"Anthony W" wrote in message
news:fwJsj.332$ph.312@trnddc06...
Anyhow, when you see speeds up around (and sometimes over) 100 mph for
300 or 400 mile tasks at Nevada contests, you know those guys are
ballasted to up around 9.5 lbs/ft^2. That takes way more water than
200 lbs, but I figured I'd start there and then maybe test uphill from
there (or let others do it).

Thanks, Bob K.

So let me get this straight. Unlike in powered flight, pilot weight isn't
a problem? So guys like Chuck S. and myself could fly one of these?


Tony,

You don't get something for nothing in a sailplane.

The situation of weight affects your power plane in the same way it does a
glider. If you look at the max range speeds of your airplane you will see
the max range speed increases as wing loading increases. Of course you will
also note that it takes a higher power setting to maintain level flights at
the higher gross weight speeds.

Lift conditions for a sailplane is their power. When meteorological
conditions are predicted to be strong, (lots of power) we fly at high
wingloading. If the conditions weaken, the water ballast is dumped thus
lowering the wingloading.

Ballast is carried in the wings, not the fuselage. The wing tanks have
little effect on weight and balance. A pilots weight affect weight and
balance. For a heavy pilot, weight must be added to the tail.
Additionally, many gliders have maximum fuselage weight limits.

The biggest problem a heavy pilot has is fitting into the cockpit.
http://www.soaridaho.com/Schreder/HP-18/N15DP/N15DP.htm
http://www.soaridaho.com/photogaller...ey/Roger_1.jpg
http://www.soaridaho.com/Schreder/HP...Test_Brian.jpg

I hope this has been helpful,

Wayne
HP-14 "6F"
http://www.soaridaho.com/Flights/6F_Gold_Distance.html