While the L-13 is used for training, don't let that fool you. This aircraft is quite capable and utilizes several systems you may not be familair with.
If you've been flying the 1-26, you'll find the L-13 flys very much like a 2 place 1-26. By virtue of the shoulder mount wing, the control responsiveness is very similar to the 1-26 in both roll and pitch. However, the rudder doesnot respond comparably to the 1 -26 at all. This will take some getting used to, but once you get the feel, the L-13 is a wonder ship to fly.
How can a pilot not accustomed to flying complex gliders safely transition to this sophisticated trainer? The flight instructor is the key to this operation - and a checkout by a qualified LESC CFIG is required prior to your first flight in any LESC glider. Several dual flights may be required for an L-13 signoff. The following notes will also be helpful and should be digested by the aspiring L-13 pilot before the actual check out session with their instructor. The experience required to fly LESC's L-13 (and all of LESC's gliders for that matter) is described in the LESC Standard Operationg Procedures.
| Student pilots: | A minimum of 25 solo flights in a 1-26 or higher performance aircraft. Holds SSA “A”, “B”, “C” and “Bronze” badges. Has logged three (or more if required) dual instructional flights in the Blanik. Has logged dual unusual attitude training and completes the written test for the Blanik. |
| Licensed pilots: | A minimum of 25 solo flights in a 1-26 or higher performance aircraft. Has logged at least three flights dual or solo time in a higher performance retractable landing gear glider (LESC, Blanik). Satisfactorily demonstrates flight skills during dual check ride in the Blanik. Has logged dual unusual attitude training and completes the written test for the Blanik. A specific checkout and logbook entry will be required to fly passengers from the backseat; this may require an additional check ride. |
Obtain a copy of the Pilot's Notes for the L-13 Sailplane. Memorize the airspeeds for minimum sink and best glide. Consider proper approach speeds for varying surface winds and turbulence.
| List the appropriate performance limitations and speeds (in KTS): | |
|---|---|
| Stall speed with flaps extended: | |
| Stall speed with flaps extended at 45° bank: | |
| Stall with flaps extended speed at 60° bank: | |
| Minimum sink speed: | |
| Pattern speed: | |
| Maneuvering speed: | |
| Maximum aero tow speed with flaps extended: | |
| Maximum aero tow speed with flaps retracted: | |
| Maximum gorund launch speed with flaps extended: | |
| Maximum ground launch speed with flaps retracted: | |
| Maximum crosswind component for safe landing: | |
| Never exceed speed: | |
| Best L/D speed: | |
| Best L/D: | |
| What is the sink rate @ best L/D: | |
| Maximum gross weight: | |
There are several features of the L-13 that are very different from the Schweizer sailplanes you've been flying. Those most obvious is noticed as you walk up to the glider - it sits on the tail and has no skid. This means that the take off and landing attitudes are different and you must become accostomed to what it's supposed to look like while seated in the cockpit (more on this later).
Unless you've flown a 1-26E, the basic construction of the L-13 is very different than the Schweizer's you flown. The L-13 is a monocoque construction, which means there is no frame. When you look inside the glider all you will see are ribs with the skin panels riveted to them. This means the skin is structural! Any dent or tears in the skin or loose / missing rivets compromise the structural entegrity of the airframe!
The L-13 is a more complex glider than the 2-33 or the 1-26 in that there are new systems to master and a differnt control layout. Probably the most significant control difference is the addition of flower flaps. While the flaps aren't needed for landing, they are very usefull while working lift (more on this later). The main thing to become familiar with is the location of the flap handle in relation to the spoiler handle. You will notice they are right next to each other and mixing these up on final can have catastophic results. Another control that is significantly different is the wheel brake. The wheel brake is acuated by a seperate control on the left side floor board of each cockpit. The brakes are quite effective and require some getting used to. Another control difference is the semi-retractable gear. Semi-retractable means that when the gear is on the up postition, it still hangs below the fuselage. The use of a prelanding checklist will prevent gear up landings. Become familiar with the new cockpit layout. You should be able to put your hands on each control without having to look for it (in the heat of the moment you don't want to waste time trying to find the spoilers instead of the flaps).
