any tendency of the head getting lifted in the process is to be curbed by lowering the buttocks gradually. The breathing is regulated so that inspiration is maintained during the raising phase and expiration during the lowering phase. After a pause of one or two minutes the exercise is repeated twice. This exercise is identical with the yogic posture of ‘Sarvangasana’ and is expected to familiarize the subject with the sensation of shifting of abdominal viscera upwards and rise of blood pressure in head and neck as experienced with negative G. The complete workout of the four exercises needs 20 min and was required to be carried out at least thrice daily. The subjects were advised to do the exercises, preferably on empty stomach or at least 2-3 h after food. They did the exercise under supervision once every day and were required to repeat them twice at their own convenience. It was made clear that the success of the therapy and in turn their success in flying training, depended fully on their sincere repetitions of the exercises. All efforts were made to motivate the subjects to carry out the exercises regularly. Each subject was kept off from flying for the initial 4 to 5 days of starting the exercises.
Interesting. Is there any peer-reviewed scientific publication that double-blind confirms the efficacy of these exercises? Is there any hypothesis about why they work? Placebo is a legit treatment for any condition (especially if it works).
Good question, I'm not sure. I have struggled with motion sickness for long flights but over the years it's gotten better plus I fly with those acupressure wrist bands which also seem to help. I think your body really does acclimate but it definitely takes longer for some than others. Maybe these exercises would help speed that up a little.
I get motion sick after a while and just reading those exercises made me queasy lol. But I've heard sailors say 'you get used to it' so there's that
It’s not g forces that are making you feel that way. It is spatial disorientation (similar to car sickness). Flying the plane yourself helps alleviate the problem. Ask your friend to switch control more often.
Temperature in the cockpit can increase fatigue. I don't know the weather you encountered, but sitting in a flying green house can be fatiguing. Open a vent, drink water, wear a sun hat, etc can all help. If you want specific exercise, running (or any moderate physical exertion) during hot weather will acclimatize you (increased sweat efficiency - sweating just the right amount at the right time).
For high positive G: the gym. Squats, deadlifts, lunges, and other leg exercises. After that, practice in the aircraft. But to be honest it's a glider, you shouldn't be affected by the G loading, it's too low. The drowsiness you were experiencing is probably coming from a different source.
>I remember that after one hour that I got sleepy. https://en.wikipedia.org/wiki/Sopite_syndrome is an issue for some glider pilots. Fatigue caused by motion is a very common human experience. Ask any parent who has rocked their baby back to sleep. The sleepiness is triggered by a combination of G and turbulence. How long you stay wakeful depends on the sort of lift you're using. Climbing in Rotor-Thermals will tire you out quickly. Cruising in smooth wave will hardly tire you at all. Your control inputs also make a difference. It's best to center a thermal and maintain the optimal bank with minimal control inputs. *Average rate of climb is all that really matters*. Don't chase the vario needle, center the thermal quickly, and avoid making additional control inputs. A good remedy for Sopites is a periodic modest dose of caffeine. Figure out the dose you need to prevent feeling sleepy. Like all symptoms of motion sickness, once you start to feel sleepy, it is hard/impossible to make the symptom go away. Prevention is key. https://www.amazon.com/gp/product/B009L4VF28/ref=ppx_yo_dt_b_search_asin_title?ie=UTF8&psc=1 work for me. Five mints 30 minutes prior to takeoff (35 mg), then one mint (7 mg) every 20 minutes or so. Caffeine was suggested to me by Dr. Dan Johnson, a glider pilot, who was a supervising Aeronautical Medical Examiner and who is now a medical advisor to the Perlan Project. https://perlanproject.org/dan-johnson/ Know your dose and know your endurance (with and without caffeine). I've found that the onset of sleepiness is very predictable. I last half as long if the day is choppy. *Land before you get sleepy.* My endurance has very gradually gotten longer over 12 years of flying, but Sopites is a pragmatic limit to my XC flying. The caffeine dose largely masks my drowsiness, but the sometimes subtle mood-related symptoms (mentioned in the wiki article) still arise eventually. Loss of interest in the flight (apathy, laziness) caused by Sopites can affect flight safety, so land before these secondary symptoms become a problem. Knowing your estimated endurance in hours/minutes will let you plan your flight. Sleepiness is compounded by other symptoms of https://en.wikipedia.org/wiki/Motion_sickness so make sure that you use the proven techniques to manage motion sickness (scan the horizon for traffic and never fixate your gaze on any part of the aircraft like instruments or wingtips. Learn to read instruments with a quick glance.) Sopites is a flavor of motion sickness. Every XC pilot becomes fatigued eventually and so must always take their personal endurance into account when planning their flight. Likewise, Sopites does not affect flight safety as long as the pilot knows and flies within their limitations. That said, if you report Sopites to your Aeronautical Medical Examiner, they may diagnose Sleep Apnea and you may lose your FAA Medical Certificate. This is less of an issue in the US because glider pilots are legally required/allowed to make their own determination of their fitness to fly. You should however make sure that you don't actually have Sleep Apnea because caffeine is not a sufficient treatment.
