Eric,

I don't recall if my A had a prohibition against spinning in landing
flap. However, to avoid overspeeding the flaps I would immediately
move the flap handle forward after the first half rotation. I had
assumed when I bought the glider that the upturned ailerons in landing
flap position would prevent dramatic autorotation, but this wasn't the
case. I think the 20 developed a bad reputation because pilots were
setting the landing flaps on downwind rather than waiting until final
approach. The 20 definitely handles less pleasantly, especially in
turns and turbulence with the landing flaps down.

With full flaps on the A, the nose angle at stall was below the
horizon. Just another thing to get used to.

I have to say I think George T. went a little overboard in
charcaterizing the 20 as a dangerous glider. Like all fast glass, it
requires additional energy management skills and a respect for the
altitude it will need to recover if abused. I see it as no less safe
or dangerous than a Discus. Perhaps more complex, but that's a
training issue. That's not nostalgia talking. I prefer newer
gliders... they are better harmonized, easier to put together, climb
and glide better. But the 20 (2nd gen) has the same management issues
as third generation flapped ships (V2, ASW-27) and newer gliders are
no less disposed to bite their masters if mishandled. There's nothing
inherent in the glider that would presdispose it to accidents. But
like all fast glass, it will accentuate pilot ignorance.

As for George's complaints against manual control hookups, well, this
is a fact of life. I would guess that 3/4 of all ships in service have
manual hookups. Again, a training issue. Pilots who follow the
manufactures' assembly instructions and best practices (double
inspection, critical assembly check, positive control check) don't
have problems. Control failures can almost always be traced back to
poor maintenance or a mistake in the assembly and inspection sequence.
There are some inherently poor designs, but the 20's hotellier
fittings are not among them. And after market safety devices are
available to address their known weaknesses (or more correctly,
weakness in the assembler). Are automatic control hookups better...?
You bet! But that doesn't make manual hookups inherently unsafe. They
simply require more attention.