Houston JS1c crash ONLY (not in any way about a Puchaczs, or anything else!)

At 14:19 19 July 2014, wrote:
On Thursday, July 17, 2014 2:55:57 PM UTC-4, Sean Fidler
wrote:
For the love of god, please discuss no other subjects here
but the JS1
an=
d this very sad accident. =20
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Do we even know that this accident involved a spin yet?
Any factual
info=
rmation? Did anyone see it spinning? It easily could have
been a medical
=
or a structural failure or rigging issue, etc? Has anything new
been
learn=
ed about this accident other than that the glider crashed and a
pilot was
f=
atally injured. =20
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It is sickening to me when an accident happens. But I think
its
importan=
t to do what it takes to understand the cause and increase my
knowledge.
T=
he previous thread had almost no value in terms of the JS1 or
this
accident=
and is clearly drifting off into the abyss.
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I was very close to ordering a JS1c this summer. I would
like to race
18=
/Open more than 18/15 as 15 is likely going to be
handicapped soon. I
have=
put a purchase decision off for a bit, but still have serious
interest in
=
the JS1c for the future as it is clearly very strong in both 18m
and Open
c=
lass around the world. =20
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Personally, I think the JS1c is as safe as any other modern
glider.
That=
is to say that they are all high performance aircraft with
massive wings,
=
tiny control surfaces and a tendency to fly with aft CG most of
the time,
e=
tc, etc (;-)). =20
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I would love to hear other meaningful and relevant opinions
about the
JS1=
c as well as any updates relating to the cause of this terrible
accident. =
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So basically, unless you have flown a JS1, own a JS1 or
plan on buying a
=
JS1 there is probably not alot you can add (or subtract) from
this thread.
=
Sorry...but true.
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Sincerely,
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Sean
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Sean

I'm interested in ordering a JS1-Cj too Sean. Please share the
responses
yo=
u received.

I don't want my private email posted on a public forum and I
have asked Sean not to do so. However I have copied and
slightly edited below the relevant parts of my email to him.
My impressions are those of an experienced older pilot but not
a top competitor.

The first thing to dispel about JS1s is the story about them
being "built in a shed". I spent 2 full long days at the factory
in January and while they were still using a hangar space for
final tinkering around, instrumentation work and final assembly
on new gliders, the major part of the manufacturing is done in
beautiful spacious new premises designed specifically for the
purpose. Their workshops, staff training regimes and general
impression of organisation is very positive.

I spoke to several of the engineers and workers and found they
were highly motivated and proud of their work and I have been
very happy with the build quality and engineering on my glider.
Having said that, the long established manufacturers have over
many years established their own individual solutions to the
little hidden engineering problems with linkages and controls
etc and there were several minor mods to such things in the
early gliders - but nothing significant except for the rudder S-
tube design. That was a complete aberration IMHO but the
modified design follows all the good design features of the
other major manufacturers.

After collection from the factory I flew my glider (S/N 59) at
Bloemfontein for a few weeks in January so, apart from the
first flight at the factory which was 21m and dry, all my early
flights were with the glider ballasted to 560-600kg in 18m or
around 660 kg in 21m mode, and in relatively strong turbulent
conditions. I found the handling of the JS1 to be very pleasant
- very stable but responsive. The aerodynamic flaperon control
forces are heavier than my previous 18m Discus aileron forces
but the reward is much better roll response when you want it.
There is good rudder coordination except in 21m mode and dry
when thermalling at low speeds - around 46knots then you can
momentarily run out of rudder if you are too vigorous with the
roll rate. In ballasted 21m mode I don't find that - presumably
because the airspeed is higher.

The cockpit is wonderfully comfortable and the handling
generally so pleasant that I find it is like flying around lazily in
a comfortable armchair - unlike SH cockpits that all give me a
sore back.

The approach control is good but not spectacular like one of the
new Duo XLs. I tend not to use full landing flap as it floats a
long way and then tends to bounce on my home strip in
Scotland which is a bit bumpy. One thing I don't like is having
the wheelbrake on the airbrake handle as you sometimes have
to reduce airbrake on round out then touch down then let go to
go to negative flaps (as much to protect the flaps when the
wing touches down as for roll control) then back to the airbrake
handle to apply wheel brake. It gets a bit busy.

Winch launching is very easy with a very short run before take
off with the flaps at setting 4.

Aerotow is also very easy because the glider is so stable but I
find it to "floaty" in flap postion 4 and tend to use 3. Ballasted
then I ask for a minimum speed of 70 knots - especially in 21m
- and Uys emphasised that speed as the absolute minimum for
21m at 720kg (which I can't get up to).

Performance-wise it is obviously fully competitive in 18m
mode. I flew a 560k OR task in SA with the 21m tips shared
with an 18m JS1 and a Ventus 2cxt (all ballasted) and it was
clear that the 21m JS1 climbed and cruised better and I was
able to catch and pass them quite easily. Handling-wise when
ballasted I find the JS1 nicer in 21m but when dry I prefer it in
18m.

I have no qualms at all about flying my glider either from the
structural or flying characteristic point of view but I do make
sure that the aerotow speed is sufficient just in case.

John Galloway