Pegasus or ....?

On Nov 23, 8:43 am, Mike125 wrote:
I'm looking to move up a level from my ASW 15. Ideally, I'd like an LS
4 but they are few and far between. A couple of Pegasuses (Pegasi?)
are listed on W&W and seem to be reasonably priced for what you get. I
am in the US and am aware of the 3000 hr issue but don't fly enough
for that to be a factor with the ones I've seen. After looking through
the RAS archives it seems that parts and support were/are an issue.
The most recent of these posts are from 2003. Can I assume that
support hasn't gotten any better? What are you Pegasus drivers
experiencing these days?

As an aside, my ASW 15 had an Experimental certificate when I bought
it. The original owner had a water ballast system installed and the
certificate changed from Standard to Experimental. The system had been
mostly removed when I bought it. I finished the process and had the
certificate changed back to Standard. My questions are 1) how
difficult is it to make the change from Standard to Experimental? and
2) wouldn't this make repairs a little less difficult?

Anyone have a nice LS 4 they are willing to part with?

Mike

Pegasus is a very good choice. It doesn't have any bad habits. It is
built like a tank, simple and parts are available through the factory
without any issues whatsoever. Send me an email to jacek dot kobiesa
at clearwire dot net to remained me of it and I will send you their
contact. I bought from them hinges, hinge pins, pedals, etc. So, don't
buy from anybody that lack of factory support nonsense. In flight, if
you don't go above 85 kts. you can stay with almost every standard
class glider. Cockpit is big, I am 5'10", 186 lbs. and I still had a
room to spare. The only item that I had an issue with is very weak
wheel brake. I rebuild it in my glider with new shoes, springs, cable,
and it was still marginal. But don't take my word for it: go and fly
one, and then fly the LS-4, ASW-19, and whatever else you can and make
your own decision. I just sold mine and I put on it last 2 seasons
almost 200 hours.

Jacek
Pasco, WA

Pegasus is a very good choice.


Agreed.


It doesn't have any bad habits..


Only one, IMHO. It is a handful in a cross wind take off. And, after
having seen 2 other 19's connect with solid objects after veering off to
the side in a xwind departure, I suspect that my opinion is shared with
others.

In my 2 or 3 years as a part owner in a 19, I can't remember a single
xwind take off that I really was happy with. OTOH, take offs in my LS6
in similar conditions are "no brainers".

Tony V.

Tony Verhulst wrote:

Pegasus is a very good choice.


Agreed.


It doesn't have any bad habits..


Only one, IMHO. It is a handful in a cross wind take off. And, after
having seen 2 other 19's connect with solid objects after veering off to
the side in a xwind departure, I suspect that my opinion is shared with
others.

In my 2 or 3 years as a part owner in a 19, I can't remember a single
xwind take off that I really was happy with. OTOH, take offs in my LS6
in similar conditions are "no brainers".

Tony V.


Oh, poop! in the above, wherever it says '19" substitute "peg". What a
brain fart.

Tony

Tony Verhulst wrote:

Pegasus is a very good choice.

Agreed.

It doesn't have any bad habits..

Only one, IMHO. It is a handful in a cross wind take off. And, after
having seen 2 other 19's connect with solid objects after veering off to
the side in a xwind departure, I suspect that my opinion is shared with
others.

In my 2 or 3 years as a part owner in a 19, I can't remember a single
xwind take off that I really was happy with. OTOH, take offs in my LS6
in similar conditions are "no brainers".

The ASW 19 (and the ASW 20) cross wind ability can often be improved by
starting the takeoff roll with the spoilers open. This might also work
for the Pegasus.

If it does help, then it's an easy matter to learn to prevent the
occasional heartburn it causes the line crew and the tow pilot when they
see the spoilers open at the start of the launch.

--
Eric Greenwell - Washington State, USA
* Change "netto" to "net" to email me directly
* "Transponders in Sailplanes" http://tinyurl.com/y739x4
* "A Guide to Self-launching Sailplane Operation" at www.motorglider.org

Eric Greenwell wrote:

The ASW 19 (and the ASW 20) cross wind ability can often be improved by
starting the takeoff roll with the spoilers open. This might also work
for the Pegasus.

I think the Peg is the best of the three on this point. I've never flown
a 19, but it you examine a Peg and a 19 side by side, the Peg looks to
have bigger ailerons. I mostly winched the Peg, but when I did aero tow
it I didn't have any particular wing drop problems.

The 20 is easily the worst behaved with its tiny ailerons - even the
owners manual says they have so little bite that you should start the
takeoff roll in negative flap.


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

Sorry Martin,

the 20 has full-span ailerons which aren't tiny by any means.
Negative flaps on initial ground roll is standard procedure for any flapped
ship, and if you do it with the 20, it is pretty difficult to drop a wing.

Bert

"Martin Gregorie" wrote in message
...
The 20 is easily the worst behaved with its tiny ailerons - even the
owners manual says they have so little bite that you should start the
takeoff roll in negative flap.


