Some Soaring Questions!

On Monday, December 31, 2012 4:06:12 AM UTC-8, Rtr wrote:
I'm an ASEL pilot and I'm really interested in gliding. 1.) Looks like theres a lot of way to enjoy gliding, such as cross-country, racing, giving instructing/rides, aerobatics, carving around in the mountains (ridge/wave), and your common playing-around-in-the-house-thermals. As far as cool things to go do in a glider, am I missing anything? Anything cool I could be looking up on YouTube while I wait for winter to run it's course? 2.) Once you've got a glider rating, what additional requirements and training are required to be able to go out and safely perform simple aerobatics? I'm not talking about heading out for some inverted flat spins as soon I'm rated, but I really would like to have the ability to go out and perform some basic maneuvers. Do clubs typically allow aerobatics? 3.) Please correct me if I'm wrong: Glide ratio is the primary concern in racing and cross-country flying, where minimum sink is the larger concern if you're just hanging around locally and trying to stay aloft. In the latter case, in flatland, will there be a lot of days where you just can't find enough lift to maintain altitude? When that happens, are the more skilled guys able to stay up a lot longer? I guess what I'm wondering is if a pilot can expect to have soarable days more often as he gains experience in the sport. 4.) Seems like FLARM is a pretty big deal in Europe, but it doesn't appear to get much use in the US. Do U.S. gliders just skip having traffic information in the cockpit, or do they use something like PCAS? Transponders aren't all that common in gliders, correct? 5.) Will employers typically give you credit for your time in gliders when it comes to meeting airplane hiring minimums or, if not included, is glider time at least looked upon favorably by employers? It won't affect whether or not I pursue gliding, I'm just curious. I think that's about it for now. Sorry for the long post!

1.You Tube http://www.youtube.com/watch?v=1i0IVkHUnWU
2. Clubs usually don't allow aerobatics. But some do. Training is important.

On 12/31/2012 11:09 AM, Richard wrote:
3. Glide ratio is a concern in all area of soaring.

Yes, but not necessarily *best* glide ratio - which is almost meaningless.

A Pegasus 101A has a best glide of 41:1 and can be had for about
US$25000. An LS6-b has a best glide of 40:1 and can be had for about
US$40000. So, why pay another $15000 for a glider with the same best
glide? One reason is what happens when you go fast (and, in general,
nobody flies XC at best glide speed). At 80 knots (about 150 km/h). The
Pegasus glide ratio is down to 22:1 while the LS6-b does 29:1 at that speed.

I've owned both of these gliders, the Peg in a partnership. :-)

Tony V. LS6-b "6N"

On Monday, December 31, 2012 8:43:15 AM UTC-8, Tony V wrote:
On 12/31/2012 11:09 AM, Richard wrote: 3. Glide ratio is a concern in all area of soaring. Yes, but not necessarily *best* glide ratio - which is almost meaningless. A Pegasus 101A has a best glide of 41:1 and can be had for about US$25000. An LS6-b has a best glide of 40:1 and can be had for about US$40000. So, why pay another $15000 for a glider with the same best glide? One reason is what happens when you go fast (and, in general, nobody flies XC at best glide speed). At 80 knots (about 150 km/h). The Pegasus glide ratio is down to 22:1 while the LS6-b does 29:1 at that speed. I've owned both of these gliders, the Peg in a partnership. :-) Tony V. LS6-b "6N"

Really now. Why or how can you compare the same gliders?

Compare the speed at which best Ld occurs. Also compare the Ld curve.
Some drop off faster than others. A steeper curve vs a flat curve.
A flat curve would maintain a higher Ld at faster speeds.

I fly an LS-4 cross country, best Ld is about 41, but at XC speeds of about 70kias, Ld is in lower 30s.

XC skills and ability to stay up in weak conditions improve with experience.
Practice, Practice, Practice.

I know pilots that go XC in SGS 1-26s, (23-1), Libelle (36-1), Grob 104 (41-1) and Janus C (2 seat 42-1)

T

On Mon, 31 Dec 2012 17:43:48 -0800, T wrote:

XC skills and ability to stay up in weak conditions improve with
experience.
Practice, Practice, Practice.

Exactly so.

I know pilots that go XC in SGS 1-26s, (23-1), Libelle (36-1), Grob 104
(41-1) and Janus C (2 seat 42-1)

I do it in an H.201 Libelle: admittedly mine has full-span lower surface
turbulation (adds a point to best glide), but XC at 36:1 is easy enough,
if a little slower, once you've learnt to stay above the weeds. The next,
and more difficult, lesson is to go faster while staying high. I'm still
working on that.


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

On 12/31/2012 5:43 PM, T wrote:
XC skills and ability to stay up in weak conditions improve with experience.
Practice, Practice, Practice.

Call it practice if you like, I just call it having fun!

--
Eric Greenwell - Washington State, USA (change ".netto" to ".us" to
email me)