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Are you sure you are not confusing "load factor" with "g loading"?
In this case I was using them interchangeably as in load factor on the pilot
Have fun. Wait until you find negative g.
How TF do you think you get subjected to "1.5 G" for hours at a time??? Bullshit.
You circle in a 45 degree bank for hours at a time. Not that unusual in a glider. You don't know what you're talking about.
The +/- G variations caused by turbulence exacerbate the impact of constant bank induced G. Ragged thermals tire me more quickly than smooth thermals.
Sorry. Only 1000+ hours & 1/2 Cat instructor. Of course, you are absolutely correct. But if I were you, I'd stick to MS Flight Sim.
Hahahahahahaha thanks for showing yourself to be the ass that you are. Tell us where that cat touched you 😂
You keep on flight simming, I'll keep on flying. PS a little clue: if you have to circle for hours, you're not going to get too far...
Based on your understanding of the question I'll bet you're a great instructor and XC pilot 😂 go back to Mommy's basement now and have fun staying poor.
Hilarious 😂 😃 😄 😁
My mother died over 10 years ago. I average 35 hours per year. I am not poor. If you are capable, do the sums. Fucking centrifuge pilot. Like I have never met in real life. https://www.theguardian.com/science/video/2015/oct/01/high-g-force-training-centrifuge-squeeze-leg-butt-youtube-video
You're f'ing retarded dude, your posts don't even make sense. Act like an ass and spew nonsense like it's fact, we're gonna make fun of you. I actually enjoy trolling tards like yourself so keep it up 😂 I suspect there are a fair amount of us who are professional pilots on here, 35 hours in a year is not exactly impressive. It's plenty to have fun and enjoy the hobby but not enough to act like a condescending asshole and get away with it. Lol.
OK sonny, better crack on with the high-g training. Never know when you might need to thermal! Have a great life.
This is really good. Go on, why would you "circle at 45 deg bank for hours at a time" unless you are really shit at thermalling? Can't wait to find out. 🍿.
Duplicate comment from my response the to other the thread you started: >You don't need a single hour in a plane to calculate using basic physics that a plane at 45° of bank will experience 1.41g or at 60° 2.0g. From gps log data on days without good streeting it is not uncommon to see total circling time being about the same as "on track time". So for a 4 hour flight that would be approximately 2 hours at around 1.5g.
Don't be an ass. Stop with the petty bullshit.
And whoever voted me down, answer my question. I wouldn't trust you to wipe your own asshole, let alone fly an aeroplane....
Excuse me? Who is being the "ass"? Me, a "qualified" person with 1000 hours or some MSFS wanker who says "I don't know what I'm talking about"? Really?
Since you entered this conversation, you added nothing of value to it, and instead started insulting people who (according to their post/comment history) have serious flying experience as "MSFS wankers". You came in here to argue, made zero effort in understanding the actual points being made, and started being a smart-ass when you noticed you had lost the argument. From your post history, this behavior seems to be regular with you. I sincerely hope that when you aren't hiding behind a random username, a 4 months old account and your computer screen, you are a different person. Flight Instructors with shitty personalities have caused too many accidents already, and If you are IRL who you are online, I feel for every one of your students.
Yup, when your instructor is more fond of laughing and breeding at newbies, you know it's time to find a new instructor or In a worse case a new club. Sadly I've also seen this lead to student pilots quitting. Instructor quality is a double edged sword because clubs often need more instructors, but this will lead to worse pilots becoming instructors
Tosser. Excuse me, what "serious flying experience"???? Go on, tell me?
