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#191
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soarski wrote:
Eric Greenwell wrote in message ... In our area, the L13 has plenty of performance to make cross-country flights, but the thought of retrieving it from a field discourages most people from trying. I think I remember a team that took it apart, or even put it together in 12 Minutes! Mostly, people think of how difficult it's going to be to carry the parts off the field. Even a good trailer with good fittings can't help much in the middle of a soft plowed field. Some places the aerotow accessible airports are close enough together that it is practical to stay within easy reach of one of them, but the club pilots I've known were still not keen on the idea. -- Change "netto" to "net" to email me directly Eric Greenwell Washington State USA |
#192
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Eric Greenwell wrote
I would not lump the L-13 and the 2-33 together in the "non-glider" class! You're missing the point. I'm not saying either one is a "non-glider" but something completely different. You can teach a student to fly gliders in general, or you can teach him to fly only the particular glider he is flying. The latter is not a winning strategy if the student is going to advance in the sport. It's not really common in soaring instruction either, but some instructors are transition pilots from power, where this practice IS common. There is a skill set that a pilot must learn if he is to be able to check himself out in a new aircraft. As a rule, glider pilots learn this skill set because single seaters are common in soaring, and the instructors realize that the skill must be taught. In power, single seaters are a rarity and many power pilots never really learn the skill, and need to be checked out in each individual make and model they fly. I have nothing against the L-23; it's a perfectly acceptable primary trainer. However, for soaring flight I think the 1-26 (or better yet a Ka-8) makes a far better glider. Michael |
#193
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Michael wrote:
Eric Greenwell wrote I would not lump the L-13 and the 2-33 together in the "non-glider" class! You're missing the point. I'm not saying either one is a "non-glider" but something completely different. You can teach a student to fly gliders in general, or you can teach him to fly only the particular glider he is flying. The latter is not a winning strategy if the student is going to advance in the sport. It's not really common in soaring instruction either, but some instructors are transition pilots from power, where this practice IS common. There is a skill set that a pilot must learn if he is to be able to check himself out in a new aircraft. What is this skill set? I'm not aware of anything specific along these lines from the instructor/instruction manuals I've read. Generally, once I'd trained a pilot to fly in a Blanik, he had most of the skills needed to fly one of the usual single seaters. As a rule, glider pilots learn this skill set because single seaters are common in soaring, and the instructors realize that the skill must be taught. In power, single seaters are a rarity and many power pilots never really learn the skill, and need to be checked out in each individual make and model they fly. I have nothing against the L-23; it's a perfectly acceptable primary trainer. However, for soaring flight I think the 1-26 (or better yet a Ka-8) makes a far better glider. Apparently, I'm still missing the point: why is a 1-26 or ka-8 far better for soaring flight? My point was that the L13 is a good glider, capable of soaring and doing good cross country flights. It certainly is better at cross country flying than a 1-26, and similar in ability to the Ka-8. -- Change "netto" to "net" to email me directly Eric Greenwell Washington State USA |
#194
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#195
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Eric Greenwell wrote
There is a skill set that a pilot must learn if he is to be able to check himself out in a new aircraft. What is this skill set? I'm not aware of anything specific along these lines from the instructor/instruction manuals I've read. Generally, once I'd trained a pilot to fly in a Blanik, he had most of the skills needed to fly one of the usual single seaters. Think for a moment. If you're checking yourself out in a glider, you're going to do some stalls in it, right? And they're going to be true approach-to-landing stalls - starting with a stabilized descent at pattern speed, with a speed reduction to mimic the flare. Gives you plenty of time to feel what the glider is going to do. Suppose we didn't teach stalls that way. Suppose we taught them as a performance maneuver, where the goal was to get the nose high, get a clean break, and minimize altitude loss at recovery. Would the student still be prepared to figure out the landing characteristics of the plane? Apparently, I'm still missing the point: why is a 1-26 or ka-8 far better for soaring flight? Because it doesn't handle like a truck. Because it's relatively (compared to an L-23) easy to reg and derig. Because it's a single seater, which makes it easier for the student to cut the apron strings and for the club to let him go, whereas the two-seater is needed to train more presolo students. Michael |
#196
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Michael wrote:
