Best Overall Motorglider available today?

On Friday, October 16, 2020 at 6:03:20 AM UTC-4, Mike the Strike wrote:
On Wednesday, October 14, 2020 at 8:55:27 PM UTC+1, Eric Greenwell wrote:
Maybe it says something about Namibia flying, but it says nothing about the Parowan motorglider
event I've been going to for over 10 years. We discuss the flights, rarely the motors. Ditto
for when I fly at Ely following the Parowan event.

I remember arriving at Parowan for a contest immediately after the motorglider meet there and found a bunch of them on the apron working on engines. I distinctly remember someone welding a silencer together and another rebuilding a carburetor. Eric probably missed this because he was busy flying!

Mike

7 years flying ASH motor gliders and never had any breakdown!

On Friday, October 16, 2020 at 3:03:20 AM UTC-7, Mike the Strike wrote:
On Wednesday, October 14, 2020 at 8:55:27 PM UTC+1, Eric Greenwell wrote:
Maybe it says something about Namibia flying, but it says nothing about the Parowan motorglider
event I've been going to for over 10 years. We discuss the flights, rarely the motors. Ditto
for when I fly at Ely following the Parowan event.

I remember arriving at Parowan for a contest immediately after the motorglider meet there and found a bunch of them on the apron working on engines. I distinctly remember someone welding a silencer together and another rebuilding a carburetor. Eric probably missed this because he was busy flying!

Mike

I am curious about what year that was. I have only missed one year at Parowan in over a decade and can't recall what you are talking about. There have been plenty of times, however, when I was prepared to fly my glider and the towplane wasn't, either because of mechanical, regulatory of tow pilot issues. I also have gone to airports where there was no towplane whatsoever.

Tom

Keep checking the fan belt - which is not very accessible (or simple to tension or replace). The ASH rotary is vulnerable to potentially serious and very expensive internal damage if the fan belt fails or falls off. In that case internal rotor air cooling stops, the engine rapidly overheats and also the rotor lubrication is compromised. The only in-flight indication is the rotor air temperature reading or alarm. I got it shut down quickly enough so that, although Schleicher said there would definitely be internal damage estimated at up to 20,000 euros + tax, I actually got lucky.

There are DIY monitoring solutions on the ASH26e support group.

On Friday, October 16, 2020 at 7:43:53 PM UTC-4, wrote:

Just curious: what is 'current on aerotow'? Last time I had a long layoff from gliding (2 years due to business) I found no difficulty in aerotowing.



I had a 30 year layoff from gliding because of family and work obligations.

It took me several flights to relearn how to fly a glider on tow. I was up front with my instructors and they just treated me like a new student. I also spent a lot of time reading the latest instruction manuals, especially the new airspace regulations.

For all you non-believers and skeptics that did not believe the JS1 had
been measured by the Idafleig at 63:1 please see the latest posting on the

Jonkers website regarding the JS2. Your really not as smart as you think
you
are.

On Thursday, November 19, 2020 at 6:15:11 AM UTC-6, Paul T wrote:
For all you non-believers and skeptics that did not believe the JS1 had
been measured by the Idafleig at 63:1 please see the latest posting on the

Jonkers website regarding the JS2. Your really not as smart as you think
you
are.
Paul, no dog in this fight for me but I don't see anything on the JS website mentioning Idafleig, can you post a link to what you are looking at?

Paul T wrote on 11/19/2020 4:13 AM:
For all you non-believers and skeptics that did not believe the JS1 had
been measured by the Idafleig at 63:1 please see the latest posting on the

Jonkers website regarding the JS2. Your really not as smart as you think
you
are.

How odd the 63:1 only occurs at the high wing loading in 21M, and not at the minimum wing
loading, where the L/D is essentially the same for the 18M and 21M wings.


--
Eric Greenwell - Washington State, USA (change ".netto" to ".us" to email me)
- "A Guide to Self-Launching Sailplane Operation"
https://sites.google.com/site/motorg...ad-the-guide-1

On Thursday, November 19, 2020 at 7:35:55 AM UTC-6, Eric Greenwell wrote:
Paul T wrote on 11/19/2020 4:13 AM:
For all you non-believers and skeptics that did not believe the JS1 had
been measured by the Idafleig at 63:1 please see the latest posting on the

Jonkers website regarding the JS2. Your really not as smart as you think
you
are.
How odd the 63:1 only occurs at the high wing loading in 21M, and not at the minimum wing
loading, where the L/D is essentially the same for the 18M and 21M wings.
--
Eric Greenwell - Washington State, USA (change ".netto" to ".us" to email me)
- "A Guide to Self-Launching Sailplane Operation"
https://sites.google.com/site/motorg...ad-the-guide-1
I noticed the same thing. So there is essentially no reason to fly it in 21m dry configuration? And almost no situation where you would fly it dry in either configuration anyway?

On Thursday, November 19, 2020 at 7:58:23 AM UTC-6, Me wrote:
On Thursday, November 19, 2020 at 7:35:55 AM UTC-6, Eric Greenwell wrote:
Paul T wrote on 11/19/2020 4:13 AM:
For all you non-believers and skeptics that did not believe the JS1 had
been measured by the Idafleig at 63:1 please see the latest posting on the

Jonkers website regarding the JS2. Your really not as smart as you think
you
are.
How odd the 63:1 only occurs at the high wing loading in 21M, and not at the minimum wing
loading, where the L/D is essentially the same for the 18M and 21M wings.
--
Eric Greenwell - Washington State, USA (change ".netto" to ".us" to email me)
- "A Guide to Self-Launching Sailplane Operation"
https://sites.google.com/site/motorg...ad-the-guide-1
I noticed the same thing. So there is essentially no reason to fly it in 21m dry configuration? And almost no situation where you would fly it dry in either configuration anyway?
The minimum wing loading in the table does not match minimum wing loading in the polar graph. I'm confused...

On 11/19/2020 8:35 AM, Eric Greenwell wrote:
How odd the 63:1 only occurs at the high wing loading in 21M, and not at
the minimum wing loading, where the L/D is essentially the same for the
18M and 21M wings.

Not odd at all. Reynolds number changes make a big difference especially
with tiny chord. IIRC the original Ventus 15m increased LD 2 points with
ballast, and could not change wingloading as much as modern gliders.