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

Bert Willing wrote:
Sorry Martin,

the 20 has full-span ailerons which aren't tiny by any means.
Negative flaps on initial ground roll is standard procedure for any flapped
ship, and if you do it with the 20, it is pretty difficult to drop a wing.

Yes, I know the flaps deflect half as far as the ailerons, but there's
still very little bite below 30-35 kts even with a notch of reflex flap
and the ground roll felt very busy at first.

I had a wing drop or two among my first flights in my 20 - something I
never experienced on the club's Peg - or the Williams Soaring one
either. I don't recall much difference in the weather conditions during
those launches either - certainly nothing worth commenting on.


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

Martin Gregorie wrote:
Bert Willing wrote:
Sorry Martin,

the 20 has full-span ailerons which aren't tiny by any means.
Negative flaps on initial ground roll is standard procedure for any
flapped ship, and if you do it with the 20, it is pretty difficult to
drop a wing.

Yes, I know the flaps deflect half as far as the ailerons, but there's
still very little bite below 30-35 kts even with a notch of reflex flap
and the ground roll felt very busy at first.

My ASW 20 C had plenty of "bite" by 20 knots - it was only the first 100
feet or so that might have a wing drop.


I had a wing drop or two among my first flights in my 20 - something I
never experienced on the club's Peg - or the Williams Soaring one
either. I don't recall much difference in the weather conditions during
those launches either - certainly nothing worth commenting on.

Some flapped gliders have a higher angle of attack when sitting on the
ground, compared to similar unflapped gliders. This can cause the tip to
stall more easily in the "neutral" flap position, but using negative
flap improves the situation. It also reduces the effects of crosswinds.

Why a higher angle of attack? One reason is to allow a slower touch down
speed with main and tail touching at the same time; another is a longer
gear extension can provide more pilot protection in an off field landing
(more clearance), and more protection in a very hard or crash landing
(more room to absorb energy).

--
Eric Greenwell - Washington State, USA
* Change "netto" to "net" to email me directly
* "Transponders in Sailplanes" http://tinyurl.com/y739x4
* "A Guide to Self-launching Sailplane Operation" at www.motorglider.org

wrote

Pegasus is a very good choice.

Excellent performance for the money.

It doesn't have any bad habits.

Well, keeping wings level in the early part of the takeoff run can be a bit
of a challenge, especially in even the lightest crosswind. It also tends to
drop the nose pretty dramatically and abruptly if you let speed bleed off in
a slip. Otherwise I find it to be a very honest and relatively docile
aircraft. Handling is excellent with very sensitive response in pitch and
yaw (roll is a bit less enthusiastic, as is typical for this type of
aircraft). Be prepared for some moderate PIO on the first takeoff or two.
Assembly is very straightforward assuming spring-loaded sleeves have been
retrofitted to aileron and spoiler connections, otherwise pinning these
connections can be awkward. A sleeve can not be added to the elevator
connection due to lack of space, but this connection is exposed enough that
using a safety pin is not a problem.

It is built like a tank, simple and parts are available through the
factory
without any issues whatsoever.

If you speak French.

Send me an email to jacek dot kobiesa
at clearwire dot net to remained me of it and I will send you their
contact. I bought from them hinges, hinge pins, pedals, etc. So, don't
buy from anybody that lack of factory support nonsense.

Support is available. Access to support for non-Francophones can be
challenging. My best advice to a potential Peg owner is to learn enough
French to be polite and have patience.

In flight, if
you don't go above 85 kts. you can stay with almost every standard
class glider. Cockpit is big, I am 5'10", 186 lbs. and I still had a
room to spare.

I am 6' 3" (1.9 meters) and 230 pounds (103.3 kilos). Aside from being a bit
tight in the shoulders, my Peg fits me just fine with a backpack parachute.
I do find the rudder pedals to be very narrow and have to fly wearing
specialized driving shoes with narrow soles to fit my feet into the pedals.
I also find that my knees fall exactly under the relatively sharp bottom
edge of the instrument panel (I added some split rubber hose as "edge
dressing" to provide a bit of cushioning).

The only item that I had an issue with is very weak
wheel brake. I rebuild it in my glider with new shoes, springs, cable,
and it was still marginal.

I find the brake, operated by a motorcycle-like lever on the stick,
acceptable when stopping from a slow roll, otherwise it's virtually useless.

But don't take my word for it: go and fly
one, and then fly the LS-4, ASW-19, and whatever else you can and make
your own decision. I just sold mine and I put on it last 2 seasons
almost 200 hours.

In my humble opinion, the Pegasus is a great aircraft and a good choice for
moderately experienced pilots as a first high-performance or competition
sailplane.

--
Bill
"TX"


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On Nov 29, 3:22 am, "Bill" wrote:
snip
A sleeve can not be added to the elevator
connection due to lack of space, but this connection is exposed enough that
using a safety pin is not a problem.
snip

I've just brought one and the elevator is self-connecting - it's a
101a.