Eric Greenwell wrote Think for a moment. If you're checking yourself out in a glider, you're going to do some stalls in it, right? And they're going to be true approach-to-landing stalls - starting with a stabilized descent at pattern speed, with a speed reduction to mimic the flare. Gives you plenty of time to feel what the glider is going to do. Suppose we didn't teach stalls that way. Suppose we taught them as a performance maneuver, where the goal was to get the nose high, get a clean break, and minimize altitude loss at recovery. Would the student still be prepared to figure out the landing characteristics of the plane? If we taught them this way, we would be doing the student a disservice, even if they never flew any other glider. It's widely understood that you have to teach turning stalls, as these are the most likely way a pilot will encounter a spin or spiral dive. Apparently, I'm still missing the point: why is a 1-26 or ka-8 far better for soaring flight? Because it doesn't handle like a truck. Maybe it's a matter of preference. I think it it's a nice handling glider, not truck like at all, though it is heavier than a 15 meter glider. It SOARS just fine, and I'm not tired from flying it after a few hours, as long as I can sit in the front seat. Because it's relatively (compared to an L-23) easy to reg and derig. Because it's a single seater, which makes it easier for the student to cut the apron strings and for the club to let him go, whereas the two-seater is needed to train more presolo students. These are good reasons to have a glider that is easier to retrieve from a field, but aren't related to the soaring or cross-country ability of the glider. Also, The L13 can be safely tied down outside, unlike the Ka-8, which is important for some clubs. Our members generally preferred to fly the already assembled L13, rather than rigging the Ka-6E we had for year. A hangar to keep the Ka-6 in would have likely reversed this choice. In our area, it is practical to do nice cross-country flights and still stay within reach of an airport. Aerotows retrieves were not expensive, but still the members were reluctant. What made a difference was taking them cross-country in the L13, so they could see how it is actually done. -- Change "netto" to "net" to email me directly Eric Greenwell Washington State USA |
#197
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At 14:42 27 April 2004, Eric Greenwell wrote:
Michael wrote: Eric Greenwell wrote Think for a moment. If you're checking yourself out in a glider, you're going to do some stalls in it, right? And they're going to be true approach-to-landing stalls - starting with a stabilized descent at pattern speed, with a speed reduction to mimic the flare. Gives you plenty of time to feel what the glider is going to do. Suppose we didn't teach stalls that way. Suppose we taught them as a performance maneuver, where the goal was to get the nose high, get a clean break, and minimize altitude loss at recovery. Would the student still be prepared to figure out the landing characteristics of the plane? If we taught them this way, we would be doing the student a disservice, even if they never flew any other glider. It's widely understood that you have to teach turning stalls, as these are the most likely way a pilot will encounter a spin or spiral dive. They must be taught BOTH ways! Apparently, I'm still missing the point: why is a 1-26 or ka-8 far better for soaring flight? These are good reasons to have a glider that is easier to retrieve from a field, but aren't related to the soaring or cross-country ability of the glider. As a general rule, it makes sense to consider the practicality of de-rigging in a plowed field, because one day you will have to do it. I've learned the hard way that X/C flying is more than just flying X/C. Modern, easy to load and unload trailers make X/C flight much less painless than the old trailers of twenty years ago. Two hours of rigging and de-rigging is much more discouraging than twenty to thirty minutes on either end of a flight. An excellent trailer might just be be most important factor in encouraging frequent X/C flying. |
#198
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"Martin Gregorie" wrote in message ... On 26 Apr 2004 21:19:48 -0700, (Michael) wrote: I have nothing against the L-23; it's a perfectly acceptable primary trainer. However, for soaring flight I think the 1-26 (or better yet a Ka-8) makes a far better glider. Add the SZD Junior to this list - I know there are only 5 in the USA, but they are more common elsewhere.. 8 at the moment. Frank Whiteley |
#199
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Nyal Williams wrote:
As a general rule, it makes sense to consider the practicality of de-rigging in a plowed field, because one day you will have to do it. I've learned the hard way that X/C flying is more than just flying X/C. Modern, easy to load and unload trailers make X/C flight much less painless than the old trailers of twenty years ago. Two hours of rigging and de-rigging is much more discouraging than twenty to thirty minutes on either end of a flight. An excellent trailer might just be be most important factor in encouraging frequent X/C flying. And an eager driver looking for some adventure! -- Change "netto" to "net" to email me directly Eric Greenwell Washington State USA |
#200
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Eric Greenwell wrote
If we taught them this way, we would be doing the student a disservice, even if they never flew any other glider. It's widely understood that you have to teach turning stalls, as these are the most likely way a pilot will encounter a spin or spiral dive. Maybe not as widely understood as you believe. All I can tell you is this - spend some time as a power instructor finishing up the training of students who started with typical power instructors, or do some BFR's for power pilots, and you will quickly realize what I'm talking about. Many if not most power pilots have not a clue about why we do stalls or how to do them in any other manner than the one I've described. The average quality of glider instruction is DRAMATICALLY better than the average quality of power instruction. I suspect that no small part of this has to do with the prevalence of single seaters. Michael |
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