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#1
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1-26 vs 1-36
How do these aircraft compare as far as ease of learning to fly it?
Any unusual traits that a new pilot should be wary of? Fred |
#2
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1-26 vs 1-36
On Jun 25, 2:06 pm, Fred wrote:
How do these aircraft compare as far as ease of learning to fly it? Any unusual traits that a new pilot should be wary of? Fred The 1-26 is a nice handling little glider with the glide ratio of a brick. The 1-36 is a miserable glider as far as handling, but with the glide ratio of a well polished brick. |
#3
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1-26 vs 1-36
The 1-26 is a very nice handling glider and is a joy to fly!!!!!!!
It has its critics because it is a over 50 year old design, and has a low L/D and goes into the wind poorly. It is also the best bird to ever land out, and will land in a very small area, with very good control. The 1-26 is also supported by a Very Active group, the 1-26 Association @ www.126association.org with dues of $15 per year. The 1-26 Association is over 50 years old, has kept records and still keeps records of accomplishments in the 1-26 and sponsors its own Championships each year. A number of pilots that have been on the United States National teams have been 1-26 pilots and competitors. Look at the web site, get a 1-26 and at least commit to doing your Silver Badge in the little bird. Kevin R. Anderson SGS 1-26B 192 wrote in message ... On Jun 25, 2:06 pm, Fred wrote: How do these aircraft compare as far as ease of learning to fly it? Any unusual traits that a new pilot should be wary of? Fred The 1-26 is a nice handling little glider with the glide ratio of a brick. The 1-36 is a miserable glider as far as handling, but with the glide ratio of a well polished brick. |
#4
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1-26 vs 1-36
On Jun 25, 4:20*pm, wrote:
On Jun 25, 2:06 pm, Fred wrote: How do these aircraft compare as far as ease of learning to fly it? Any unusual traits that a new pilot should be wary of? Fred The 1-26 is a nice handling little glider with the glide ratio of a brick. The 1-36 is a miserable glider as far as handling, but with the glide ratio of a well polished brick. From personal experience: The 1-36 is more pitch-sensitive (especially on takeoff and during the landing flare - people used to the big stick movements of a 2-33 will be more prone to PIOs. People used to small stick movements and sensitive aircraft will be A-OK). The 1-36 has worse handling at min- sink speeds (and below). Basically, aileron control tends to degrade quite a bit at low speeds (but pitch control is decent). This can make handling in turbulent thermals a chore unless you keep the speed up (which in turn requires a slightly tighter bank, which makes for a slightly higher G-loading, which makes for a slightly lower-than- optimal climb rate). The 1-36 tail-wheel has a lot of weight on it, making ground-handling sometimes a chore for an otherwise small aircraft. You CANNOT push it backwards around the ramp - the tailwheel suspension works great going forwards; but will also cause the tail to jamb at the smallest bumps and cracks, and the loads from pushing backwards over uneven ground (even small cracks in asphalt, or expansion joints in concrete) will quickly tear up any simple plastic or urethane (roller-blade) tailwheel you put on it. NOW, having said that I know that Schweizers are all known to have inidividual personalities. Our club's 1-36 supposedly has less aileron control than some others. And despite the less-than-ideal handling, I will say that our 1-36 does climb quite well. It is also very communicative in regards to lift (you feel it in the seat of your pants quite well, AND you hear the oil-canning of the metal wings *chuckle*). Its not a very quiet glider to fly, but its simple to operate, robust, and the cockpit is spacious with a relatively comfortable seat (though its very "upright" seating). The glide-ratio of the 1-36 is not bad as long as you fly slow and don't have much wind. These gliders will float pretty well on light days. If you want to speed up, both Schweizers will fall like a brick - but I think the 1-36 will penetrate a headwind slightly better than the 1-26 (while still falling like a brick). Take care, --Noel |
#5
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1-26 vs 1-36
On Jun 25, 6:06*pm, Fred wrote:
How do these aircraft compare as far as ease of learning to fly it? Any unusual traits that a new pilot should be wary of? Fred 1-26 is easy, safe glider for new pilots as long as proper briefing about the differences between the glider they trained dual in and the 1-26 are covered. These include. Increased pitch sensitivity vs 2-33(the most likely trainer from which someone will transition to 1-26. Rest forearm on thigh and fly with wrist action. Reduced clearance under the nose. A demonstration on the ground of tailwheel contact, then skid contact shows this. View out of the cockpit has wing in a new place so scan in pattern is a little different. Pilots must demonstrate proper recovery from turn stalls and incipient spins. We put our students in the 1-26 after about 6-10 solo flights in the 2-33. It is a fun ship and a good glider to learn a lot in. UH |
