Видео

Yep, that could be improved...just did a quick sketch in a simple drawing software.

Interested in Your comment, according to our paperwork it is a Ka6cr, build year 1961. Why do You think it is part K8?

@@erikisberg3886 no it just looks like a k8 with a high wing, our k6 was a mid wing

I soloed a k13 when i was 14 and flew a t21 and prefect, k8 at raf marham and was moving up when dad got stationed back in the u.s. but a great way to grow up!

@user-eq3qk7vv9h It used to be similar here, I got my basic glider licence on an airforce grant starting at the age of 14 as well. We flew the Scheibe Bergfalke back then, which I still consider a very good basic trainer. That opportunity is sadly for young people long gone by now.

@@erikisberg3886 nice chatting with you, our place is Minden Nv and the Sierras. Be safe and have fun!

Yes, takes a bit getting used to and in gliders the much stronger adverse yaw inverted also takes some geting used to. Regarding the top rudder in turns it initially helps to think left or right foot and push towards the sky to hold the nose in the correct attitude. Thinking like this is also useful in spins in order to not confuse left and right. But lots of fun...

It seems to get very mixed reviews to wehter it is safe or not for the acrylic. In any circumstance do not use the original rainx on acrylics. Rainx themselves warns about this: www.rainx.com/faq/can-rainx-antifog-used-acrylic/ We have a policy to only use mild detergents and very lint free cloths on our planes. I used the original rainx on a van windshield for 3 years and the glass eventually turned a bit milky on the front surface which was a negative experience.

It’s a glider you dipshit. There’s no engine.

Technically yes, but you would need a good day with great thermals. As in all gliders, you are subject to the forces of nature

Ka6cr was my first single seat glider back in the 1970:s as well... also did my first 5 hour attempt in it ending in 4:45 though. Agree that it is more fun than a K8 or similar, it was designed as one of the top competition gliders back then. Really fun to fly in weak thermals. Ours is a 1961.

It is a half snap to inverted followed by a half loop to upright. This makes a 180 change in course.

@@erikisberg3886 yep, just noting that’s not what the title suggested. Good video

That sound is mainly the main center spar/bolt moving rubbing against the air frame when g loads increase or decrease. There is nothing cracking or failing... It is difficult to fix since all these planes have this similar system for easily removing the wings. As far as I know this is very strong. Altitude loss is energy conversion from altitude to kinetic energy = airspeed squared/g. These planes are very slippery so the altitude/airspeed changes are close to calculated. Perhaps 100 m lost to drag n these 2 maneuvers. A slower lightly loaded "grandfathers" loop loses only about 30m. A competition type higher speed and load loop loses perhaps 60m. If going close to Vne You can gain perhaps 250m by pulling up, depending on the type.

Yes, I would chose the Ka6 over any glider I have flown for an outlanding in a tight spot... Also there is a special nice feel to it in thermals.

Den är perfekt för spin övningar jämfört med ASK21 med vikter etc. Hoppas det blir fler återbesök.... det var en rolig sommar 2022 på Stöde med mycket verksamhet.

It is an older Polish Puchacz. They now make the Perkoz which is a successor. I do not know present sales price. Nice airplane in my oppinnion. szdallstar.com/en/products/szd-54-2-perkoz/

@@erikisberg3886 我了解到这是一架无动力滑翔机，我猜测10万美元应该是需要的。

@@xypower8511 That is about right. There are some similar planes with small jet engines. Example minijets.org/en/100-150/pbs-tj100/super-salto-jet-tj100/ Price for a used Puchacz could be much less.

Hej Ulf, visste inte att du hade en bakgrund på Stöde... Roligt att flyga SWU, speciell retro känsla. Min första ensitsare var gamla SE-SWO, Ka6cr den också, på Ödestugufältet i Småland 70 talet.

Stode gliderfield, Sundsvall, Sweden. Yes, the surrounding nature is spectacular. www.sundsvallssegelflygklubb.se/Flygverksamhet/flygfaltetistode/

No that is not a problem unless You exceed design limitations... Every type has different limitations in maneuvers, airspeeds and g loads. This plane is approved for these maneuvers.

