Pw5 is the best for any class.

There is a video showing an LS8-18 during drop tests for the higher MAUW
they will recieve.
Its to test the U/C.
www.dg-flugzeugbau.de Go to the new stuff page and its near the top.
Goodly amount of wingflex in 18 mtr.
Paul

Mark James Boyd wrote:
One of the older threads mentioned that the Pegasus has pretty severe
wing flex.

I wonder how important this is. Does anyone think wing flex
has been a big deal during landing (esp. landouts) and catching
a wingtip?

The Pegase has the same type of flex as the ASW-20 (at least the french made
ASW-20) and the ASH-25 also has considerable flex. I have never heard this was
a notable problem for landing or whatever.



--
Michel Talon

It could be a problem in theory but in practice it
is one of the things you take into account. The procedure
with the ASW17 is to select full negative flap on touchdown,
it's well nailed to the ground then. On smooth concrete
no problem. You have to be careful on grass as it is
possible to put the wingtips into the ground if the
flaps are moved to negative too quickly.
I would suggest it is a factor in field selection by
those pilots that fly big wings, I certainly think
about it.
Bit of a mute point really because big wings get you
home. Landouts are only for those with inadequate span,
which is where we came in :-)


At 10:00 23 December 2004, wrote:
Mark James Boyd wrote:
One of the older threads mentioned that the Pegasus
has pretty severe
wing flex.

I wonder how important this is. Does anyone think
wing flex
has been a big deal during landing (esp. landouts)
and catching
a wingtip?

The Pegase has the same type of flex as the ASW-20
(at least the french made
ASW-20) and the ASH-25 also has considerable flex.
I have never heard this was
a notable problem for landing or whatever.



--
Michel Talon

If you watch an ASH25 landing, just at touchdown the
wing is at stalling angle of attack but is still generating
lift equal to the weight of the glider, this produces
an appreciable upward flex in the wing. At touchdown
the tips must be at least 8ft off the floor. The Pegasus
and ASW20 are similar, at touchdown the tips are deflected
upwards.

At 11:00 23 December 2004, Don Johnstone wrote:
It could be a problem in theory but in practice it
is one of the things you take into account. The procedure
with the ASW17 is to select full negative flap on touchdown,
it's well nailed to the ground then. On smooth concrete
no problem. You have to be careful on grass as it is
possible to put the wingtips into the ground if the
flaps are moved to negative too quickly.
I would suggest it is a factor in field selection by
those pilots that fly big wings, I certainly think
about it.
Bit of a mute point really because big wings get you
home. Landouts are only for those with inadequate span,
which is where we came in :-)


At 10:00 23 December 2004, wrote:
Mark James Boyd wrote:
One of the older threads mentioned that the Pegasus
has pretty severe
wing flex.

I wonder how important this is. Does anyone think
wing flex
has been a big deal during landing (esp. landouts)
and catching
a wingtip?

The Pegase has the same type of flex as the ASW-20
(at least the french made
ASW-20) and the ASH-25 also has considerable flex.
I have never heard this was
a notable problem for landing or whatever.



--
Michel Talon

On 22 Dec 2004 19:00:28 -0700, (Mark James Boyd)
wrote:

One of the older threads mentioned that the Pegasus has pretty severe
wing flex.

I wonder how important this is. Does anyone think wing flex
has been a big deal during landing (esp. landouts) and catching
a wingtip?

None at all.
Try to get a flight in a Pegasus or (even better) an ASW-20.
Amazing feeling. Very comfortable even up to high speeds, and gives an
extremely good feedback about the structure of the lift.
Flexible wings feel a bit like a water bed - always some slight, but
comfortable movement.


Has anyone changed aircraft and used this (flex) as a metric that
pushed them one way or another?

Compared to the 20, any other glider I've flown so far (e.g. LS-6,
ASW-27) has been a step backwards.


Bye
Andreas

At 13:30 23 December 2004, Andreas Maurer wrote:
On 22 Dec 2004 19:00:28 -0700,
(Mark James Boyd)
wrote:

One of the older threads mentioned that the Pegasus
has pretty severe
wing flex.

I wonder how important this is. Does anyone think
wing flex
has been a big deal during landing (esp. landouts)
and catching
a wingtip?

None at all.
Try to get a flight in a Pegasus or (even better) an
ASW-20.
Amazing feeling. Very comfortable even up to high speeds,
and gives an
extremely good feedback about the structure of the
lift.
Flexible wings feel a bit like a water bed - always
some slight, but
comfortable movement.


Has anyone changed aircraft and used this (flex) as
a metric that
pushed them one way or another?

Compared to the 20, any other glider I've flown so
far (e.g. LS-6,
ASW-27) has been a step backwards.


Bye
Andreas

I'm intrigued. I've never flown a 27 but in only one
minor respect is my LS6 a step backward from the ASW20
I used to own. In every other respect it is a vast
step forward.

On 23 Dec 2004 14:11:11 GMT, Andrew Warbrick
wrote:

I'm intrigued. I've never flown a 27 but in only one
minor respect is my LS6 a step backward from the ASW20
I used to own. In every other respect it is a vast
step forward.

Isn't it beautiful that today all gliders are that good that in the
end it's a question of taste? ))))

Where do you see the vast steps forward of the LS-6 over the 20
besides the automatic control hookups?


Bye
Andreas

Don Johnstone wrote:

I would suggest it is a factor in field selection by
those pilots that fly big wings, I certainly think
about it.
Bit of a mute point really because big wings get you
home. Landouts are only for those with inadequate span,
which is where we came in :-)

If the pilots with "adequate" span were using their gliders to the
fullest, they'd be landing out, too. There's never enough span if you
are trying hard.

(Insert derisive comments here about pilots that fly around with
adequate span AND a motor in the back [21 restarts this year and counting]!)


--
Change "netto" to "net" to email me directly

Eric Greenwell
Washington State
USA

The wing tips flex upward more with the spoilers open than with them closed.
-Bob

"Andrew Warbrick" wrote in message
...
If you watch an ASH25 landing, just at touchdown the
wing is at stalling angle of attack but is still generating
lift equal to the weight of the glider, this produces
an appreciable upward flex in the wing. At touchdown
the tips must be at least 8ft off the floor. The Pegasus
and ASW20 are similar, at touchdown the tips are deflected
upwards.

At 11:00 23 December 2004, Don Johnstone wrote:
It could be a problem in theory but in practice it
is one of the things you take into account. The procedure
with the ASW17 is to select full negative flap on touchdown,
it's well nailed to the ground then. On smooth concrete
no problem. You have to be careful on grass as it is
possible to put the wingtips into the ground if the
flaps are moved to negative too quickly.
I would suggest it is a factor in field selection by
those pilots that fly big wings, I certainly think
about it.
Bit of a mute point really because big wings get you
home. Landouts are only for those with inadequate span,
which is where we came in :-)


At 10:00 23 December 2004, wrote:
Mark James Boyd wrote:
One of the older threads mentioned that the Pegasus
has pretty severe
wing flex.

I wonder how important this is. Does anyone think
wing flex
has been a big deal during landing (esp. landouts)
and catching
a wingtip?

The Pegase has the same type of flex as the ASW-20
(at least the french made
ASW-20) and the ASH-25 also has considerable flex.
I have never heard this was
a notable problem for landing or whatever.



--
Michel Talon

Next time you want to troll on this newsgroup, consult with someone
who's fluent in English, and who has a sense of humor.