#6
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1-26 vs 1-36
On Jun 25, 7:20*pm, wrote:
On Jun 25, 2:06 pm, Fred wrote: How do these aircraft compare as far as ease of learning to fly it? Any unusual traits that a new pilot should be wary of? Fred The 1-26 is a nice handling little glider with the glide ratio of a brick. The 1-36 is a miserable glider as far as handling, but with the glide ratio of a well polished brick. I "grew up" on Schweizers in the following sequence: 2-22, 2-33, 1-26, 1-36 (with a couple of 2-32 and 1-34 sorties thrown in). I would say my first 200 hours were in these birds, with most of it in the last two. In fact, I did my first long XC flight (150 miles or so) in the 1-36 on thermals, so I got to spend some real quality time with it Others have already posted, but here's what I would say are the key differences in terms of what you asked: I would suggest that there isn't a huge difference if you're transitioning from a 2-33; they're both way more pitch sensitive and significantly more responsive. However, the 1-26 is probably "easier" in that it has fewer bad habits. Regarding the 1-36, it is: * A little more prone to falling off into an incipient spin when thermalling. In fact, it was the first plane in which I ever inadvertantly entered a fully-developed spin. Recovery took aggressive (proper) control inputs. * A bit trickier to land. It is a higher perforance glider, and it will float a long ways if you try to dive it down onto the ground. * I found the spring trim somewhat annoying, as it seemed to never be "just right" and was too easy to release by accident (could've just been the specific one I flew, I suppose). OTOH, 1-26 trim is essentially non-existant, so you take your pick. * There are two different 1-36 variants; one is a real tail dragger and one is a nose-sitter. The nose sitter is easier to handle on the ground and is probably a better "beginner" single place since it is a little easier to cope with during takeoff and landing rolls. * Much more comfortable. The factory seat cushions are really nice, and it is reasonably comfy for 3-4 hour flights if you have everything adjusted correctly. * Noisy. It is a real oil-canner, which can get annoying on bumpy days. The big plus for both airplanes (with a slight nod to the 1-26) is that they will put up with a lot of crap as far as being landed in tight spots and rough fields. When I think of a couple of early landouts I got away with vs. what would have happened if I had tried to stuff my Grob Astir (itself a very benign ship) into the same spaces... yipes. Erik Mann LS8-18 (P3) |
#7
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1-26 vs 1-36
Hundreds of hours in each.
If you are a confident pilot, prefer the 1-36. Longer legs and most of its negatives are quickly and easily addressed. The pitch sensitivity some allude to is the result of a dead spot in the trim system. When the trim is engaged, you don't get a control movement until you've moved the stick about 1/4 inch. This tends to cause over control and PIO. Simple solution is to pull the trim trigger and hold throughout take off and landing. Dead spot disappears. Warnings from 1-36 pilots who don't know this should suggest their level of competence and the value of their advice. Both gliders are honest at the stall and will spin readily. The 1-26 is easier to fly, but requires a well-refined Fiat complex to truly love. 1-36 also has exceptional dive brakes. "Fred" wrote in message ... How do these aircraft compare as far as ease of learning to fly it? Any unusual traits that a new pilot should be wary of? Fred |
#8
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1-26 vs 1-36
At 12:35 29 June 2008, user wrote:
Both gliders are honest at the stall and will spin readily. The 1-26 is easier to fly, but requires a well-refined Fiat complex to truly love. 1-36 also has exceptional dive brakes. I know this wasn't part of the original question, but it might be significant to someone considering buying one of these gliders. With the 1-26, you have a great supporting organization, and you can compete in it, with tasks that are called with the 26's performance in mind. There are generally some local contests within reach, plus the Big Deal every year with the 1-26 Championships. There really isn't much of a place for the 36 to race. Sports class, I suppose, but it's going to be tough. With the 1-26, it's head-to-head racing. Jim Beckman (234, 664, 336, etc.) |
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