Minden: Best part of season for XC flights?

[NF]

At what time of year should one go to Minden for long distance XC?

Should i expect thermals or wave? I prefer thermals due to the fact that my
wave experience is minor.

Would early to mid august be a good shot?

And finally: Are there any statitics available on the net?

TIA
Niels

[Lars Peder Hansen]

Hi Niels,

You will find lots of information at
http://www.mindensoaringclub.org/ -Among other stuff some standard courses
with explanations.

- Not sure about the statistics, though.

Best regards,
Lars Peder


"NF" > wrote in message
. ..
> At what time of year should one go to Minden for long distance XC?
>
> Should i expect thermals or wave? I prefer thermals due to the fact that
my
> wave experience is minor.
>
> Would early to mid august be a good shot?
>
> And finally: Are there any statitics available on the net?
>
> TIA
> Niels
>
>

[John Sinclair]

At 18:54 02 August 2005, Nf wrote:
>At what time of year should one go to Minden for long
>distance XC?

19th of June, 1993 was the magic day for me, 1011.52
Km and 1000K badge #225, all thermals in an LS-7 &
a full load of water, 10:30 AM to 7:30 PM. Minden can
be an intimidating place, I would go in mid June and
spend some time getting the feel for the place. I flew
a yo-yo to Owens Lake road intersection to Schurz to
Seragosa mine with a planned landing at Bishop.
Good Luck,
JJ

[ttaylor at cc.usu.edu]

Statistically July is the best month for combination of day length and
heat for thermal flying. Heart of the season is the last two weeks of
June through the first two weeks of August. I did my diamond distance
in September but Minden and the great basin tend to drop off rapidly
after August.

Tim

[Paul]

Hi John

I know this is of topic but I would like your opinion on LS-7.
Flyability, climbing ability, speed to fly in thermals.

Thank you

Paul

John Sinclair wrote:

>
> 19th of June, 1993 was the magic day for me, 1011.52
> Km and 1000K badge #225, all thermals in an LS-7 &
> a full load of water,

[John Sinclair]

At 07:06 03 August 2005, Paul wrote:
>Hi John
>
>I know this is of topic but I would like your opinion
>on LS-7.
>Flyability, climbing ability, speed to fly in thermals.
>
>Thank you
>
>Paul

Hi Paul,
Being in the repair business, I have owned a bunch
of sailplanes over the years, acquiring most of them
after they met with misfortune at the hands of their
previous owners. I have been pleasently surprised at
the performance of many ships that have been branded
'unworthy' by the racing hotshots. The LS-7 falls into
this category, sweet flying machine. Can't really find
much in the way of a fault. The wing is smaller than
its predecessor (105 sq. / ft. VS 113 on the LS-4)
so, it might have a bit more trouble working that one
knot turbulent thermal, but other than that, I can't
fault the old girl.

BTW, the Genesis-2 also falls into this category, she's
another 'secret weapon', cruised right with those 18
meter hotshots at Montague last week. I'm thinking
about installing a CG shifter. Anybody have any real
proof they work? I'm convinced CG shifting doesn't
work on conventional sailplanes, but am wondering on
this flying wing thing?
JJ

>> 19th of June, 1993 was the magic day for me, 1011.52
>> Km and 1000K badge #225, all thermals in an LS-7 &
>> a full load of water,
>

[Stefan]

Paul wrote:

> I know this is of topic but I would like your opinion on LS-7.
> Flyability, climbing ability, speed to fly in thermals.

If you're looking at that last half point of L/D, then it has some draw
backs. It punishes lazy flying, you mustn't fly it too slowly, it looses
in turbulence. But if you're looking for feeling, exact and light
controls, for a plane which reads your thoughts and immediately tells
you every thermal, in a word for the pure joy of flight, then I don't
know a better plane than the LS7.

I'm talking of the version with winglets here. If yours doesn't have
winglets, then add them, the conversion is well worth the cost!

Stefan

[Paul]

Thanks for your input Stefan. Perhaps I should have explained why I
asked. I am a relatively new pilot, about 240 hours and about that many
flights in last 4 years. I have been flying club LS7 (with winglets)
for a fair portion of that time. Last season I have found my self
thermalling faster then I should - often at around 60 knots. Not a good
way to improve one's cross country flying. Do not get me wrong, I do
blame the plane, I am sure the fault is entirely mine. I was just
seeking an input from an experienced pilot.

