On Apr 17, 9:05*am, "D.Rizzato" wrote:
As long as you don't purchase one from Falcon Gauge
there are Chinese made, mine lasted 75 hours
and they like to charge me what ever it takes to
repair it, but will charge you up front $ 350 bucks
Cheers

"noel.wade" wrote in message

...



Hi All,

This is a bit of a loaded question (I think both sellers are
contributors to RAS) - but I'd like to get as much feedback as
possible from as wide of an audience as possible...

I've been agonizing (here and elsewhere) between the niceties of a
DG-300 and the flapped flexibilities of an ASW-20.

Someone just reminded me of the DG-202/17 on W&W (which I'd earlier
looked at and passed up), and they thought it might be worth
considering again as a potential "meet in the middle" option between
the DG-300 and the ASW-20.

On the one hand, the DG-202/17 isn't automatic hookups like the
DG-300; but it does seem to have the nicer canopy and much of the
prized ergonomics of the DG-300.

With flaps, it should have a flatter polar than the DG-300 (maybe not
100% ASW-20 performance, but possibly not degrade as much in the 65 -
80 knot range where the DG-300 and most other Std-Class ships really
start to lose out to flapped ships).

Again, I'm going to be flying in 2 - 5 knot lift with 4,000'
cloudbases a lot of the time; so raw speed isn't important to me in
terms of strong conditions... I just want to make enough speed to take
advantage of moderate day lengths and still go cross-country (as well
as fly in the desert a couple of times a year, and maybe compete in a
Regional each year in the Sports Class).

The 17m tips of the DG-202/17 are also intriguing. *Coming from a
Russia AC-4 its would be quite a change if I go that route! *But at
the same time, I often watch a local Open Cirrus just cruise (lumber)
along with its 17m wings on such a flat glide - I must admit I am
envious! *I don't know what the DG-202/17 maneuverability is like; but
if it is decent then the extra span might be nice for those scratchy
days where I still want to stretch out and fly XC.

Of course, I don't know what condition this particular DG-202/17 is
in. *JJ's DG-300 is getting all-new Urethane and a nice panel; so the
value there is well-known (and he knows it, too). *But the DG-202/17
is selling for less, and the question is: *How much less does it have
to be in order for the DG-202/17 to become a more attractive deal?

The bottom line is that I'm trying to get the best glider for my local
flying conditions (weak to moderate with low to middling cloudbases),
and my flying style (which requires crisp & responsive handling, good
cockpit ergonomics, and hopefully easy rigging). *I am trying at this
point to view both gliders next week while I'm travelling to
California for vacation.

Any thoughts or details would be very much appreciated! *I can't find
a good measured polar for a DG-202 (just 200's and 400's), so anyone
with a good polar for the aircraft and/or other information on the
detailed differences between the DG-200 and the DG-202 would be great
(I know what's on the Sailplane Directory, but its pretty basic info
about the differences)!

Thanks in advance,

--Noel- Hide quoted text -

- Show quoted text -

Noel:

The differences in the 15m vrs the Standard class is what you are
talking about. If you are set on having flaps then buy the flapped
ship. Either machine you go with will be a giant step forward with
respect to the AC-4. Handling, assembly, and all of that will be
noticably different and should be approached as with any new ship with
great care and attention to detail as to how to just get a circuit
under your belt. Cross country flying on the wet side of the
mountains will require carefully weighted descisions and execution to
provide you with a pucker free flight as in being closer to the ground
for the entire flight. I know many excellent flights have been made
on the west side of the mountains also. Consideration of outlanding
should also be taken into account. How much trouble is it to derig
and haul out of a field. What advantages if any does one have to off
field landings, cocpit safety structure, and susceptability for gear
doors to break and all that.

On the east side of WA you will have more altitude under you and the
flights longer most of the time. This gives you an advantage that you
can take more time to learn how you and your machine are getting
along. Long flights can be made with a little more ease.

It takes time to know your machine, it's polar and flight dynamics so
expect to take some time getting used to it. congratulations on your
ability to step up. Hope to see you in Ephrata soon.


T.Udd