A Kid Flying a Duckhawk?

On Thursday, October 31, 2013 8:56:12 AM UTC-4, Evan Ludeman wrote:
On Thursday, October 31, 2013 4:14:25 AM UTC-4, wrote:

Wouldn't a pilot who has before only flown sluggish oldtimer gliders write the exact same review about every modern high performance glider?



Of course, yes. It's been done many times.



T8

Except for the "I learned it all in Condor" part :-).

If Daniel flys in RL as well as he does in Condor, which from his podium's finishes in the 1-26, I am sure he does! I would say his write up carries some weight and should not be brushed off as a guy who doesn't know what he is talking about because he doesn't fly glass..

But this is from a power guy with a commercial glider rating and a HUGE fan of Condor!!! Especially since it's the only glider flying I get to do in a country that ends in STAN while at work!!

Great article DS, see you online!!!

Josh
CPI

And except for the parts about:

No neg flaps on take off, no trim, electric flaps without notches,
automatic controlled flaps, electric landing gear retract/extend, very
light weight, very slow in thermals, 160 knot Va, very high Vne and 400 km
flight with 105 knot average speed on ridge....

Otherwise it was exactly like every other review of every other
sailplane...

Cookie



At 12:59 31 October 2013, Evan Ludeman wrote:
On Thursday, October 31, 2013 8:56:12 AM UTC-4, Evan Ludeman wrote:
On Thursday, October 31, 2013 4:14:25 AM UTC-4,
wrote:

Wouldn't a pilot who has before only flown sluggish oldtimer gliders
write the exact same review about every modern high performance glider?



Of course, yes. It's been done many times.



T8

Except for the "I learned it all in Condor" part :-).

And except for the parts about:

No neg flaps on take off, no trim, electric flaps without notches,
automatic controlled flaps, electric landing gear retract/extend, very
light weight, very slow in thermals, 160 knot Va, very high Vne and 400 km
flight with 105 knot average speed on ridge....

Otherwise it was exactly like every other review of every other
sailplane...

Cookie



At 12:59 31 October 2013, Evan Ludeman wrote:
On Thursday, October 31, 2013 8:56:12 AM UTC-4, Evan Ludeman wrote:
On Thursday, October 31, 2013 4:14:25 AM UTC-4,
wrote:

Wouldn't a pilot who has before only flown sluggish oldtimer gliders
write the exact same review about every modern high performance glider?



Of course, yes. It's been done many times.



T8

Except for the "I learned it all in Condor" part :-).

Bravo Cookie!
What an innovative sailplane! And it is made in the USA too!
The sport finally moves ahead. Thanks Duckhawk designers.


On Thursday, October 31, 2013 11:05:29 AM UTC-4, Cookie wrote:
And except for the parts about:

No neg flaps on take off, no trim, electric flaps without notches,

automatic controlled flaps, electric landing gear retract/extend, very

light weight, very slow in thermals, 160 knot Va, very high Vne and 400 km

flight with 105 knot average speed on ridge....



Otherwise it was exactly like every other review of every other

sailplane...

On Thursday, October 31, 2013 10:05:30 AM UTC-7, Soartech wrote:
Bravo Cookie!

What an innovative sailplane! And it is made in the USA too!

The sport finally moves ahead. Thanks Duckhawk designers.





On Thursday, October 31, 2013 11:05:29 AM UTC-4, Cookie wrote:

And except for the parts about:



No neg flaps on take off, no trim, electric flaps without notches,



automatic controlled flaps, electric landing gear retract/extend, very



light weight, very slow in thermals, 160 knot Va, very high Vne and 400 km



flight with 105 knot average speed on ridge....







Otherwise it was exactly like every other review of every other



sailplane...

We hope to get a seasoned competition pilot in an HP-24 next season. Pretty sure it will showcase what kind of performance can come out of a small shop up in the foothills of California.

Brad
Tetra-15/GK

I think some people are losing sight of perhaps what I have tried to convey.. There are many highly experienced pilots out there who can and will fly the Duckhawk and provide much more detailed explanations of the subtle differences between that they fly/have flown versus the Duckhawk. The general point was that someone with as LITTLE experience as myself (in fact having NEVER flown ANY high performance sailplanes prior) could easily handle this glider and in short order effectively fly it cross country. This is bearing in mind that this is one of the highest performing 15m gliders in existence, and in direct comparison to something like a Diana 2 which does not have a reputation for being so docile. Also, upon closer inspection, one would notice that I did not stress generalities... instead I focused on things that set this glider apart from others.

Regards,
Daniel Sazhin

On Thursday, October 31, 2013 8:59:18 AM UTC-4, Evan Ludeman wrote:
On Thursday, October 31, 2013 8:56:12 AM UTC-4, Evan Ludeman wrote:

On Thursday, October 31, 2013 4:14:25 AM UTC-4, wrote:



Wouldn't a pilot who has before only flown sluggish oldtimer gliders write the exact same review about every modern high performance glider?







Of course, yes. It's been done many times.







T8



Except for the "I learned it all in Condor" part :-).

In terms of Condor and the things I have gotten out of it for all of my flying, I would gladly discuss it if there are those who are interested, but in a separate thread as it would go too far off track here. I will say that it has given me a tremendous amount and that a lot of it does translate to real life and that without it, I am certain that I would no have been able to progress this quickly.

Regards,
Daniel Sazhin

On Thursday, October 31, 2013 1:33:23 PM UTC-4, wrote:
I think some people are losing sight of perhaps what I have tried to convey. There are many highly experienced pilots out there who can and will fly the Duckhawk and provide much more detailed explanations of the subtle differences between that they fly/have flown versus the Duckhawk. The general point was that someone with as LITTLE experience as myself (in fact having NEVER flown ANY high performance sailplanes prior) could easily handle this glider and in short order effectively fly it cross country. This is bearing in mind that this is one of the highest performing 15m gliders in existence, and in direct comparison to something like a Diana 2 which does not have a reputation for being so docile. Also, upon closer inspection, one would notice that I did not stress generalities... instead I focused on things that set this glider apart from others.



Regards,

Daniel Sazhin

Dan,

Chuckle. No one who knows you is any more surprised that you can fly the DH and fly it hard and fly it well than that the sun rose in the East this morning.

Welcome to the world of extensive laminar flow.

We should go race on the ridge some time next Spring. Blairstown has been on my todo list for a while.

You wouldn't have had any reason to notice, but might be interested to know: my gear handle is on the left side (I like that), works almost as easy as a light switch. I took the trimmer out a couple years ago because it was just getting in my way and the ship flies better without it. What's (30 years) old, is new!

Let's save Condor for the annual January r.a.s. food fight.

best,

Evan / T8

On Wednesday, October 30, 2013 11:25:51 AM UTC-4, wrote:
Out of curiosity, how does one register a duckhawk? The webisite says "All models are sold as basic aircraft. No instruments. No Certificate of Airworthiness." It's not a homebuilt, it's not part 103, it's not imported exhibition and racing... How do you fly this thing legally? John Cochrane

It can be registered simply by having the required bill of sale and application for registration.
What becomes a bit more complex is having the documentation to support the issuance of an airworthiness certificate and associated operating limitations.
Presumably it comes with a manufacturer provided flight manual and maintenance manual. Current Exhibition/Air Racing limitations require inclusion of who is responsible for maintaining the aircraft and many other portions extract information from the manufacturer's documents. When I have licenced glider Ex, the inspector has expected to see the manuals.
It would make me, as a potential buyer, unlikely to consider purchasing a Duckhawk if the manufacturer would not deliver it with an airworthiness certificate.
Another voice heard from
UH