Letters Asking to Buy My Glider

"ContestID67" wrote in message
ups.com...
I have received several letters over the last year from people
interested in purchasing my glider. I was wondering if this is common
or rare? I'd like to think it rare and that I own a highly desireable
and marketable glider.

I also wonder if it is some type of scam. The letter's content and
other small detals makes them seem like genuine enquiries.

I always reply back to the author with a nicely worded, "Thanks but no
thanks. I'll contact you if I change my mind." Often I get back a
response which clearly is from a glider pilot.

What is your experience?

John "67R"


John,

About 12 years ago I was ready to purchase my first sailplane. Being new to
the sport the local group of pilots recommended that I purchase a Ka-6. A
mass mailing was sent to all owners west of the Appalachian Mountains. As a
result I found a nice Ka-6E at a reasonable price located in Kentucky.
(http://www.soaridaho.com/photogallery/valley/Ka-6E.jpg --
http://www.soaridaho.com/photogaller...with_Ka-6E.jpg)

It was November the Bronco II was readied for the trip and off I went. The
trip to East was a non-event; however, returning home was a different story.
First off, the trailer didn't track well and the Bronco II's short wheel
base didn't help the situation.. Then came a massive row of thunder storms
complete with tornados. Once west of the Mississippi River all was well
until I reached Wyoming. The first winter snow storm hit closing I-80.
Luck was with me, I was able to find a motel room for the night. The next
day about noon I-80 was open (chains required.); however, a high wind
warning still in effect. I chained all four wheels of the Bronco II and
headed west.

The wind wasn't bad as I left Laramie; however, it got stronger, and
stronger as I approached Elk Mountain. As the winds increased it was
necessary to drive with the right wheels on the unplowed shoulder in order
to maintain control of the trailer. I took my time and threaded my way
around and between several overturned "18 wheelers." About 20 miles west of
the summit the winds settled down. The chains were removed at Rawlins and
the rest of the trip to Nampa was uneventful.

Back to the subject line -- For a person looking for a specific make and
model, a mass mailing from the FAA database is worth the effort. If your
enquiries contain specific questions relating to your sailplane, I would
consider them genuine. However, the advice Tim offers on the Wings and
Wheels website should be taken seriously.
(http://www.wingsandwheels.com:80/wantads1.htm)

Wayne
HP-14 "6F"
http://www.soaridaho.com/

I wonder aloud if this has to do with the desireability (I'd like to
think) of my sailplane, a DG-101G ELAN. Obviously the ship is not the
high point of aerodynamics but there are four distinct reasons why I
think the above;

1) When I bought the ship it was a race with two other pilots to buy
the same ship. I happened to be quickest on the trigger with a phone
call. Luckily I had a friend point it out to me.

2) Repeated ads in Soaring for "DG owners we have buyers for your
ship". I don't see that with other makes and models.

3) I don't see them for sale in Soaring, Mara's, etc.

4) I keep getting mail from interested buyers (and they are better
worded than Mara's scam emails).

Of course it could be rarity as there are just 14 DG-100s (all types)
in the FAA registry of which only 9 are DG100G (same as DG101G). Just
my $0.02.

- John

ContestID67 wrote:
I wonder aloud if this has to do with the desireability (I'd like to
think) of my sailplane, a DG-101G ELAN. Obviously the ship is not the
high point of aerodynamics but there are four distinct reasons why I
think the above;

1) When I bought the ship it was a race with two other pilots to buy
the same ship. I happened to be quickest on the trigger with a phone
call. Luckily I had a friend point it out to me.

2) Repeated ads in Soaring for "DG owners we have buyers for your
ship". I don't see that with other makes and models.

3) I don't see them for sale in Soaring, Mara's, etc.

4) I keep getting mail from interested buyers (and they are better
worded than Mara's scam emails).

As a former DG-101G owner, I can tell you that quite a few people know
that they are one of the best buys in glass gliders in the US $20K to
$30K range, if you can find one. And, I'll also say that, properly
sealed (mine had sealed pushrods, S-seals on the ailerons, and even
routed channels for the mylar), I used to be able to pretty consistently
outclimb and outrun any LS-4, Pegase, or ASW-19 I came across 8^)

Marc

Marc Ramsey wrote:
ContestID67 wrote:
I wonder aloud if this has to do with the desireability (I'd like to
think) of my sailplane, a DG-101G ELAN. Obviously the ship is not the
high point of aerodynamics but there are four distinct reasons why I
think the above;

1) When I bought the ship it was a race with two other pilots to buy
the same ship. I happened to be quickest on the trigger with a phone
call. Luckily I had a friend point it out to me.

2) Repeated ads in Soaring for "DG owners we have buyers for your
ship". I don't see that with other makes and models.

3) I don't see them for sale in Soaring, Mara's, etc.

4) I keep getting mail from interested buyers (and they are better
worded than Mara's scam emails).

