FES selflaunch

I would like to inform you that we made first self-launch with FES
installed on Silent 2 sailplane.
You can fiind video of this important moment on:
http://www.front-electric-sustainer.com

Regards,

Luka Znidarsic

On Feb 27, 5:31*am, LimaZulu wrote:
I would like to inform you that we made first self-launch with FES
installed on Silent 2 sailplane.
You can fiind video of this important moment on:http://www.front-electric-sustainer.com
Regards,
Luka Znidarsic

looks very interesting!!!!

Very interesting! What are your plans for developing self-launch
electric sailplanes?

Key Dismukes

Very cool! Well done!

I'm curious - How high can you climb on one charge (starting on the ground
at a stop)?

Paul Remde

"LimaZulu" wrote in message
...
I would like to inform you that we made first self-launch with FES
installed on Silent 2 sailplane.
You can fiind video of this important moment on:
http://www.front-electric-sustainer.com

Regards,

Luka Znidarsic

Originally Posted by silentpilot

On Feb 27, 5:31*am, LimaZulu wrote:
I would like to inform you that we made first self-launch with FES
installed on Silent 2 sailplane.
You can fiind video of this important moment on:http://www.front-electric-sustainer.com
Regards,
Luka Znidarsic

looks very interesting!!!!

While I am fascinated by the self launcher, the sustainer and the like, I have long been curious as to why a glider with a motor doesn't require an "airplane, single engine, land" license to fly. Just curious.

Walt

On Feb 27, 3:42*pm, Walt Connelly Walt.Connelly.
wrote:
silentpilot;763779 Wrote:

On Feb 27, 5:31*am, LimaZulu wrote:-
I would like to inform you that we made first self-launch with FES
installed on Silent 2 sailplane.
You can fiind video of this important moment
on:http://www.front-electric-sustainer.com
Regards,
Luka Znidarsic-

looks very interesting!!!!

While I am fascinated by the self launcher, the sustainer and the like,
I have long been curious as to why a glider with a motor doesn't require
an "airplane, single engine, land" license to fly. *Just curious. *

Walt

--
Walt Connelly

Because its not a ASEL aircraft. What do you would think would happen
if you set loose a typical power pilot in a self launch motorglider?

Having a background with a power ticket can help a lot but so does
some common sense. The quality of checkouts for a self launch
endorsement vary, and especially if done in a touring style
motorglider need some thought in applciation to a single seater
retracting mast type self launcher with basic operation and emergency
procedures. The user community you often find around particular
motorglider types is a huge asset.

Darryl

On Feb 27, 7:13*pm, Darryl Ramm wrote:


Because its not a ASEL aircraft. What do you would think would happen
if you set loose a typical power pilot in a self launch motorglider?

What would happen if you set him loose in a sea plane, a twin or a
jet? It's at least arguable the skill gap between single engine land
and any of those is comparable to that between a pure glider and a
self-launcher yet they each require a specific rating.

Some motorgliders easily approach the complexity and work load of
flying a light twin.

I think Walt has a good question.

Bill Daniels

On Feb 28, 5:16*pm, bildan wrote:
Some motorgliders easily approach the complexity and work load of
flying a light twin.

I think Walt has a good question.

Is there a demonstrated problem? Are there people killing themselves
in motorgliders due to engine handling issues? Is it due to something
that experience in a C152 would help with?

If people are having any problems specific to motorgliders I imagine
it's due to being distracted putting the engine away, or attempting to
start and failing and not having a landing field picked out. Time
banging around a circuit in a 152 isn't going to do anything for that.

I recently asked (on a mainly GA Power pilots’) forum what extra
hazards a glider pilot might need to think about, when acquiring a
self-sustaining glider. (I am getting a FES, but not the self-launch
variety.)

Many of the responses related to internal combustion engines, rather
than electric. For what it is worth, this was my question and my first
thought, followed by is the list I got from various people, edited to
avoid duplications;

-------------
Normally, flying a pure glider, there are certain hazards that power
pilots all too frequently fall victim to, that we don't. One example
is pressing on into increasingly bad weather, lowering cloud base,
often resulting in CFIT when the plan B of turning back turns out not
to work. In a glider, it is almost impossible to be in this position
in the first place, because you can't maintain height under a lowering
cloud base that is turning to rain or worse. In fact you wouldn't be
going cross-country initially in those conditions.

By next season, I hope to have a sustainer engine in my glider. This
will enable me to cruise for about one hour at 50 knots at level
height (e.g., to get home instead of landing out in a farmer’s field).
Although it is unlikely that I would be going cross-country in the
conditions described above, it is conceivable that I might use
thermals to reach a patch of bad weather, and so need to avoid the
temptation to fall into the same trap and end up with CFIT.

My question is: what other pitfalls, not normally faced by a glider
pilot, might I now have to be aware of, when going into sustained
powered flight for up to an hour? (I cannot take off with the
sustainer motor – still need a conventional glider launch by winch or
aerotow.)

---------------------
Engine fires - not something a glider pilot normally has to worry
about.

Effect of icing.

Carb ice.

Engine failures - you'd have to go through some of the same drills as
a powered pilot.

The effect on your compass. It will need swinging twice - once with
the engine on and working and once in the pure glider mode.

The effect of propwash on the handling. if it blows over the elevator
and or rudder it will make them much more powerful and also torque and
gyroscopic effect will alter the handling.

Depending on where the thrust line is it will also affect the pitch,
particularly if it is pylon mounted.

Added weight of engine and fuel will complicate C of G /Ballast/etc
calculations.

Fuel contamination will be a 'new' problem.

Mag problems, freezing of moisture on ignition.

Fuel pump problems - assuming your engine is above the tank..

Noise and vibration will increase fatigue.

Vibration will affect fatigue life of glider sealing of hatches etc
assuming your engine is a 'pop out'.

'Jamming' of controls from cockpit to engine potential 'heating' of
cockpit when engine is running.

Extra drag if engine sticks in 'out' position.

----------------------

What do others think?

Chris N.

On Feb 27, 4:42*pm, Walt Connelly Walt.Connelly.
wrote:
silentpilot;763779 Wrote:

On Feb 27, 5:31*am, LimaZulu wrote:-
I would like to inform you that we made first self-launch with FES
installed on Silent 2 sailplane.
You can fiind video of this important moment
on:http://www.front-electric-sustainer.com
Regards,
Luka Znidarsic-

looks very interesting!!!!

While I am fascinated by the self launcher, the sustainer and the like,
I have long been curious as to why a glider with a motor doesn't require
an "airplane, single engine, land" license to fly. *Just curious. *

Walt

--
Walt Connelly

The simple answer is that if FAA defines a US registered aircraft as a
"glider" then an FAA glider rating is required to fly it. Would you
want the FAA to redefine "glider"?

In many other countries a glider rating or qualification is not
sufficient to fly self launch but it is sufficient to fly a
"sustainer". This is one of the reasons that sustainer engines (aka
turbos) are far more common that engine installations capable of self
launch, except in USA.

Andy