On Sunday, May 21, 2017 at 4:00:05 PM UTC+3, Chris Rollings wrote:
At 11:24 21 May 2017, Martin Gregorie wrote:
On Sun, 21 May 2017 03:39:09 -0700, Bruce Hoult wrote:

On Sunday, May 21, 2017 at 1:00:07 PM UTC+3, Mike Oliver wrote:
I flew one for many years. 1000 hrs+ Can't add anything on the
technical side but what I would say is that it remains fantastic value
for money. Make sure you get or make good rigging aids, a root trestle
at rigging height and a tip trestle along with a wing dolly at the
root
end and I could easily rig mine single handed without any lifting of
the wings.

Flew at least 8 flights over 500k here in the UK longest was 564k.
Climbs beautifully on the early thermals so could leave early in the
mornings. Longest flight time was over 8 hours and never found any
discomfort in the cockpit. I'm just under 6'0.

Brakes are weak if you have no headwind but a tip I was given (which
goes against all training)! was that if seriously too high IN NO WIND
conditions and NO TURBULENCE you can open the brakes and raise the
nose to take it to the back of the drag curve. It comes down smoothly
and rapidly. When back to the correct angle lower the nose and
complete
approach as normal. It works. I'll bet people will want to come on
here
who have never flown one and say different but try it at altutude
first. I could even do this whilst playing with the rudder and it
showed no tendency to drop a wing.

Std Libelle brakes are similar. But a slip works better.

As Bruce says, its easy to do a full deflection, full-brake slip in a Std

Libelle. This turns it into quite a satisfactory brick and compensates
nicely for its rather weak brakes if you're a bit high on finals or at a
field, such as Borders, that needs a higher descent rate.

How vigorously can you slip an SHK?

I ask because I've seen a comment that applying full rudder in an SH
affected its pitch trim. I've heard that many V-tail control systems may
limit the available deflections if deflections on more than one axis are
used and am wondering if that limits slipping in an SHK. Disclaimer:
I've never flown anything with a V tail.


--
martin@ | Martin Gregorie
gregorie. | Essex, UK
org |


It's interesting to note that many, possibly most, of the glider and light
aircraft types that started out with a V-tail, went over to a conventional
tail-plane and rudder if the went on to a mark 2 or other later development
In the current context, the first Cirrus was essentially a glass SHK,
the prototype inherited the V-tail, the production versions went over to
the conventional tail-plane and elevator.

ITYM "all-flying tailplane"