I was not really in trouble in this flight since I flown the type for decades and was also rather familiar with the terrain. We fly gliders when we think thermals are best and that is not always in fair weather. I only had a few flights like this over the years, of course You try to avoid rain for many reasons. We can also get a licence to fly in clouds with appropriate clearance with gliders where I fly. It is not exactly IFR but similar. It is not allowed in competitions.

Thank You. This type of flying is a lot of fun. I also feel that I have become better pilot from training beyond the regular upset recovery regime...

That is a nice clean aircraft. Uses glider type airbrakes for landings.

@@erikisberg3886 do you have your glider license

That is great! Ours SE-SWU, is from 1961, pretty much original everything except instrument panel. When I learned to fly back in the 1970:s we had another yellow Ka6cr, then SE-SZO. It had the original Schleicher trim mod kit which was sort of nice. The post idea for the string seems very good, not seen that before. Do You per chance have a link to a picture of Yours?

I have been gliding since the mid 70:s and had just a few rainy flights like this. Being sort of mentally prepared is important. I think if You fly enough situations similar to this are bound to happend. In this case I was very familiar with the grass field and the terrain so I was never worried. Completely different situation if it would been an out landing though.

@@erikisberg3886 I started gliding in the mid 70s as well and , as you say , it’s bound to happen eventually if you fly enough.

I agree, it is great fun to fly especially in weak conditions. The Ka6cr was my first single seat glider in the mid 1970:s. It was not even completely obsolete then...I know about the yaw string placement issue, we should move it. I usually fly this glider much by feel, not looking so much at the instruments. Did spin it back in the 1970:s, found it rather benign. Ours is a 1961 cr model.

@@erikisberg3886 it’s a glider you strap on and fly by feel. My K6 was an earlier BR which had a wheel conversion I believe.

You bet! We actually had a week long camp here last week at our club, lots of flying. At least around here gliding seems to be catching on, many youths getting into the sport. This new to me way of flying the cloverleaf was suggested by one of my coaches. The way I learned it in the past is start rolling at 60 deg in the first quadrant finishing when inverted att low airspeed. I feel this is more difficult since You have to go faster over the top to get the roll going.

Well, perhaps You should be a bit easier on him if it is during basic training...Also there seems to be a fair amount of ambiguity on lazy eights, chandelles, stallturns, wingower etc, all are sort of similar and definitions and how to fly them varies. This was from a course we had during 2 summers covering basic and advanced glider aerobatics. Lots of fun.

@@erikisberg3886 amazing! I only just converted to a single, but I was recently fortunate enough to have an instructor take me for a ride in our club Puchacz while he practiced aerobatics (video on my channel). It’s definitely a different type of precision flying!

@@Will-ui7dv If You enjoyed it, take the course if possible! It is not only fun, it really improves Your flying and safety as well. The Puchacz is great, but here in Sweden it is now limited to basic aerobatics due to age. We have one in the club, great for flicks and spins, still rated for that.

Definitely will if I get the chance! Videos like yours help :)

You are correct, it looks worse than reality trough the camera. Also the visibility through the rain looks worse than reality. Flying into forming fog is what I am mostly concerned with in similar situations. Close to the coast here fog can form rather rapidly, so keeping track of dew point vs temperature is a good idea. Not a problem in good thermal conditions like this day though.

Thermals are really great in April here, but the airfield is still mud... so no gliding yet around here :-( You are right, the ASK-21 is not ideal for glider aerobatics but it is used a lot as an aerobatic basic and intermediate trainer here. We have a Puchacz as well that we practice spins and flicks in, but it is old and nowadays otherwise limited to basic aerobatics.

Hej owe, det är ju lite kul att det finns kvar en sån, flög Ka6 första gången 1974. Har råkat ut för regn förr med liknande problem, ventilationen är ok men sitter längst fram på huven. Allt vatten som rinner upp över den bulliga nosen verkar åka in genom ventilationshålet. Valet blir att ta en dusch eller att huven immar igen.... Även ulltåten sitter i turbulent luft vilket många påpekat. Den borde flyttas längre bak på huven. Lite retrokänsla, som RF5:an ... Väldigt rolig i svag termik, lite åt det där hållet med UL segel som vi kollade på.

