Tony,

The HP-14 was built in two configurations. On one the flaps were
extended/retracted with a gear/track crank system allowing the flap setting
to be easily modulated. The other had a hydraulic jack system which made
extending the flaps at higher speeds easier; however, controlling the flap
retraction was near impossible. Thus the term "dumping the flaps." (Think
hydraulic trailer ramp jack.)

As mentioned before, Bob Kuykendall has written an article to assist in the
transition which is worth reading.
http://www.soaridaho.com/Schreder/St..._HP_flight.htm

Maybe you could Steve Leonard into letting you fly HP-14 serial number 1 so
you can learn more about its' handling characteristics . :-)

Wayne


"Tony" wrote in message
...

A little late to the party. I love flaps only approaches. My experience is
highly limited to one glider, the Neidrauer NG-1, a modified BG-12/16. It
has large chord large span flaps. I've never seen an HP-14 so don't know how
it compares in size/effectiveness but when I did my first flights in the
glider the problem was coming in short not going long. Full flaps and 55-60
mph gives a measured glide angle of 5:1 or so. How can you not like that? I
do think it is important for would-be flap only pilots to read through
discussions such as this one. Having some airplane time can't hurt,
especially in the large flap Cessnas from days gone by. Shooting an hour of
power off landings in an old 40 deg flap 150 will help you get the idea of
how flaps affect the glide angle and sight picture with the comfort of a CFI
next to you.

I've never seen a problem when I modulate flaps in the pattern in
practically the same manner as i modulate airbrakes. However you have to
remember that with each flap change there must be a corresponding pitch
attitude change. Go from full to none and keep the nose pointed down and
that is exactly where you will go.