Robert,

If you look at the actual Schleicher Tech Note to the K21 No. 23 (Jan. '91),
you will find that it gives information as to why the change in the Flight
Manual was made (London Sailplanes should have a copy).

I do not have a copy myself, but from memory the alteration was made after
test flying in the USA by the military. As I recall it was used at the US
Navy Test Pilots School at Pautuxtent River (their equivalent to Boscombe
Down), and they flew it ballasted to an extended aft C. of G.

How this ties in with Cindy's information about a USAF accident and
Evaluation I don't know, perhaps my memory is at fault.

Bill.

W.J. (Bill) Dean (U.K.).
Remove "ic" to reply.


"Robert John" wrote in
message ...

Cindy,

Thanks for that. I fly K21s very often (though I've never been able to
spin one). I'll look at the latest POH.

Any idea why the pause is recommended? Can't be the 'shadowing' effect.

Incidentally, the Duo Discus flight manual has the usual order of actions
(Ailerons neutral, Opposite rudder, Stick forward until rotation ceases
and airflow restored, Centralise rudder and pull out) but no mention of a
pause. I haven't experimented with it.

Rob


Then I hope you will read the revision to the AS-K 21 POH, which
updated/changed the spin recovery protocol to include the 'pause' based
on flight testing, after a spinning fatality in the K-21.

No pause, slower recovery.
Pause, more prompt recovery.
K-21 is a T-tail.

Beware broad judgments.
Please know your POH and its recommended procedures.
If you teach/deliberately enter spins, have a predetermined exit
altitude for non-responsive behaviour, or don't bother wearing the
chutes.

If there was on line access for the USAF Spin Eval report for the K-21,
I would make it available... but I have no electronic source.

Cindy B
www.caracolesoaring.com