Next is the preflight inspection. If possible do a dry run on this before your actual check out with your instructor. The manual will show you what to check and your instructor will cover the preflight in deatail. As mentioned above, the monocoque construction is significantly different and requires a different perspcive than the tube frame construction of the 2-33. At this time be sure you understand the center of gravity and gross weight limitations of your particular glider. If you are a light weight you may need seat ballast under your cushion, or should you be a heavy weight see if seat ballast was removed after a previous flight.
When preflighting the cockpit, you'll notice two complete sets of instruments, one of the front cockpit and one in the rear. Both sets of instruments need to be preflighted. While the rudder pedals are adjustable to meet differing pilots in the front seat, the rear cockpit isnot. Find a comfortable position and see if you can easily reach and operate all the controls. You should be able to get full rudder travel without full leg extension. See if you can easily reach the spoiler and flap handles. Make sure you can easily locate the wheel brake lever. And of course, make sure you can reach the yellow release handle.
Because of the high empty weight and monocoque construction ground handling requires at least two people. Never pull the L-13 by the wing tips!. Moving the glider is best accomplished with the use of either the ground handling rope and the ground handling hook, or a tow vehicle. Never lift the tail using any part of the airframe. A special bar is used in a carry though tube anytime the tail must be lifted.
What are the differences in flying an L-13 compared to a 2-33 and how does the pilot cope with these differences? First, you will notice the limited pitch attitude changes that are possible while rolling on the ground. While seated in the glider the nose of the glider will be higher than is reqired for normal flight. This means that as the takeoff progresses you will need to add forward stick pressure to get the tail to lift up to a normal flying attitude. The visual picture may be a little unnerving at first, looking as though the nose is pointed down, but that is the attitude need to maintain proper position behind the tow plane.
The L-13 has a flying trim rather than the bungee trim of the 2-33 or 1-26. This trim is quite effective and the L-13 can be trimmed such that the glider can be flown on tow with only your fingers instead of having to apply constant forward stick pressure as in the 2-33.
The greatly increased overall weight of the L-13 means longer takeoffs and rollout after touch down. Nothing new to learn here, just something to be aware of.
For your first flight you and your instructor will tow to at least 3000 feet. Even in no lift conditions this will give you time to fly all your training maneuvers and feel at ease. Particularly practice slow flight, imminent stalls and some steep turns. Concentrate on coordination. Play with the flaps and spoilers. If there are thermals, this is where the flaps will be most effective. Use of half flaps while thermalling will reduce the speed and diameter of circles needed to stay in the lift. Time to land so soon?
Simply fly the pattern in the same way you would for this wind condition when flying in a 1-26. One thing to remember is that the L-13's spoilers arenot balanced, which means that if you use full spoilers at speeds higher than 65, you won't be able to close them until the speed drops below 65. Maintain your final approach speed until time to level off for landing. Once on the ground, it's time for the wheel brake. Remember, this aircraft doesnot have a skid! Use more brake at first and ease off the brake as the aircraft slows. This will help prevent "stink bugging", where the tail of the glider is lifted in the air because too much brake was applied. This is hard on the aircraft because once in the air, the tail will eventually come crashing back down to the ground.
Now for some final thoughts on safety. All aircraft have different flying characteristics but all respond similarly to the basics. Remember you are flying an L-13 not a 2-33 or 1-26. You will find much lighter and more responsive controls, similar to those of the 1-26. Keep a light touch and fly by nose attitude relative to the horizon. Fly coordinated. The L-13 will spin readily. Even though the L-13 is certified for limited aerobatics, such flight isnot approved in any LESC aircraft without proper aerobatic instruction and sign off by an LESC approved CFIG. In all your flying, plan ahead and think safety.
HAVE FUN!