Paul

Stefan wrote:
> Paul wrote:
>
>> I know this is of topic but I would like your opinion on LS-7.
>> Flyability, climbing ability, speed to fly in thermals.
>
>
> If you're looking at that last half point of L/D, then it has some draw
> backs. It punishes lazy flying, you mustn't fly it too slowly, it looses
> in turbulence. But if you're looking for feeling, exact and light
> controls, for a plane which reads your thoughts and immediately tells
> you every thermal, in a word for the pure joy of flight, then I don't
> know a better plane than the LS7.
>
> I'm talking of the version with winglets here. If yours doesn't have
> winglets, then add them, the conversion is well worth the cost!
>
> Stefan

[Paul]

Hi John

Thanks for your reply John, I have explained why I asked, in a reply to
Stefan couple of posts above so I will not repeat my self here. Clearly
both of you regard it highly in terms of flyability. I was just
wondering if my 'need for speed' and hence a crisper controls might have
been somehow related to the aircraft. I am happy to sit on 45knots in a
Puch in any thermal, but ending up at 60knots in the LS.

Paul

John Sinclair wrote:
> At 07:06 03 August 2005, Paul wrote:
>
>>Hi John
>>
>>I know this is of topic but I would like your opinion
>>on LS-7.
>>Flyability, climbing ability, speed to fly in thermals.
>>
>>Thank you
>>
>>Paul
>
>
> Hi Paul,
> Being in the repair business, I have owned a bunch
> of sailplanes over the years, acquiring most of them
> after they met with misfortune at the hands of their
> previous owners. I have been pleasently surprised at
> the performance of many ships that have been branded
> 'unworthy' by the racing hotshots. The LS-7 falls into
> this category, sweet flying machine. Can't really find
> much in the way of a fault. The wing is smaller than
> its predecessor (105 sq. / ft. VS 113 on the LS-4)
> so, it might have a bit more trouble working that one
> knot turbulent thermal, but other than that, I can't
> fault the old girl.
>
> BTW, the Genesis-2 also falls into this category, she's
> another 'secret weapon', cruised right with those 18
> meter hotshots at Montague last week. I'm thinking
> about installing a CG shifter. Anybody have any real
> proof they work? I'm convinced CG shifting doesn't
> work on conventional sailplanes, but am wondering on
> this flying wing thing?
> JJ
>
>
>>>19th of June, 1993 was the magic day for me, 1011.52
>>>Km and 1000K badge #225, all thermals in an LS-7 &
>>>a full load of water,
>>
>
>
>

[Paul]

Sorry, that should have read "I do NOT blame the plane"

Paul wrote:
> Thanks for your input Stefan. Perhaps I should have explained why I
> asked. I am a relatively new pilot, about 240 hours and about that many
> flights in last 4 years. I have been flying club LS7 (with winglets)
> for a fair portion of that time. Last season I have found my self
> thermalling faster then I should - often at around 60 knots. Not a good
> way to improve one's cross country flying. Do not get me wrong, I do
> blame the plane, I am sure the fault is entirely mine. I was just
> seeking an input from an experienced pilot.
>
> Paul
>
> Stefan wrote:
>
>> Paul wrote:
>>
>>> I know this is of topic but I would like your opinion on LS-7.
>>> Flyability, climbing ability, speed to fly in thermals.
>>
>>
>>
>> If you're looking at that last half point of L/D, then it has some
>> draw backs. It punishes lazy flying, you mustn't fly it too slowly, it
>> looses in turbulence. But if you're looking for feeling, exact and
>> light controls, for a plane which reads your thoughts and immediately
>> tells you every thermal, in a word for the pure joy of flight, then I
>> don't know a better plane than the LS7.
>>
>> I'm talking of the version with winglets here. If yours doesn't have
>> winglets, then add them, the conversion is well worth the cost!
>>
>> Stefan

[JJ Sinclair]

Paul,
Check your CG on the LS-7, bet its about 50% of allowable range. Most
standard class ships should be flown around 85%. A nose heavy ship will
require constant tugging on the pole and lead you to believe it wants
to be flown faster.

Consider adding some weight under the horizontal stab, but be sure and
remove it after your flight, so as to not give the next club pilot an
unexpected thrill. Consider adding a tail tank so each club pilot can
trim the ship to his/her weight, but once again, remember to dump the
tail tank after your flight.
Luck,
JJ

[Lars Peder Hansen]

Flavio Formosa has written an excellent report on the LS7:
http://www.segelflug.de/tests/LS7-WL/LS7-WL.html

