Pre-Preg

On Wednesday, 7 December 2016 17:49:59 UTC+11, Per Carlin wrote:
And this is exactly why retrofitting an older glider to FES is impossible.. With an max weight of non lifting part typically in the range of 230-250kg is it not enough marginal to put in an extra weight of 40-50kg for motor, electronics and battery in the fuselage unless you are a really light weight pilot.


Not really a problem. Look at the old TOP installs on LS3s and 4s. An AD was issued that increased max weight of non-lifting parts. The tradeoff was a reducing in Vne and other airspeeds. So long as you stayed within CofG limits, then tradeoffs of weight for speed can always be done.

On Thursday, December 8, 2016 at 1:22:15 AM UTC+1, Justin Couch wrote:
On Wednesday, 7 December 2016 17:49:59 UTC+11, Per Carlin wrote:
And this is exactly why retrofitting an older glider to FES is impossible. With an max weight of non lifting part typically in the range of 230-250kg is it not enough marginal to put in an extra weight of 40-50kg for motor, electronics and battery in the fuselage unless you are a really light weight pilot.


Not really a problem. Look at the old TOP installs on LS3s and 4s. An AD was issued that increased max weight of non-lifting parts. The tradeoff was a reducing in Vne and other airspeeds. So long as you stayed within CofG limits, then tradeoffs of weight for speed can always be done.

Well, for us Europeans that fly certified gliders is this not easy. The Type Certificate Holder has to release an AD and for older gliders is this not likley, not unless that you pay for it.