View Full Version : Centrair 101A Available- Price lowered
See Wings and Wheels ad. Estate sale. Price lowered. Reasonable offer considered.
This glider is too nice to not have someone enjoying it.
UH
Charlie M. (UH & 002 owner/pilot)
August 20th 18, 11:58 PM
What owner? Call me later, I left a VM at the office......
Charlie M. (UH & 002 owner/pilot)
August 21st 18, 02:49 PM
Thanks for info.
This is in NY, metro area.
Charles Longley
August 22nd 18, 04:57 AM
I’ve been looking at it online. It has a 3,500 hour life limit correct?
Eric Munk
August 22nd 18, 08:13 AM
At 03:57 22 August 2018, Charles Longley wrote:
>I=E2=80=99ve been looking at it online. It has a 3,500 hour life limit
>corr=
>ect?
>
In Europe the Pégase does not have a formal lifelimit. It just says every
five year and 3,000 hours it needs a Grande Visite (major inspection). I
understand there were translation issues in the flight manual which led the
FAA to interpret this as a 3,000 hour lifelimit in the US, but I seem to
recall this has been corrected recently?
On Tuesday, August 21, 2018 at 11:57:03 PM UTC-4, Charles Longley wrote:
> I’ve been looking at it online. It has a 3,500 hour life limit correct?
The Life limit issue was resolved - there is NO life limit - there is a Pegase Yahoo group with all the info and backup documentation.
I have owned a Pegase101A for 6 years - great ship! all Pegase owners love their Peg :)
WH
This is the original post I made after the Centrair Pegase 101A 3,000 hour life limit was somewhat resolved:
I am holding in my hot little hand a letter from Jacqueline Jambor, a Manager with the FAA's Project Support Branch, ACE-112. It states that the FAA has accepted the request submitted by my friend and hangar partner, airshow pilot Bob Carlton, for a Global Alternate Method Of Compliance (AMOC) that will raise the current 3,000 hour life limit on Centrair Pegase 101, 101P, 101A and 101AP gliders to 4,500 hours based on a statistical analysis of the life of the 400+ Centrair Pegase gliders currently in operation in France.. The data analyzed in a "Zero-Failure Reliability analysis applicable to composite structure," came from the French DGAC and was augmented by written statements from the manufacturer (S.N. Centrair, Type Certificate holder) confirming that there has been "no structurally significant disbonding of composite wing components due to fatigue in the affected fleet of gliders."
Interestingly, there is no date on the letter, but it is in response to the request Bob submitted on May 28, 2014. Pegase owners in the United States owe Bob a heartfelt THANK YOU for the hundreds of hours he spent researching, collating and presenting a vast amount of relevant data pertaining to the obviously flawed original Airworthiness Directive issued in 2005 that made Pegase owners cross out reference to the factory-authorized 3,000 inspection process in the Maintenance Manual and ground the aircraft when the 3,000 hour "limit" was reached.
Bob and I found many errors in the original AD implementation, including outright violations of the US Administrative Procedures Act, which is intended to protect the public from arbitrary and unwarranted actions by Federal Regulatory agencies, including the FAA. There were also numerous violations of the FAA's own Airworthiness Directive implementation manual, false and misleading language in the original Notice of Proposed Rule Making (NPRM) and the subsequent AD, a shockingly short public comment period and many instances of outright false statements from the AD's author. In addition, our Freedom Of Information Act (FOIA) request was a blatant waste of time, in that none of the information we requested concerning the AD's implementation was released, and the results from the FOIA request was a collection of redacted (blacked out) pages, along with a bunch of stuff that had no bearing on the issue as it related to what we had asked for.
It is my opinion that our original request to have the AD rescinded, that included documentation of the glaring errors and omissions in the AD implementation shocked the FAA into issuing the Global AMOC rather than have to admit making a mistake and backing down on a badly flawed AD. There were any number of easier solutions rather than go with the Global AMOC based on a statistical analysis, such as changing the AD to allow continued operation under the glider Experimental Category Guidelines (8130.2G) adopted in April of 2011, but the FAA would not consider this lest it be perceived that they had made a mistake by issuing this ridiculous AD. It is worth noting that the AD's author is no longer in the Certification Office, probably because of this glaring example of bureaucratic overreach.
Much of the data we collected on the FAA's process in issuing the AD can be found at www.savethepegasus.org. In particular, check out the Petition to Rescind section, the FAA FOIA section and the Timeline. There are links to all of the documentation we found in the FAA's manuals, the Federal Register and The US Code of Federal Regulations, along with letters from the FAA, Centrair and New Mexico Senators Jeff Bingaman and Tom Udall, who helped prod the FAA into opening this discussion after previous efforts were ignored..
Once again, thanks to Bob for all of his efforts, which began after the Soaring Society of America abandoned any further attempt to correct this situation, basing their decision on verbal and written statements from the AD's author and his superiors that nothing could be done, even though the FAA knew full well that the situation was not only open to interpretation, but exhibited grievous errors and falsehoods.
On Monday, August 20, 2018 at 3:12:56 PM UTC-4, wrote:
> See Wings and Wheels ad. Estate sale. Price lowered. Reasonable offer considered.
> This glider is too nice to not have someone enjoying it.
> UH
I can't seem to find it on W&W?
On Wednesday, August 22, 2018 at 8:26:45 AM UTC-4, wrote:
> On Monday, August 20, 2018 at 3:12:56 PM UTC-4, wrote:
> > See Wings and Wheels ad. Estate sale. Price lowered. Reasonable offer considered.
