PiK20b

Thanks Jack,
I'll let you know how I get on.
The weather today here in Norfolk [UK] is great for gliding, big Cu 4500
- 5000 agl bases, keeping my fingers crossed it stays like this for the
weekend...

Jack wrote:
Hi Phil,

The PIK has it's own characteristics, though none that need to be
feared. I'll start with takeoff. It's a taildragger and will need to be
lined up carefully before hooking the rope on. For the first 100 feet
or more, it's going where it's initially pointed, especially with the
CG hook. Begin with full -8 cruise flap, and roll the flap handle back
to +8 thermalling position as you have aileron authority. By the time
this is all the way back you're flying. Complete the tow as you
normally would. I like to tow dry at 65 to 75 knots. On your first
flight, I recommend a high tow, to 4000 AGL. Do 3 mock patterns, and
the last one that counts. Make sure to go all the way to +90 degrees on
the flaps and keep the airspeed at 60 kts. You will seem to be standing
on the rudder pedals, but that will become second nature. You are
really NOT pointed straight down. As you turn final for the last time,
you will have a better view of the airport than you ever thought
possible. Don't let the flaps spook you. They're a piece of cake. You
will find flair to be accomplished by easing off forward pressure on
the stick. I keep full flap until I actually touch down, and then wind
them off very quickly all the way to -8. Again pay attention to your
direction because once the tail comes down, it's a bit difficult to
steer with the rudder. Most of all, don't be afraid to add more flap
and forward pressure on the stick on approach. Maintaining airspeed
allows you to adjust your approach and touchdown point very accurately
with practice and a positive attitude.

Congratulations on the new ship.

Jack Womack
PIK-20B N77MA (TE)

Phil, one thing to add: in ground effect the ship becomes pitch sensitive.
Once you have rounded out and are working out the last few inches to touch
down, think small adustments.


"phil collin" wrote in message
...
Thanks Jack,
I'll let you know how I get on.
The weather today here in Norfolk [UK] is great for gliding, big Cu 4500 -
5000 agl bases, keeping my fingers crossed it stays like this for the
weekend...

Jack wrote:
Hi Phil,

The PIK has it's own characteristics, though none that need to be
feared. I'll start with takeoff. It's a taildragger and will need to be
lined up carefully before hooking the rope on. For the first 100 feet
or more, it's going where it's initially pointed, especially with the
CG hook. Begin with full -8 cruise flap, and roll the flap handle back
to +8 thermalling position as you have aileron authority. By the time
this is all the way back you're flying. Complete the tow as you
normally would. I like to tow dry at 65 to 75 knots. On your first
flight, I recommend a high tow, to 4000 AGL. Do 3 mock patterns, and
the last one that counts. Make sure to go all the way to +90 degrees on
the flaps and keep the airspeed at 60 kts. You will seem to be standing
on the rudder pedals, but that will become second nature. You are
really NOT pointed straight down. As you turn final for the last time,
you will have a better view of the airport than you ever thought
possible. Don't let the flaps spook you. They're a piece of cake. You
will find flair to be accomplished by easing off forward pressure on
the stick. I keep full flap until I actually touch down, and then wind
them off very quickly all the way to -8. Again pay attention to your
direction because once the tail comes down, it's a bit difficult to
steer with the rudder. Most of all, don't be afraid to add more flap
and forward pressure on the stick on approach. Maintaining airspeed
allows you to adjust your approach and touchdown point very accurately
with practice and a positive attitude.

Congratulations on the new ship.

Jack Womack
PIK-20B N77MA (TE)

Ok,
Glen, would you agree with Jack on the aero tow speed? seems a bit on
the high side that's all. We fly IS30's, IS28's, Blaniks, Darts, Pirats,
Skylarks, libelles etc and we generally tow them all at 60 Knots without
any issue, does the PiK fly better with a quicker tow?
also, the reading I've done suggests best L/D at 63 Knots, does that
sound right?

Thanks to you and Jack

Phil

Glen Kelley wrote:
Phil, one thing to add: in ground effect the ship becomes pitch sensitive.
Once you have rounded out and are working out the last few inches to touch
down, think small adustments.


"phil collin" wrote in message
...
Thanks Jack,
I'll let you know how I get on.
The weather today here in Norfolk [UK] is great for gliding, big Cu 4500 -
5000 agl bases, keeping my fingers crossed it stays like this for the
weekend...

