Where can I get dual instruction in a glider with flaps? (USA)

Some dual-seat motorglider have flaps, such as DG500M, DG505M, and Stemme S10.

https://sites.google.com/site/motorg...g-and-training

-Gen


On Friday, August 17, 2012 4:39:56 PM UTC-7, son_of_flubber wrote:
I'm looking for someplace in the USA to get dual instruction in a glider that has flaps. (yet another reason to regret the grounding of the L-13s)

On Friday, August 17, 2012 7:39:56 PM UTC-4, son_of_flubber wrote:
I'm looking for someplace in the USA to get dual instruction in a glider that has flaps. (yet another reason to regret the grounding of the L-13s)

FWIW.....I did a few patterns in a Cessna 150 (full flaps compared to a 152) before going into s SGS-135, later a ASW-20. It was worthwhile to see the differences in pitch attitude.
If you're proficient in gliders, this should be enough for the transition along with a ground discussion.

This is coming from an ex CFIG & few thousand hour glider/competition pilot.

On Saturday, August 18, 2012 12:21:29 PM UTC-4, Duster wrote:

What ship are you training to fly in? I fly an all-flapped 1-35 and

there are some good written reviews on how to fly them.

I want to transition to a SGS 1-35 after flying a Grob 102 and ASK-21. Initial landing will be on a 5500 foot runway at a low traffic airport, so I can ease into using the flaps. I have a CFI-G who has flown 600 hours (years ago)in a SGS 1-35 who will brief on the ground.

The other suggestions are much appreciated. I don't fly power, but I may take some lessons in a Cessna 150 per Charli's suggestion. I plan to fly a few hours of power instruction (just for general knowledge) in any case.

I was thinking of the Duo X. But you are correct. Even then the flap position is tied to the spoiler position.
T

We have transitioned pilots into single seat gliders with no spoilers, just landing flaps with no issues.
A good read and ground school session on aerodynamic effects AMD talking with those that have flown flaps only and then let them go.
A god long runway for landing helps. Flown both the 1-35 and Nugget, LP-15.

T

I hope you monitor the gmail address associated with your post, because I
just used it to sent you a personal email.

Wayne
http://groups.yahoo.com/group/hp-gliders
http://www.soaridaho.com/


"son_of_flubber" wrote in message
...

On Saturday, August 18, 2012 12:21:29 PM UTC-4, Duster wrote:

What ship are you training to fly in? I fly an all-flapped 1-35 and

there are some good written reviews on how to fly them.

I want to transition to a SGS 1-35 after flying a Grob 102 and ASK-21.
Initial landing will be on a 5500 foot runway at a low traffic airport, so I
can ease into using the flaps. I have a CFI-G who has flown 600 hours
(years ago)in a SGS 1-35 who will brief on the ground.

The other suggestions are much appreciated. I don't fly power, but I may
take some lessons in a Cessna 150 per Charli's suggestion. I plan to fly a
few hours of power instruction (just for general knowledge) in any case.

There are some good flying tips on the 1-35 site. I yours is a 1-35c,
note that it has less + flaps than the other models. The POH also has
some good advise. Youtube has a few vids of 1-35s and HPs as they are
landing. I you have a 25degree detent, then that will account for most
of the lift-enhancement; the rest providing more drag than lift. Get
used to the unusual attitude with flaps deployed and don't be dumping
flaps on short (low altitude) final as that will make the ship tend to
drop and increase your stalling speed. Some advise going to neutral or
negative settings on touchdown to plant the ship. Go through all your
flap settings at altitude as practice. It's a fun ship, have fun!

http://members.goldengate.net/~tmren...35/ramb135.htm

On Saturday, August 18, 2012 9:25:58 PM UTC-4, son_of_flubber wrote:
... I can ease into using the flaps.

That is one of the most dangerous things you can do with a flapped glider.
Do your homework and make sure you understand why.
If you've had a CFI briefing and aren't clear on this,
find another CFI with more appropriate experience.

You'll love the glider and the landing flaps !
But be safe and get proper training first !
I've watched some really unfortunate results
when proper training didn't precede flying...

Best Regards, Dave

On Aug 19, 2:55*pm, Dave Nadler wrote:
On Saturday, August 18, 2012 9:25:58 PM UTC-4, son_of_flubber wrote:
... I can ease into using the flaps.

That is one of the most dangerous things you can do with a flapped glider..
Do your homework and make sure you understand why.
If you've had a CFI briefing and aren't clear on this,
find another CFI with more appropriate experience.

You'll love the glider and the landing flaps !
But be safe and get proper training first !
I've watched some really unfortunate results
when proper training didn't precede flying...

Best Regards, Dave

There's very little good advice missing in the 1-35 and HP "First
flight with flaps" reviews, and do a thorough search in the posts over
the years in this group. Ignore the ones that say "just jump in and
fly it and use the flaps like spoilers". With a mile-long runway,
there is a safe way to "..ease into using flaps." That doesn't mean
don't use any flaps, but you probably don't want to put out all 90 on
your first try (The HPs have more than either 1-35 versions I
believe). As I recall, the POH advises to put in 25deg in the pattern.
Once you know you have the field made, you can add more flaps as long
as you still have the field. Someone made a comment that is straight
to the point; something like "If you are low with flaps out and you
aren't going to make the field, there's nothing you can do but land
short". Many caution not to carry too much extra speed in the flair,
since you can use that mile up in ground-effect with lift-enhancement.
Since you do have extra flaps in your practice flts, you add more to
increase drag. You have a wheel brake and front skid. Going neutral
should keep you planted. On TO, I go to -8 until there's enough air
for roll control, though I wouldn't worry about on the first flights.
Yes, talk to a CFI about theory, but if he/she doesn't have experience
in flap-only ships, then talk to someone who does in your type. Isn't
there a one-off dual-place HP still flying out there one could get
instruction?

On 8/19/2012 1:55 PM, Dave Nadler wrote:
On Saturday, August 18, 2012 9:25:58 PM UTC-4, son_of_flubber wrote:
... I can ease into using the flaps.

That is one of the most dangerous things you can do with a flapped glider.
Do your homework and make sure you understand why.
If you've had a CFI briefing and aren't clear on this,
find another CFI with more appropriate experience.

"What Dave said!"

Where you don't want to end up is overshooting your field because of improper
use of arguably the most effective/draggy/energy-reducing landing devices
semi-commonly found on sailplanes (i.e. large-deflection landing flaps).

You'll love the glider and the landing flaps !
But be safe and get proper training first !
I've watched some really unfortunate results
when proper training didn't precede flying...

Again..."What Dave said!" (It's painful to watch 'really unfortunate results,'
even when nothing gets bent. It's even more painful to watch a glider getting
bent when 'proper training' is willfully ignored!)

IMHO, there's nothing fundamentally difficult or dangerous in the correct use
of large-deflection landing flaps. I - safely, unexcitingly - transitioned to
them from a 1-26 with a total of 128 hours, all in 2-22'2, 2-33's and 1-26's.
That was in 1975...no instructors to talk with, no world wide web to research.
So did my partner with roughly similar time/experience. Never willingly went
back to spoilers unless giving rides.

The devil is always in the details, and the details of proper use of
large-deflection flaps were/are not particularly well hidden.


Best Regards, Dave


Have fun!

Bob - 2,000 hrs of large deflection-landing flapped ship time - W.