On Dec 29, 6:24*pm, Burt Compton - Marfa wrote:
It is an excellent sailplane. Reasonable factory support from Schempp-
Hirth.
An excellent trailer is essential. *That's true for any sailplane.
FInd someone who knows, to show you how to hook up the controls in the
blind fuselage and how to install the tailplane.
Looking at it, the tailplane can appear somewhat normal when it is
not!
Practice these critical assembly tasks several times to teach your
fingers to "see" the fuselage control connectors.
Swear that you will always do a critical assembly and a positive
control check before every flight.
Most have a CG hook back by the gear. *Be ready to release on early
takeoff roll if you lose directional control.
Trying to correct any deviation on roll will usually not work. *Just
release and try again.
Consider adding a rope lanyard to the release lever, like a ski-boot
carrier.
The release is difficult to reach and activate without some sort of
extension.
Know the difference in the release lever and the rudder adjustment
handle. They are close together.
Rumor is that this is not a good sailplane for winch launch due to the
all flying tailplane.
Talk to an instructor who winch launches in the type.
Airbrakes are OK if you don't let the speed get too fast on final,
which it will, as this is a slick sailplane.
Slow it down on a wide downwind but make coordinated turns to base and
final.
Like any aircraft, it may spin if you rudder it around in a skidding
turn.
It takes very little rudder to coordinate the turn.
Besides, rudder doesn't turn an aircraft, the action of the ailerons
make it turn. *Bank it.
Rain drops on the wings may increase the stall speed significantly.
Serial numbers after about #180 fly a bit better due to a factory
change to the wing -- see the Standard Cirrus website.
The bicycle lever on the stick wheel brake is usually poor. *Don't
depend on it on rollout. *True for any sailplane.
Give a thorough briefing to whoever you loan it to -- ask me how I
know.
Don't forget to put the gear down. *Haven't done this -- yet -- in 40+
years.

Rig it right. *Use checklists. *Have fun.

Burt
Owner, Standard Cirrus # 187
Marfa, Texas *USA

Very nice plane to fly and transition into. I've had mine, a G/81,
for three years now and love it. Transitioned into it after about 100
hours in L-13's, 233's and a few flights in a Duo Discus. Main
difference between a G/81 and other cirrus is the G/81 has a fixed
horizontal stabilizer versus the all flying tailplane; mine also has
both a nose and CG hook and also a tail wheel vs a skid.
I've never flown it but someone else at the airport has a Std Cirrus
with a tail skid, cg hook and all flying tailplane; he reports these
require a bit more attention but certainly were not deal makers or
breakers for him when he decided to buy his and he quickly adapted to
them. Essentially, he describes it as being slightly more sensitive
to pitch and yaw at low speeds in the initial stages of the launch.
Hence, plan accordingly for current conditions, especially cross
winds.
The yahoo website/group is very knowledgable and a very helpful
resource.
http://www.standardcirrus.org/
Fly's and climbs very nice, also a very sturdy and strong framed
plane.
As with any plane, it takes time and experience to master and fine
tune the skills to rig and fly it, just adjust your flying decisions
to the conditions and your abilities to fly safely in them.

Enjoy!