Sundsvalls Segelflygklubb, Stöde glider field. www.sundsvallssegelflygklubb.se/globalassets/sundsvalls-sfk---flygsport/bilder/karta.jpg?w=1000&h=1000

Thank you very much.

Det är ju alltid det där med tiden... Ska vara med på Stockholms Segelflygklubbs och IAC22:s ava läger i Juni, info finns SSFK:s hemsida. Sen ska jag förnya mitt ballongcert till EASA under april och försöka flyga mer segel och ev gå molnflygkursen. 1 vecka fjällflyg inbokat i höst. Vi försöker få igång lite mer sträckflygande i Sundsvallsklubben i sommar, det är ju inte riktigt lika enkelt här uppe som nere på Långtora tex. Rätt långt mellan utelandningsfälten...

@@erikisberg3886 okej nej det är klart. Man vill ju inte chansa när det är bergig terräng. Hur många starter blir det per säsong och vad kostar en bogsering till 1000-1500m ish? Försöker få grepp om vad det skulle kosta att flyga mycket segel😊 motorcertet kostar ju en del och hindrar från att flyga fullt så mycket som jag vill.

@@rakamora2266 Det där med kostnaden är ju inte alldeles enkelt. Jag är med i Umeå, Sundsvall, Långtora gästmedlem ava, Ballongfederationen, och IAC22. Nästan 10 lapp bara i fasta avgifter totalt. Billigast blir nog att hålla sig till en klubb som har de flygslag man vill hålla på med. Jag flyger TMG för drygt 800kr/tim tacotid motor, ej varmkörning, fri flygtid utan motor. Det är ett alternativ till ppl, ca halva kostnaden, dubbla startvikten mot ultralätt. Man ska nu kunna räkna ihop tiden från ppl, lapl, ultralätt och tmg vad jag förstår så du ska kunna behålla lapl eller ppl aktuellt på att flyga tmg. Om man är med i en segelflygklubb med bra avtal så kommer man rätt långt med 10 lapp per år. Typiskt abonnemang för flygtid ca 6000 per år fri timmar, bogsering kostar ca 500 till 1000m, men jag brukar koppla ur betydligt lägre om det är bra termik. AVA bogsering till 1500m under läger har hittills varit ca 600 kr, men soppan har ju nu blivit dyr. Bästa dealen jag hört är Ljusdal som har fri flygtid med och utan motor med deras SLG DG1000 för en fast kostnad av ca 1000 kr/månad. I alla fall var det så för ett par år sedan. Kolla vad som gäller hos de klubbar du har inom rimligt avstånd, flygplanspark och avtal/kostnad.

Svår fråga... TMG är ju väldigt roligt i fjällen tex, vi åker upp och flyger en vecka varje höst. Det är ett bra sätt att prova på vågflygnig på ett någorlunda säkert sätt och det går att göra längre turer in i fjällvärlden. Sen är det ju något lockande med enkelheten och att slippa motorn tycker jag. Och det finns inga TMG som duger till segelflyg ava annat än de enklaste manövrerna, RF4 är väl en av de bättre. Vad man ska börja med är en bra fråga. Det beror nog egentligen mest på vilken klubb man har tillgång till nära sig. Tror det är bäst att göra grundutbildningen på rent segel och ta TMG och andra behörigheter från det. Men det finns nog många uppfattningar i den frågan... Om man redan har ppl så är det nog bäst att gå på TMG och ta segelbehörigheten sedan. Jag flyger mest i Umeå på stora flygplatsen och i Stöde långt ut på landet i G luft. Det är rätt olika upplevelser.

@@erikisberg3886 Okej jag fick en presentflygning 2017 i segel och tyckte det var jättehäftig. Sen hoppade jag på och tog motorcert LAPL direkt 2018. Ända sen jag tog cert har jag sneglat på segel och insett att det fyller inte riktigt samma plats som segel verkar göra. Nackdelen är att det verkar ta så mycket tid runt själva flygandet. Har en 1,5 åring hemma så vet inte om jag har tiden att spendera hela dagar på fältet när vädret är bra.