As a former DG-101G owner, I can tell you that quite a few people know
that they are one of the best buys in glass gliders in the US $20K to
$30K range, if you can find one. And, I'll also say that, properly
sealed (mine had sealed pushrods, S-seals on the ailerons, and even
routed channels for the mylar), I used to be able to pretty consistently
outclimb and outrun any LS-4, Pegase, or ASW-19 I came across 8^)

Marc
As a former DG-100 owner, I liked the finish, the light handling, the
ultimate strength, the durable finish, the warm toes when high,
payload, and the high rough air VNe. The downward twist of the wing
tips at high VNe is extremely interesting. It's narrow at the hip,
which discourages some and makes it a bit unsuitable for club use.
Later testing showed they were at least 10% under claimed best L/D. No
way they'll outrun a Jantar Std 2.

We looked at one a couple of years ago. Due to maintenance issues and
a substandard trailer we weren't willing to offer as much as asked, so
we walked, happily. There was a nice one for sale in Texas, but we
passed as some didn't want the split canopy. We bought an LS-4a.

Frank Whiteley

Frank Whiteley wrote:
As a former DG-100 owner, I liked the finish, the light handling, the
ultimate strength, the durable finish, the warm toes when high,
payload, and the high rough air VNe. The downward twist of the wing
tips at high VNe is extremely interesting. It's narrow at the hip,
which discourages some and makes it a bit unsuitable for club use.
Later testing showed they were at least 10% under claimed best L/D. No
way they'll outrun a Jantar Std 2.

We looked at one a couple of years ago. Due to maintenance issues and
a substandard trailer we weren't willing to offer as much as asked, so
we walked, happily. There was a nice one for sale in Texas, but we
passed as some didn't want the split canopy. We bought an LS-4a.

1) DG-100 != DG-100G (101).
2) You gotta properly seal them to make them fly to their potential (the
101 Johnson tested wasn't sealed at all, which was stated in the article).
3) DG offered (still?) an inexpensive retrofit kit with 300 style
upswept wing tips (which mine didn't have) that got rid of the downward
twist and significantly improved high speed performance, but there was
no point to flying that fast, even with water.

No, I couldn't outrun Jantar Std 2s and 3s, but I'd catch and pass them
by the top of the next thermal. Mine would eat the local LS-4s for lunch...

Marc

Marc Ramsey wrote:
Frank Whiteley wrote:
As a former DG-100 owner, I liked the finish, the light handling, the
ultimate strength, the durable finish, the warm toes when high,
payload, and the high rough air VNe. The downward twist of the wing
tips at high VNe is extremely interesting. It's narrow at the hip,
which discourages some and makes it a bit unsuitable for club use.
Later testing showed they were at least 10% under claimed best L/D. No
way they'll outrun a Jantar Std 2.

We looked at one a couple of years ago. Due to maintenance issues and
a substandard trailer we weren't willing to offer as much as asked, so
we walked, happily. There was a nice one for sale in Texas, but we
passed as some didn't want the split canopy. We bought an LS-4a.

1) DG-100 != DG-100G (101).
2) You gotta properly seal them to make them fly to their potential (the
101 Johnson tested wasn't sealed at all, which was stated in the article).
3) DG offered (still?) an inexpensive retrofit kit with 300 style
upswept wing tips (which mine didn't have) that got rid of the downward
twist and significantly improved high speed performance, but there was
no point to flying that fast, even with water.

No, I couldn't outrun Jantar Std 2s and 3s, but I'd catch and pass them
by the top of the next thermal. Mine would eat the local LS-4s for lunch...

Marc
Other than canopy and tailplane, what's the real diff? IIRC, same
wing, same fuselage, same A/R. G/101 had better cockpit protection.
Nothing indicated on the DG web site that would indicate a real
performance distinction. The one I partnered in held the NV 100k
record for a time. True the split canopy made sealing a bit of an
issue, the front hinged is preferred, but that's the only substantial
difference WRT performance. Either way, it's a nice, strong glider.

Frank

Frank Whiteley wrote:
Other than canopy and tailplane, what's the real diff? IIRC, same
wing, same fuselage, same A/R. G/101 had better cockpit protection.

Cockpit was rearranged for safety, better ergonomics, and to accommodate
larger pilots. Water ballast system changed. Better venting from the
cockpit through to the tail. Spoiler box changed for better sealing.
ELAN put some effort into refining their production methods, so the G
models generally have smoother wings than the DG produced 100s.

Nothing indicated on the DG web site that would indicate a real
performance distinction. The one I partnered in held the NV 100k
record for a time. True the split canopy made sealing a bit of an
issue, the front hinged is preferred, but that's the only substantial
difference WRT performance.

Prep is everything. Many were purchased later in the production cycle
when it was being sold as a cheap first glider (new purchase price was
$12000US from ELAN). As such, many lacked niceties such as mylar seals,
ballast bags, etc. Mine was rather obsessively worked on by its prior
owners, which resulted in quite decent performance when flown within its
limitations (i.e., one must resist the temptation to cruise at over 90
knots with water).

Either way, it's a nice, strong glider.

True, but it is a bit more than that. By the time I was ready to sell,
I had a list of people who wanted to buy it, and made a nice profit in
the end...

Marc