In article ,
Kirk Stant wrote:

The problem with this approach is that you are tailoring your glider
to one specific condition - and give away the wonderful game of
tailoring a glider's wingloading to the actual condition you are
flying in. A floater in the spring is nice, but is no fun in the
middle of summer when 10 knotters roam the desert and you need an IFR
clearance to climb to cloudbase! BTW, that is probably a big part of
the PW-5 problem - too much of a one-trick pony...IMHO.


I think a glider which is designed to be good in a wide variety of
conditions is great in none of them. Having said that, I think the
gliders which weigh less AND have a higher aspect ratio provide
more promise for the sport than the ETA's of the world. I was
pleased by the choices of the Diana and Sparrowhawk designers
to make a fast airfoil instead of focussing on low stall speed
and minimum sink. Neat, neat stuff...

The whole Sparrowhawk thing scares me to death! When I'm bashing
around at 130 knots, I want my glider to have a certain structural
authority! Same thing when landing on some strange desert airstrip

Having never flown it, and having no experience with any glider structural
failure, I may have to wait until a few reports have come in.
Sort of like the difference between the DA-40 and the Cirrus, which
really only became starkly clear after they'd flown quite a bit,
some accident reports had come in, and the insurance carriers
made their conclusions. I am hopeful and optimistic, but only
the test of time will tell...


It sure is fun to browse all the exciting equipment at each extreme...

You're damn right about that! And congratulations on your CFIG, BTW!

Thank you, Kirk. I'm glad to be a part of the sport.


Kirk
A not very lightweight pilot

Mark

Not a very heavyweight pilot