I've owned my LAK-12 since 1998. I assemble it in the spring and leave
it on the ramp all season, putting it in the trailer in the fall. The
assembly process looks intimidating, but can be made easier.

This tip was passed on to me by a visiting Brit at Minden: With the
glider assembled, note the height of the main wheel off the ramp while
in the fuselage dolly, then measure the wing stand heights when they are
in position to remove all load from the spar locking pin. If you can
duplicate this configuration during each successive assembly, the spar
pin will slip right in after levering the wings together. He also
showed me how to lengthen the lever, for more leverage.

While it is true that your friends will all suddenly hear their wife
calling when you start to assemble your LAK-12, ignore them. I can get
mine assembled nearly completely on my own, using the factory wing
dolly. It's usually the last 3/4" of wing insertion where I need
someone to steady each tip while I lever it together.

It is accurate that each LAK-12 wing weighs 230# but remember that each
inner panel of a ASW-17 weighs 210#, which shows how much extra
complexity is required to produce a two piece wing. One piece wings are
an example of the KISS principle.

I found that towing my LAK-12 with a Dodge Grand Caravan plus tow
package, was the minimum acceptable vehicle. A Volvo wagon is marginal
above 50mph. A Chevrolet/GMC Subdivision is definitely better. I've
towed the 42' trailer empty behind a Honda Civic, which shocks the
Expedition owners towing jet skis.

The LAK-12 water ballast system (200 liters/50 gallons) has the easiest
fill/dump system that I've ever seen. No more wondering if the day is
going to be good enough to justify the effort of adding water. It fills
so quickly unattended that I can't complete washing the glider before
the ballast tanks become full. The polyurethane paint means it stands
up well to being tied down outside without covers. Polish it every few
seasons and it looks great.

I've been very happy with my LAK-12. It is very easy to fly which is
why the Soviet sport gliding federation would put newly licensed pilots
in it for XC training. Higher performance - fewer landouts. One thing
I learned from a Carl Herold XC camp is that gliders should be landed at
actual airstrips and not farm fields. I fly to keep a landable airstrip
within reach at all times. While I've not yet landed out, there have
been times where I've deviated to a landable airstrip with the plan that
I would either find lift and climb out to continue the task, or I would
land at the airstrip and call for a retrieve.

Best regards,
Ken
San Jose, CA