Mark James Boyd wrote:

It seems like there's really only one thing to train an ASEL pilot
trainsitioning to self launch: if the engine quits on takeoff,
then the extended engine is just a huge airbrake, so your glide
ratio goes to poop

It's worse than having the engine retracted, but nothing like having the
airbrakes extended.

and the pitch forces are changed.

Actually, the pitch forces don't change, but the glider does tend to
pitch up a bit with power loss. Like a rope break, the pilot must put
the nose down to maintain airspeed.

Recognise this
and make your choice to turn back or
go straight accordingly, not based on regular glide.

For my glider, and I think for most "engine on a stick" gliders, an
extra 100' is _plenty_ over what the pilot would use for a turn-around
height while towing.

I'm not self-launch endorsed, but other than this and the fact your
engine is probably a $10,000 one cylinder chainsaw engine

Most of the self-launchers use a two cylinder engine. The Russia uses a
single cylinder and probably has the most vibration; the ASH 26 E uses a
single rotor wankel, and has the least vibration.

Even the Russia, at about 28 horsepower, would make one heck of a macho
chainsaw!

that causes
double vision, I can't figure what is so different...

Perhaps the biggest difference is many of them will go up on their nose
if full power is applied right at the start of the roll. Even if they
don't, the reduced weight on the tail wheel can turn a cross-wind
takeoff into a thriller. It only takes once to realize you need to be a
little slower with the throttle at the start.

Taxiing can be a challenge, since your "wheel track" is 25-30 feet wide,
and you don't have differential braking to help you around the corners.

Aside from these, and if the engine keeps running, it's easier than towing.



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Eric Greenwell
Washington State
USA