Ted Wagner wrote:
* It doesn't seem to have much air brake range ... it would make me
nervous on land-outs.

The Pegasus is about average for a standard class ship in this regard.
Speed control is key, pick an appropriate approach speed and nail it,
don't come in hot or you'll end up going a bit farther than you want.
Get comfortable with slipping near the ground, it's the best way to burn
off excess energy and height on the turn from base to final. If you
have trouble seeing over the nose, a slipping turn to final will also
give you a better view of the runway.

* The gear is sometimes tough to retract and lower. I'm fairly
strong for my weight (160lbs), but it took some adrenaline to get
the gear down after a two hour flight in cold weather.
Probably peculiar to this particular glider. Still, getting the
gear down is something I'd like to get done after a long flight
with a cramp in the arm and strength to spare.

It shouldn't be *that* hard, perhaps this one is in need of (better)
lubrication.

* I can't see the tow plane very well on tow. I can't see the rope
at all when I put the wheels on the horizon. I don't know if this
is normal or not on this kind of glider, but me, I like to see the
rope. (I'm 5'11", and if I put a seat cushion under my arse, my
cranium scraps the canopy.)

You don't need to be directly behind the towplane, moving a bit to one
side or the other will let you see it and the rope.

* I can't reach the canopy to close it after I'm strapped in. I have
to delay attaching the shoulder straps until after the canopy is
closed, or ask the line boy to hand me my lid.

A rope or strap attached to a secure point on the instrument pod or
canopy lift frame will solve that problem.

* I can't check the instruments with the canopy open.

Hold the canopy half way open with one elbow on the edge of the
fuselage, use the other to tweak the instruments.

* The above two points wouldn't be a big deal, but I fly in Arizona,
and closing the canopy is something you sneak in right about the
time you waggle the rudder to the tow pilot. (Okay. You know what
I mean.)

Prop it open with your hand, it's more secure that way in the event of a
gust of wind or propwash. When you're ready, lower it the rest of the way.

* The feet are close together on the rudder pedals, but the knees
are separated by the instrument panel. After sitting a while, I
feel a bit, well, bow-legged.

Haven't you noticed how all glider pilots are bow-legged, even if they
weren't born that way? 8^)

* Wheel brake on the stick. Hmmm. I'm sure there's a reason for that.

After you have some experience with brake on stick, brake at end of
divebrake travel, and heel brakes, you'll probably find that the first
gives you a bit better control over your braking (assuming the brakes
actually work).

* The battery is not very accessable.

Batteries are sometimes in odd places for CG reasons, or to simply allow
a larger one than can be installed in the normal position.

I'd like to know how common these observations are in the most popular
birds (Discus 2x, AS-xxx, 304Cx, etc). The most important things to me
are landoutability, being able to sit comfortably for hours at a time,
and assembly. If anyone has experince with the Pegasus and other
excellent gliders, I'd appreciate your own comments.

All gliders are compromises to some extent or another. If landouts are
a big concern, you'll probably be happier with a flapped glider,
particularly those with 40+ degree landing position, or trailing edge
flap/divebrakes. Comfort will vary according to your particular
physique, the SSA convention is a good opportunity to try on various
gliders, and see what works for you. Your choice of parachute can also
make a big difference, chair-style chutes work better in older designs,
whereas the newer ones mostly favor mini-backpack chutes.

Marc