Jack wrote:
Hi Phil,

The PIK has it's own characteristics, though none that need to be
feared. I'll start with takeoff. It's a taildragger and will need to be
lined up carefully before hooking the rope on. For the first 100 feet
or more, it's going where it's initially pointed, especially with the
CG hook. Begin with full -8 cruise flap, and roll the flap handle back
to +8 thermalling position as you have aileron authority. By the time
this is all the way back you're flying. Complete the tow as you
normally would. I like to tow dry at 65 to 75 knots. On your first
flight, I recommend a high tow, to 4000 AGL. Do 3 mock patterns, and
the last one that counts. Make sure to go all the way to +90 degrees on
the flaps and keep the airspeed at 60 kts. You will seem to be standing
on the rudder pedals, but that will become second nature. You are
really NOT pointed straight down. As you turn final for the last time,
you will have a better view of the airport than you ever thought
possible. Don't let the flaps spook you. They're a piece of cake. You
will find flair to be accomplished by easing off forward pressure on
the stick. I keep full flap until I actually touch down, and then wind
them off very quickly all the way to -8. Again pay attention to your
direction because once the tail comes down, it's a bit difficult to
steer with the rudder. Most of all, don't be afraid to add more flap
and forward pressure on the stick on approach. Maintaining airspeed
allows you to adjust your approach and touchdown point very accurately
with practice and a positive attitude.

Congratulations on the new ship.

Jack Womack
PIK-20B N77MA (TE)

In article ,
phil collin wrote:

Ok,
Glen, would you agree with Jack on the aero tow speed? seems a bit on
the high side that's all. We fly IS30's, IS28's, Blaniks, Darts, Pirats,
Skylarks, libelles etc and we generally tow them all at 60 Knots without
any issue, does the PiK fly better with a quicker tow?
also, the reading I've done suggests best L/D at 63 Knots, does that
sound right?

Thanks to you and Jack


I fly a 301 Libelle, towing on the CG hook. It's the CG hook that is the
issue with slow tows. Gliders generally have small elevators, some
smaller or less effective than others. Towing on the CG hook loads up
the tailplane more than towing with a nose hook, so, at low tow speeds,
one can run out of elevator authority. This is especially dangerous in
gusty conditions where there may be momentary hard yanks on the tow line
adding to the tendency to pitch up. God help you if you have an aft CG
in that situation. I have had a tow or two where the speed got down
below 50 knots. That was very uncomfortable and I was reaching for the
tow release in each case while yelling at the tuggy for more speed.

Phil, I've been away for the day and I see much good info has been added. I
forgot to mention the CG hook considerations. I have never felt the need to
specify a tow speed. The tow pilots in my club deal with a lot of glass
ships and whatever they are using for an average has been fine for me. I
would say this is typically 60kt or so. I have experienced no problems with
the CG hook, but respect the slow tow and gust advice that others have
given - make sure the trim is full forward for takeoff. I usually tow with
+8 flap for over the nose visibility (this is at/after liftoff - the full
neg on takeoff roll definitely applies).

I will amplify the advice about not trying to limit your flap setting for
your first pattern. Use whatever it takes! I will also amplify the bit
about not having extra speed in the flare - you can/will go a long ways in
ground effect if you flare with extra speed. I try to hold 55kt in the
pattern, which will let me roll flaps in and out at will.

No matter what the previous part of the approach has been like, I find that
I usually have 90deg rolled on for touchdown. This provides a consistency
in control sensitivity. Almost immediately after touchdown I roll the flaps
back up to full neg to maintaian roll control.

As far as max l/d speed, it depends on your weight and model, but I use 54
kts at 35.1 kg/sq m. This is a PIK-20A - no flap interconnect or carbon.

Glen

"phil collin" wrote in message
...
Ok,
Glen, would you agree with Jack on the aero tow speed? seems a bit on the
high side that's all. We fly IS30's, IS28's, Blaniks, Darts, Pirats,
Skylarks, libelles etc and we generally tow them all at 60 Knots without
any issue, does the PiK fly better with a quicker tow?
also, the reading I've done suggests best L/D at 63 Knots, does that sound
right?

Thanks to you and Jack

Phil