HpH 304S JET Videos now on Youtube!

Last I heard, folks were having trouble getting insurance for turbine-
equipped gliders. Has that situation changed?

Thanks, Bob K.

A friend and I have each have one on order with the plan to start a small
club in the San Francisco Bay area.We are hoping that we can get insurance
once a few are flying and some actual data can be given to the insurance
companies. We are working with Costello on this, which deals with AIG, so
who knows what the future holds. My guess is it will be another year or so
but this is a wild guess.

We both flew the jet version last month when we visited the factory and
were extremely impressed with not only the simplicity and coolness of the
jet but also the glider itself. The flight characteristics were similar to
a Duo but with a much better roll rate. In a 45 degree bank it would stay
there hands off even when upset by the rudders. The control harmony was as
good as it gets and the heads up flap setting, colored lights across the
top of the panel, was very pleasant to use. We plan to write a full
article about our trip and will submit it to Soaring Magazine with some
pics.

They teased us with the idea a high by-pass engine, made by the same
company that makes the current one, that would be available in a few
years. It would only be 15 cm bigger in diameter and 2 cm longer but
provide twice the thrust, self launchable, and burn about the same amount
of fuel because of the better low speed/altitude efficiency. It would fit
in the same hole as the current engine and could be easily switched out
when available or at overhaul.

Drew Pearce

At 18:46 29 October 2008, Bob Kuykendall wrote:
Last I heard, folks were having trouble getting insurance for turbine-
equipped gliders. Has that situation changed?

Thanks, Bob K.

Hi Drew,

When is your 304S jet expected to be in the US? I visited the factory a
few months back. Very nice looking ship. HpH also fabricated the wing
fuel tanks for my new jet Salto.

Bob

At 15:00 30 October 2008, Drew Pearce wrote:
A friend and I have each have one on order with the plan to start a
small
club in the San Francisco Bay area.We are hoping that we can get
insurance
once a few are flying and some actual data can be given to the insurance
companies. We are working with Costello on this, which deals with AIG,
so
who knows what the future holds. My guess is it will be another year or
so
but this is a wild guess.

We both flew the jet version last month when we visited the factory and
were extremely impressed with not only the simplicity and coolness of
the
jet but also the glider itself. The flight characteristics were similar
to
a Duo but with a much better roll rate. In a 45 degree bank it would
stay
there hands off even when upset by the rudders. The control harmony was
as
good as it gets and the heads up flap setting, colored lights across the
top of the panel, was very pleasant to use. We plan to write a full
article about our trip and will submit it to Soaring Magazine with some
pics.

They teased us with the idea a high by-pass engine, made by the same
company that makes the current one, that would be available in a few
years. It would only be 15 cm bigger in diameter and 2 cm longer but
provide twice the thrust, self launchable, and burn about the same
amount
of fuel because of the better low speed/altitude efficiency. It would
fit
in the same hole as the current engine and could be easily switched out
when available or at overhaul.

Drew Pearce

At 18:46 29 October 2008, Bob Kuykendall wrote:
Last I heard, folks were having trouble getting insurance for turbine-
equipped gliders. Has that situation changed?

Thanks, Bob K.

Bob,

We have everything on hold until we can get insurance. We have put our
delivery positions up for sale because of the uncertainty of when the
insurance will be available. If we sell our delivery positions now we
still plan to buy one, hopefully two, as soon as insurance is available.


Drew

At 04:30 07 November 2008, Bob C wrote:
Hi Drew,

When is your 304S jet expected to be in the US? I visited the factory a
few months back. Very nice looking ship. HpH also fabricated the wing
fuel tanks for my new jet Salto.

Bob

At 15:00 30 October 2008, Drew Pearce wrote:
A friend and I have each have one on order with the plan to start a
small
club in the San Francisco Bay area.We are hoping that we can get
insurance
once a few are flying and some actual data can be given to the
insurance
companies. We are working with Costello on this, which deals with AIG,
so
who knows what the future holds. My guess is it will be another year or
so
but this is a wild guess.

We both flew the jet version last month when we visited the factory and
were extremely impressed with not only the simplicity and coolness of
the
jet but also the glider itself. The flight characteristics were similar
to
a Duo but with a much better roll rate. In a 45 degree bank it would
stay
there hands off even when upset by the rudders. The control harmony was
as
good as it gets and the heads up flap setting, colored lights across
the
top of the panel, was very pleasant to use. We plan to write a full
article about our trip and will submit it to Soaring Magazine with some
pics.

They teased us with the idea a high by-pass engine, made by the same
company that makes the current one, that would be available in a few
years. It would only be 15 cm bigger in diameter and 2 cm longer but
provide twice the thrust, self launchable, and burn about the same
amount
of fuel because of the better low speed/altitude efficiency. It would
fit
in the same hole as the current engine and could be easily switched out
when available or at overhaul.

Drew Pearce

At 18:46 29 October 2008, Bob Kuykendall wrote:
Last I heard, folks were having trouble getting insurance for turbine-
equipped gliders. Has that situation changed?