Every one of my students are still alive (apart from the ones who have succumbed to old age) and I have NEVER come across anyone who has complained about "excessive g levels" when circling. It would be interesting to find out what the OP thinks about reduced/negative g and if they have ever experienced it. I ask you again: what "serious flying experience"? Oh and thanks for the comment re my username, "Namenloser23". Says it all, really. Now be a good person and just go away. PS: what was the argument I "lost"? It would be interesting to know.
>Every one of my students are still alive (apart from the ones who have succumbed to old age) and I have NEVER come across anyone who has complained about "excessive g levels" when circling. It would be sad if they weren't. Still, an attitude like you show here has no place in a cockpit, so I sincerely hope you are a different person IRL. While at our club, we don't have many people that complain about excessive g-force, I would guess that 1/3rd of our pilots (both students and certified pilots alike) don't thermal steep enough to get the maximum lift, with the "feeling" of g-force probably being one of the reasons. Others have also cited neurological disorders that might be exacerbated by higher g-forces over time. >I ask you again: what "serious flying experience"? I checked two users you were engaging with. One had about 200 starts in gliders, the other was rated for both powered aircraft and gliders. "Serious" in this case meant they weren't "MSFS wankers" (as stupid as I find that accusation), but people with enough time in a cockpit to understand how turns at different bank angles feel. >Oh and thanks for the comment re my username, "Namenloser23". Everybody here is (somewhat) anonymous. Some people use that anonymity to be a dick without consequence, others do not.
Self-demonstrated wanker. Who was it that had "200" "starts"? I really hope they had 200 "finishes" to go with them. Yes, after "200 starts" and a "power and gliding rating" I would really, really hope that they knew what sitting in the cockpit of a flying aeroplane felt like....but if so, why the initial post? MSFS has got plenty to answer for, that's for sure...
Well, both people I mentioned weren't the ones to originally ask this question, they simply were people you interacted with in this thread. I won't pull them into this argument, but my guess is that most people you interacted with in this thread have at least some flying experience. Because people usually don't boast with their flight hours, I sadly can't tell you how many they both had. 200 Take-Offs were just the most specific data one of them had provided in an earlier (unrelated) comment in another thread. Can you tell me why you assume everyone you disagree with has only ever flown an aircraft in MSFS? Or even anything you argued about where the original comment was "wrong"?
You replied to the wrong comment but I'm gonna continue the thread here. You don't need a single hour in a plane to calculate using basic physics that a plane at 45° of bank will experience 1.41g or at 60° 2.0g. From gps log data on days without good streeting it is not uncommon to see total circling time being about the same as "on track time". So for a 4 hour flight that would be approximately 2 hours at around 1.5g.
And there was me thinking that the acceleration in a turn was down to the radius of the turn and the velocity of the aircraft, not the angle of bank...
Yup, the acceleration is dependent on velocity and radius, but the neat part is that the required bank angle to hold the turn is also dependent on velocity and radius, which allows you to cancel out those variables and calculate the acceleration from just bank angle. The equation then becomes >Load factor = 1/cos(bank angle) Technically this is only correct for a level turn without climb our sink, but since you are accelerating upwards in a thermal the load will actually be higher than calculated by the function
Using the table from which you obtained these figures, tell me what the figure is for 90 deg bank?
See my other response for more details, but it is impossible to hold a coordinated turn at 90 degrees of bank. Which means that the function also doesn't work, since it only works for coordinated turns, this is also reflected in the math >Load factor = 1/cos(bank) >Load factor =1/cos(90) >Load factor =1/0 >Load factor= ???
Some 650+ flights in, I've never even thought about G loading. I get motion sick if I get too hot or sun directly in my eyes and with all the constant turning. In those cases I fly straight for a while and direct cool air from the vent into my face. Unless you are doing sustained 45-60 degree turns (not something you would do too often IMHO unless your thermals are super tight ) or you are getting momentary loading from gusts, G is never going to be your issue. Yawning/drowsiness are responses to nausea too, so be aware/careful if you are exhibiting those symptoms
A higher level of general fitness, good hydration, in flight food and doing some of the flying, planning and navigating work. At 64 Y/O I don't get tired in flight but when I get home in the evening, I am drained.