Lars Peder


"Paul" > wrote in message
...
> Thanks for your input Stefan. Perhaps I should have explained why I
> asked. I am a relatively new pilot, about 240 hours and about that many
> flights in last 4 years. I have been flying club LS7 (with winglets)
> for a fair portion of that time. Last season I have found my self
> thermalling faster then I should - often at around 60 knots. Not a good
> way to improve one's cross country flying. Do not get me wrong, I do
> blame the plane, I am sure the fault is entirely mine. I was just
> seeking an input from an experienced pilot.
>
> Paul
>
> Stefan wrote:
> > Paul wrote:
> >
> >> I know this is of topic but I would like your opinion on LS-7.
> >> Flyability, climbing ability, speed to fly in thermals.
> >
> >
> > If you're looking at that last half point of L/D, then it has some draw
> > backs. It punishes lazy flying, you mustn't fly it too slowly, it looses
> > in turbulence. But if you're looking for feeling, exact and light
> > controls, for a plane which reads your thoughts and immediately tells
> > you every thermal, in a word for the pure joy of flight, then I don't
> > know a better plane than the LS7.
> >
> > I'm talking of the version with winglets here. If yours doesn't have
> > winglets, then add them, the conversion is well worth the cost!
> >
> > Stefan

[John Galloway]

Paul,

I think you might possibly be thermalling the LS7 too
fast because it sits very nose high in thermals - disconcertingly
so if you are not used to a slippery glider with such
a low angle of wing incidence. There are few gliders
as nose high as the LS7 at slower speeds - the Discus
2 is similar.

John Galloway



At 12:06 04 August 2005, Paul wrote:
>Hi John
>
>Thanks for your reply John, I have explained why I
>asked, in a reply to
>Stefan couple of posts above so I will not repeat my
>self here. Clearly
>both of you regard it highly in terms of flyability.
>I was just
>wondering if my 'need for speed' and hence a crisper
>controls might have
>been somehow related to the aircraft. I am happy to
>sit on 45knots in a
>Puch in any thermal, but ending up at 60knots in the
>LS.
>
>Paul
>
>John Sinclair wrote:
>> At 07:06 03 August 2005, Paul wrote:
>>
>>>Hi John
>>>
>>>I know this is of topic but I would like your opinion
>>>on LS-7.
>>>Flyability, climbing ability, speed to fly in thermals.
>>>
>>>Thank you
>>>
>>>Paul
>>
>>
>> Hi Paul,
>> Being in the repair business, I have owned a bunch
>> of sailplanes over the years, acquiring most of them
>> after they met with misfortune at the hands of their
>> previous owners. I have been pleasently surprised
>>at
>> the performance of many ships that have been branded
>> 'unworthy' by the racing hotshots. The LS-7 falls
>>into
>> this category, sweet flying machine. Can't really
>>find
>> much in the way of a fault. The wing is smaller than
>> its predecessor (105 sq. / ft. VS 113 on the LS-4)
>> so, it might have a bit more trouble working that
>>one
>> knot turbulent thermal, but other than that, I can't
>> fault the old girl.
>>
>> BTW, the Genesis-2 also falls into this category,
>>she's
>> another 'secret weapon', cruised right with those
>>18
>> meter hotshots at Montague last week. I'm thinking
>> about installing a CG shifter. Anybody have any real
>> proof they work? I'm convinced CG shifting doesn't
>> work on conventional sailplanes, but am wondering
>>on
>> this flying wing thing?
>> JJ
>>
>>
>>>>19th of June, 1993 was the magic day for me, 1011.52
>>>>Km and 1000K badge #225, all thermals in an LS-7 &
>>>>a full load of water,
>>>
>>
>>
>>
>

[Paul]

Thanks Lars, I have now read it, indeed it is an excellent report.

Paul

Lars Peder Hansen wrote:
> Flavio Formosa has written an excellent report on the LS7:
> http://www.segelflug.de/tests/LS7-WL/LS7-WL.html
>
> Lars Peder

[Paul]

JJ Sinclair wrote:
> Paul,
> Check your CG on the LS-7, bet its about 50% of allowable range. Most
> standard class ships should be flown around 85%. A nose heavy ship will
> require constant tugging on the pole and lead you to believe it wants
> to be flown faster.

Hi John


Yes, I am close to 105 kg with a chute, so the CG would be well forward.
I did fly it with 3l of water in the tail tank on the advise of a very
experienced instructor, whilst I thought it handled better, I was still
ending up too fast. Anyway I have now spent most of the winter (in a
different glider) forcing my self to thermal slowly, so hopefully it
will pay dividends :), once the summer gets going.

Cheers


Paul

[Paul]

Yes John, I am aware of that one and I am sure it does not help :(.

cheers

Paul

John Galloway wrote:
> Paul,
>
> I think you might possibly be thermalling the LS7 too
> fast because it sits very nose high in thermals - disconcertingly
> so if you are not used to a slippery glider with such
> a low angle of wing incidence. There are few gliders
> as nose high as the LS7 at slower speeds - the Discus
> 2 is similar.
>
> John Galloway