Taurus is the only two-seat glider with a 15-meter wing-span and it is also the most independent in operations. Equipped with a powerful, yet fully retractable high-performance 50 HP fuel engine and double retractable main undercarriage, the Taurus can go gliding wherever and whenever you want. When others will be waiting for a helper to connect the tow rope and hold the wingtip for take-off, the Taurus M can be already several flying hours away.
The ease of assembling the glider shall be pointed out as well. Taurus is the easiest 2-seat glider to assemble, due to its automatic control connections and the fact that one wing only weighs 45 kg (99 lbs).It is important to highlight Taurus key outstanding characteristics:
Gliding is a fascinating form of flight with a very passionate following. Flying gliders is generally far less expensive than conventional aircraft, making it a great entry point or hobby in aviation. The cost of gliding will vary depending on your level of involvement, from the occasional flight to owning your own glider.
The purchase price of a glider can vary wildly depending on its type, age, condition, and any additional equipment it comes with. As a general rule of thumb, preowned gliders in good condition can be purchased for around $5,000.
Storing a glider will cost about $400 a month in a traditional hangar, less than $100 inside your glider trailer at the airport, or for free at your home. A glider trailer is usually included in the purchase price of a glider but can be purchased separately for around $2,000.
Storing a glider will cost around $400 a month in a traditional hangar, less than $100 inside your glider trailer at the airport, or for free at your home. A glider trailer is usually included in the purchase price of a glider but can be purchased separately for around $2,000.
The average cost to rent a glider is $60 per hour of flight time. However, flying clubs with monthly membership fees allow discounted rates as low as $30 per hour. The typical cost to launch a glider via aero tow is around $35, though winch launches (less common in the US) only charge an average of $15.
You can get an add-on private glider pilot rating with no written exam and only half the minimum flight requirements. This will significantly decrease the cost of obtaining your glider rating.
Renting or buying a glider can be a difficult decision. Both options have pros and cons, and the best choice for you will depend on your individual needs and budget. Nevertheless, regardless of which route you take, it should be noted that obtaining a glider rating is an attainable and rewarding experience. With your glider rating, you can fly solo in a motorless aircraft and explore the skies without worrying about fuel costs or engine maintenance. Additionally, many clubs offer memberships for additional activities and discounted rates.
A rolling glider kit is a new cab and chassis with rear axles and without an engine, transmission or accessorial parts.We install one of our pre emission engines, reman Eaton Fuller transmission and all other necessary components in our Peterbilt, Kenworth, Freightliner and Western Star Glider Kits. The standard truck we keep in stock and order is basic owner-operator and fleet specifications and can be modified.
Glider Kits have been around for almost 50 years and are used for a number of applications, both on and off the highway. Gliders are less expensive than new trucks and offer a more economical option for fleets and owner/operators to maintain the reliability of their commercial trucking operations. The reused drivetrain components constitute approximately 30-50% of the value of a new truck, which generates significant cost savings for small businesses and owner-operators. With improved aerodynamics and low rolling resistance tires on trucks assembled from glider kits, these rebuilt vehicles actually have better fuel efficiency than when they were new. Wrecked or otherwise damaged trucks can be put back on the road economically by placing the undamaged powertrain components in a new cab/chassis.
Hundreds of small businesses have come to rely on gliders over the past 50 years as a cost-effective way of doing business. These businesses include glider distributors, glider assemblers, small fleets, owner/operators,and other small businesses in the commercial trucking industry.
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When you last bought a glider, how did you make the decision I know, you don't own a glider. I didn't say you owned a glider. I'm talking about the one you bought the last time you went to the gliderport, read Soaring magazine, walked the display floor at the convention or thumbed through the pages of the Sailplane Directory. That glider. When we buy a glider, we all use the same criteria: Lift/Drag (L/D) ratio. We even admit that the sustainer motor, heads up display, and flight computer are a little beyond our means. What we really want are 60:1 L/D, carbon fiber spars, a Kevlar fuselage and winglets: World Championship Stuff.
Yet it's strange that of the characteristics that we use when we own a glider, L/D is one of the least important. What! The sacred Grail of sailplane performance is unimportant Unless you are a world class competitor, it is. Whether you fly a Grunau Baby or a Nimbus III, when was the last time you used the L/D in whatever you fly Did you go out of glide range of the field Or did you stay one thermal away If it's the latter, you were using the sink rate of your plane, and not the L/D. When the day was done, did you compare notes on who flew the farthest, or did you see who topped out the highest thermal You were using sink rate, and not L/D. On the way home did you delight in how much faster you flew a triangle or did you chortle at how you outclimbed another glider You were using sink rate and not L/D. When you think about it, unless we're on a badge flight, we don't use the L/D of our plane in our daily flying.
7. Landoutability. It's a word. A plane with modest performance that can land out may make more sense than one with more performance that cannot. If you can't land outside the gliderport, what good is a magnificent L/D The size of landing fields where you fly has something to do with your choice of plane too. Very small fields in the northeast will require shorter landing capability than will the trackless steppes of Colorado. Think about that when you consider a retractable gear leg over a skid under the nose.
8. Trailer: Probably the most overlooked feature of a glider purchase. You have to be able to put it together, take it apart, and take it with you with a reasonable amount of effort. It should also keep the plane dry and not eat the car in the process.
Wood and fabric aircraft are excellent climbers, many have skids and fixed wheels that only cost a point or two on the L/D and outland well. They're slower than most glass birds, but still show well at regionals on light days. They're good sports class competitors. They need regular TLC, but if they're kept dry they seem to last forever. If you're local repair person hasn't seen wood and fabric in a while, contact the British Glider Association and get a copy of their glider repair manual. It'll tell you everything you need to know about maintaining a wood and fabric aircraft.
Two seaters are Phase II or III aircraft. The 2-32 is the glider of choice for two seat wave flights. The Schweizer 2-33 is very strong, climbs well and has a relatively low glide ratio. But when you consider its role as a basic trainer that's not all that relevant. You don't buy one as a cross country ship. You could buy a 2-33 and a couple of 1-26's for what you would pay to refinish a popular glass two seater in average condition. That's a fleet where I come from. Metal is commonly used in European trainers. The Blanik and Lark are both popular two seaters that are good for cross country training, basic training and acrobatics.
Homebuilts. Buying factory built gliders is difficult enough. Homebuilts add another dimension. With a factory aircraft you're concerned with repair history and maintenance. With a homebuilt you're worried about that too but you're also concerned with who built it in the first place. It would be easy to pass them by if it weren't for the tremendous value in homebuilts. The Cherokee is a wood and fabric aircraft with the performance of a 1-26 at half the cost. The Monari offers mid range performance in a small package. Jim Marske may well have bridged the gulf between the hang glider and the sailplane with the Monarch. The classic deal in homebuilts is the HP series. Dick Schreder designed them as personal competition steeds. He sold kits so the rest of us can fly them. Just take someone with you who understands how to build the design you're interested in.
When you start thinking about gliders in terms of the way we fly them at the gliderport instead of the way we buy them in our fantasies, one manufacturer ranks high in all price classes: Schweizer. American size cockpits, good performance, metal construction. They had a 1-34 running around at 38:1 with fairings at the end of the production run. It makes you wonder if Schweizer Aircraft didn't have it right all along and we just let ourselves be seduced by pale skin, long legs and a foreign accent. Do you think they'd forgive us if we asked them nicely
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