Thanks, Bob K.

On 9 nov, 20:30, Drew Pearce wrote:
Bob,

We have everything on hold until we can get insurance. We have put our
delivery positions up for sale because of the uncertainty of when the
insurance will be available. If we sell our delivery positions now we
still plan to buy one, hopefully two, as soon as insurance is available.

Drew

At 04:30 07 November 2008, Bob C wrote:



Hi Drew,

When is your 304S jet expected to be in the US? *I visited the factory a
few months back. *Very nice looking ship. *HpH also fabricated the wing
fuel tanks for my new jet Salto.

Bob

At 15:00 30 October 2008, Drew Pearce wrote:
A friend and I have each have one on order with the plan to start a
small
club in the San Francisco Bay area.We are hoping that we can get
insurance
once a few are flying and some actual data can be given to the
insurance
companies. We are working with Costello on this, which deals with AIG,
so
who knows what the future holds. My guess is it will be another year or
so
but this is a wild guess.

We both flew the jet version last month when we visited the factory and
were extremely impressed with not only the simplicity and coolness of
the
jet but also the glider itself. The flight characteristics were similar
to
a Duo but with a much better roll rate. In a 45 degree bank it would
stay
there hands off even when upset by the rudders. The control harmony was
as
good as it gets and the heads up flap setting, colored lights across
the
top of the panel, was very pleasant to use. We plan to write a full
article about our trip and will submit it to Soaring Magazine with some
pics.

They teased us with the idea a high by-pass engine, made by the same
company that makes the current one, that would be available in a few
years. It would only be 15 cm bigger in diameter and 2 cm longer but
provide twice the thrust, self launchable, and burn about the same
amount
of fuel because of the better low speed/altitude efficiency. It would
fit
in the same hole as the current engine and could be easily switched out
when available or at overhaul.

Drew Pearce

At 18:46 29 October 2008, Bob Kuykendall wrote:
Last I heard, folks were having trouble getting insurance for turbine-
equipped gliders. Has that situation changed?

Thanks, Bob K.- Masquer le texte des messages précédents -

- Afficher le texte des messages précédents -

I guess that the heat problem on the tail will clearly appear with the
new engine (twice the thrust of the actual one)

On Dec 7, 8:41*am, wrote:

I guess that the heat problem on the tail will clearly appear with the
new engine (twice the thrust of the actual one)-

Ah, and is this idle speculation, or can you demonstrate it?

Bob Kuykendall wrote:
On Dec 7, 8:41 am, wrote:

I guess that the heat problem on the tail will clearly appear with the
new engine (twice the thrust of the actual one)-

Ah, and is this idle speculation, or can you demonstrate it?

If, as claimed, the engine burns the same amount of fuel, and it's a
high bypass engine, then my idle speculation is the air temperature at
the tail will be significantly lower.

A turbofan would make the jets much more appealing for glider use,
perhaps at the cost of wider opening in the fuselage.

--
Eric Greenwell - Washington State, USA
* Change "netto" to "net" to email me directly

* Updated! "Transponders in Sailplanes" http://tinyurl.com/y739x4
* New Jan '08 - sections on Mode S, TPAS, ADS-B, Flarm, more

* "A Guide to Self-launching Sailplane Operation" at www.motorglider.org

On Dec 7, 8:41*am, wrote:

I guess that the heat problem on the tail will clearly appear with the
new engine (twice the thrust of the actual one)

Not necessarily. I'd guess most of the additional static thrust comes
from the fan, rather than a bigger core. This would be likely since
the absolute fuel consumption supposedly is unchanged, which means the
amount of heat energy produced in combustion is more or less
unchanged. With the bigger fan (does the original engine even have a
fan, or is it a straight turbojet?) you might actually get lower temps
due to the mixing of cooler bypass air after the turbine section. In
any event I'm guessing the Hph engineers are aware of what the
temperature parameters are as a melty-tail sailplane would not likely
pass certification. It would be fun to watch though...

9B

keep in mind Jet engines move a LOT of air....a LOT of air and only a very
small amount of the air being moved is actually used in combustion so what
you have is a lot of air....and a small % of (fire) combustion...
tim

wrote in message
...
On Dec 7, 8:41 am, wrote:

I guess that the heat problem on the tail will clearly appear with the
new engine (twice the thrust of the actual one)

Not necessarily. I'd guess most of the additional static thrust comes
from the fan, rather than a bigger core. This would be likely since
the absolute fuel consumption supposedly is unchanged, which means the
amount of heat energy produced in combustion is more or less
unchanged. With the bigger fan (does the original engine even have a
fan, or is it a straight turbojet?) you might actually get lower temps
due to the mixing of cooler bypass air after the turbine section. In
any event I'm guessing the Hph engineers are aware of what the
temperature parameters are as a melty-tail sailplane would not likely
pass certification. It would be fun to watch though...

9B