> > This glider is too nice to not have someone enjoying it.
> > UH
>
> I can't seem to find it on W&W?
Its there. Use the search filter with Centrair in the "Make" drop down. I bought one a couple of years ago and am quite pleased with the glider. More of a pain to rig than my ASW 15 but not too much so. My biased opinion is that the Peg is a great value.
Martin Gregorie[_6_]
August 22nd 18, 05:25 PM
On Wed, 22 Aug 2018 05:53:33 -0700, mdfadden wrote:
> On Wednesday, August 22, 2018 at 8:26:45 AM UTC-4,
> wrote:
>> On Monday, August 20, 2018 at 3:12:56 PM UTC-4,
>> wrote:
>> > See Wings and Wheels ad. Estate sale. Price lowered. Reasonable offer
>> > considered.
>> > This glider is too nice to not have someone enjoying it.
>> > UH
>>
>> I can't seem to find it on W&W?
>
> Its there. Use the search filter with Centrair in the "Make" drop down.
> I bought one a couple of years ago and am quite pleased with the glider.
> More of a pain to rig than my ASW 15 but not too much so. My biased
> opinion is that the Peg is a great value.
If there's a choice between a Pegase 101 and a 90, go for the 90.
My club has a Pegase 90 that I flew a lot before buying my own glider.
The 90 essentially a 101D, but all controls have automatic hook-ups. More
recently a club member bought a 101D that had been overhauled and
upgraded to 90 standards as part of the overhaul, i.e. with self-
connecting controls fitted.
--
Martin | martin at
Gregorie | gregorie dot org
MMOORE
August 22nd 18, 05:38 PM
On Wednesday, August 22, 2018 at 8:26:45 AM UTC-4, wrote:
> On Monday, August 20, 2018 at 3:12:56 PM UTC-4, wrote:
> > See Wings and Wheels ad. Estate sale. Price lowered. Reasonable offer considered.
> > This glider is too nice to not have someone enjoying it.
> > UH
>
> I can't seem to find it on W&W?
Is there a reason not to post the link ?
https://wingsandwheels.com/class/classified.php?id=2918
Not that it hasn't happened, but I've never seen a 90 (nor a B or D model, for that matter) offered for sale in the U.S. The access hole in the Peg is small and connections are made strictly by feel. Its not difficult but auto hook-ups would be convenient as well as safer. I don't think that one would find a better value in that price range.
On Thursday, August 23, 2018 at 8:51:37 AM UTC-4, wrote:
> Not that it hasn't happened, but I've never seen a 90 (nor a B or D model, for that matter) offered for sale in the U.S. The access hole in the Peg is small and connections are made strictly by feel. Its not difficult but auto hook-ups would be convenient as well as safer. I don't think that one would find a better value in that price range.
I own a 101A with Wedekind sleeves installed - I put my Pegase together in 15 minutes from start to finish and NEVER have issues putting the spar pins in ot doing the control hook ups - it is a dream to put together and I have not met a previous owner that was extremely happy having owned one. And it is extremely forgiving (forgive me regularly) - it also climbs really well.
My experiences .02 cents :)
WH
Agree with the Wedekind sleeve conversion. My first Pegase did not have them and installing the safety pins in the l'Hotellier fittings was a pain. The Wedekind sleeves make it much easier, but you have to remember to give a good tug on them to make sure they are engaged. I keep mine hangered, so I don't assemble/disassemble very often, but the quick connections are really nice to have.
I'll second the Wedekind sleeve conversion. My ASW-15b has them and it's really no problem to get the connections made. As Mark says, just be sure to give them a firm tug and then also be sure to do the positive control check.
I do have a question for Pegase owners with regards to the 3,000 hour inspection. I was looking at purchasing a Pegase about a year and a half ago and while reading through the maintenance manual I believe it stated that the 3,000 hour inspection needed to be completed every 5 years. Are owners seriously doing this? Including removing all the control surfaces and getting the measure of moments? This was one of the prime reasons why I decided to pass on the Pegase. But then I may have had an incorrect read of the documentation.
gkemp
August 23rd 18, 04:37 PM
I owned mine and it had to have safety pins at 5 points, almost got me once, when I forgot to hook up the elevator. But generally could put it together by myself without special rigging equipment. Flew 1000K in mine and it was a pleasure to fly.
gary kemp "NK"
Tango Eight
August 23rd 18, 05:06 PM
There was always a better solution than Wedekinds.
See Figure 4. Buy 'em from Schempp Hirth dealer. I've seen guys make their own too (the Schempp Hirth ones are better).
Easier to install, easier to assemble, easier to inspect the assembly. Not that I expect anyone who's spent a thousand bucks on Wedekind sleeves and installation to agree.
https://www.alexander-schleicher.de/wp-content/uploads/2015/02/Hotellier_LTA_93-001-3_E.pdf
Evan Ludeman
On Monday, August 20, 2018 at 3:12:56 PM UTC-4, wrote:
> See Wings and Wheels ad. Estate sale. Price lowered. Reasonable offer considered.
> This glider is too nice to not have someone enjoying it.
> UH
Price reduced to $18,000. Excellent value at this price. Need to move it for the estate of my friend.
https://wingsandwheels.com/class/classified.php?id=2918
UH
Charlie Quebec
October 6th 18, 05:13 AM
A set of wedekind sleeves for my DG 200 cost about $200 US. Having looked at all the other methods, wedekind are best by a mile.
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