@@rakamora2266 LAPL och TMG är ju rätt likt, det är väl mest skillnader i teorin egentligen. Jag hade nog konverterat till TMG först i din situation. Det är enklare om man har småbarn då det inte tar hela dagar som du skriver. Man brukar kunna boka som vilken Cessna som helst...Från TMG till LAPL krävs det 30 timmar TMG + minst 3 timmar vidareutbildning, i praktiken något mer. Vet inte hur det är från LAPL till TMG. Man kan också knyta TMG behörigheten antingen till ett motor eller segelcert, vet inte vilket som är bäst fn. Sedan blir ju steget lite mindre att gå en konverteringskurs till segel på berget eller i någon klubb. Om man är med i en bra klubb så är dom där dagarna på fältet många gånger ganska roliga och lärorika, lite lillsemester liksom. Själva flygkänslan i segelflygplan är svår att slå om man fastnar för det. Om man kan avsätta den tiden. Tävlade tidigare i ballongflygning, det var en än värre tidstjuv...

@@erikisberg3886 Jo och sikten ut ur segelplanen är häftig. Flyga cessna och piper är mer som att köra en gammal Volvo.

KA6CR would be a Japanese station?

Good explanation of why you ended up in such a nose down after the roll. I learnt flick rolling in a Robin 2160 as part of my basic aerobatics. Lots of fun but you MUST keep the air speed within limits or you risk overloading the wing with rolling-G. I saw a few other comments below make sure you explain the difference in Split-Ss. To a powered pilot it is a 1/2 flick not a 1/2 roll. In competition we never describe it on the judging line as a split-s its always described as a "1/2 loop with 1/2 flick on entry finish upright (and then the direction upwind or downwind)." Remember in a comp you are calling what the judge needs to score not what other people think. In fact all callers should check with the judge BEFORE the flight. The job isn't to be super detailed its to remind the judge what to score. The way I was taught to call out figures for judges is ALWAYS start with the over all shape of the figure and then describe the rolls, flicks and spins. My bet (and its only a suggestion) is that you need 2 people onboard for the C of G and wing loading. Without the wing loading it might not flick at all or fail to flick properly and just dump the plane into a spin.

@@tonywilson4713 Your answer is spot on. It is called a 1/2 flick roll in Aresti notation for glider aerobatics as well, but historically here it was mostly called a snap roll. The main problem with this glider is that allowed airspeed for flicks is so low. The reason for 2 people aboard is wing loading and also that in this situation You have a little extra energy to complete the flick. The flick also needs to start at the correct speed slightly nose down in this glider. There are 2 somewhat different problems with exiting flicks in gliders. It is easy to exit to a spin if energy dissipates to fast, but in the FOX when You flick at higher air speeds, if exiting to abruptly it will take You for a ride in a high energy flat spin for a few turns. These are 2 rather different situations that one must be aware of and be prepared to handle.

@@erikisberg3886 Yeah we interchange between snaps and flicks. People who compete tend to say flick while most others say snap. Its mostly what you instructor said. I find it strange the Swift is no longer produced but the Fox is. To the best of my knowledge there is only on Fox in Australia. I've seen footage of Luca Bertossio fly both the Swift and Fox and what he does with them is pretty special.

​@@tonywilson4713 Same here presently only one Fox in Sweden. It is privately owned and used by the Swedish national team. I am going to a aerobatics training week in June, hope to get to fly it. My friends had their fox refurbished at the factory in Poland last year. Production stopped in 2005 but a new version is reportedly produced now, also with an extended wing tip option. Marginski had lots of problems with their company in recent years. SZD produces the acro 59 by the same designer, seems like the company split in 2 different companies.

@@erikisberg3886 I'm watching another Elon Musk debunk video. It uses some of Elizabeth Holmes (Theranos) as another example of a techno-ponzi scheme. I think Elon's done a couple of truly outstanding things like slap the lethargy out of the auto sector with electric cars, *BUT* he drives me (& others) bonkers because of all the other idiotic and stupid stuff he does. Some of its just outright lies. What's truly aggravates me is that companies like SZD, who are genuinely brilliant, struggle every day to keep the doors open. Imagine where we might be on things like climate change if we actually supported the real technologists in stead of wasting money on fantasies.