Minden: Best part of season for XC flights?

Hi John

Thanks for your reply John, I have explained why I asked, in a reply to
Stefan couple of posts above so I will not repeat my self here. Clearly
both of you regard it highly in terms of flyability. I was just
wondering if my 'need for speed' and hence a crisper controls might have
been somehow related to the aircraft. I am happy to sit on 45knots in a
Puch in any thermal, but ending up at 60knots in the LS.

Paul

John Sinclair wrote:
At 07:06 03 August 2005, Paul wrote:

Hi John

I know this is of topic but I would like your opinion
on LS-7.
Flyability, climbing ability, speed to fly in thermals.

Thank you

Paul


Hi Paul,
Being in the repair business, I have owned a bunch
of sailplanes over the years, acquiring most of them
after they met with misfortune at the hands of their
previous owners. I have been pleasently surprised at
the performance of many ships that have been branded
'unworthy' by the racing hotshots. The LS-7 falls into
this category, sweet flying machine. Can't really find
much in the way of a fault. The wing is smaller than
its predecessor (105 sq. / ft. VS 113 on the LS-4)
so, it might have a bit more trouble working that one
knot turbulent thermal, but other than that, I can't
fault the old girl.

BTW, the Genesis-2 also falls into this category, she's
another 'secret weapon', cruised right with those 18
meter hotshots at Montague last week. I'm thinking
about installing a CG shifter. Anybody have any real
proof they work? I'm convinced CG shifting doesn't
work on conventional sailplanes, but am wondering on
this flying wing thing?
JJ


19th of June, 1993 was the magic day for me, 1011.52
Km and 1000K badge #225, all thermals in an LS-7 &
a full load of water,

Paul,
Check your CG on the LS-7, bet its about 50% of allowable range. Most
standard class ships should be flown around 85%. A nose heavy ship will
require constant tugging on the pole and lead you to believe it wants
to be flown faster.

Consider adding some weight under the horizontal stab, but be sure and
remove it after your flight, so as to not give the next club pilot an
unexpected thrill. Consider adding a tail tank so each club pilot can
trim the ship to his/her weight, but once again, remember to dump the
tail tank after your flight.
Luck,
JJ

JJ Sinclair wrote:
Paul,
Check your CG on the LS-7, bet its about 50% of allowable range. Most
standard class ships should be flown around 85%. A nose heavy ship will
require constant tugging on the pole and lead you to believe it wants
to be flown faster.

Hi John


Yes, I am close to 105 kg with a chute, so the CG would be well forward.
I did fly it with 3l of water in the tail tank on the advise of a very
experienced instructor, whilst I thought it handled better, I was still
ending up too fast. Anyway I have now spent most of the winter (in a
different glider) forcing my self to thermal slowly, so hopefully it
will pay dividends , once the summer gets going.

Cheers


Paul

Paul,

I think you might possibly be thermalling the LS7 too
fast because it sits very nose high in thermals - disconcertingly
so if you are not used to a slippery glider with such
a low angle of wing incidence. There are few gliders
as nose high as the LS7 at slower speeds - the Discus
2 is similar.

John Galloway



At 12:06 04 August 2005, Paul wrote:
Hi John

Thanks for your reply John, I have explained why I
asked, in a reply to
Stefan couple of posts above so I will not repeat my
self here. Clearly
both of you regard it highly in terms of flyability.
I was just
wondering if my 'need for speed' and hence a crisper
controls might have
been somehow related to the aircraft. I am happy to
sit on 45knots in a
Puch in any thermal, but ending up at 60knots in the
LS.

Paul

John Sinclair wrote:
At 07:06 03 August 2005, Paul wrote:

Hi John

I know this is of topic but I would like your opinion
on LS-7.
Flyability, climbing ability, speed to fly in thermals.

Thank you

Paul


Hi Paul,
Being in the repair business, I have owned a bunch
of sailplanes over the years, acquiring most of them
after they met with misfortune at the hands of their
previous owners. I have been pleasently surprised
at
the performance of many ships that have been branded
'unworthy' by the racing hotshots. The LS-7 falls
into
this category, sweet flying machine. Can't really
find
much in the way of a fault. The wing is smaller than
its predecessor (105 sq. / ft. VS 113 on the LS-4)
so, it might have a bit more trouble working that
one
knot turbulent thermal, but other than that, I can't
fault the old girl.

BTW, the Genesis-2 also falls into this category,
she's
another 'secret weapon', cruised right with those
18
meter hotshots at Montague last week. I'm thinking
about installing a CG shifter. Anybody have any real
proof they work? I'm convinced CG shifting doesn't
work on conventional sailplanes, but am wondering
on
this flying wing thing?
JJ


19th of June, 1993 was the magic day for me, 1011.52
Km and 1000K badge #225, all thermals in an LS-7 &
a full load of water,

Yes John, I am aware of that one and I am sure it does not help .

cheers

Paul

John Galloway wrote:
Paul,

I think you might possibly be thermalling the LS7 too
fast because it sits very nose high in thermals - disconcertingly
so if you are not used to a slippery glider with such
a low angle of wing incidence. There are few gliders
as nose high as the LS7 at slower speeds - the Discus
2 is similar.

John Galloway