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#121
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Stewart Kissel wrote in message ...
I suppose the PW group will probably learn from the 1-26ers and take their efforts to their own web site to avoid the abuse. That is to bad because the 1-26er's are a great bunch of guys. Indeed, the PWer's could learn alot from the 1-26er's. The 1-26er's fly alot more, and spend less time feeling sorry for themselves. I can respect that. |
#122
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I'm just skimming these World Class angst threads, but perhaps someone
could enlighten me... When the competition was proposed back in the early 90s, why didn't one of the major manufactures offer up a standard class design for the competition? I know the answer, but perhaps there are other answers I don't know. Point is, Rolladen and Schempp and Glasser-Dirks and Schleicher weren't interested, so the whining about new PeeWees versus used LS-4s is not even academic. It's just plain silly. Clearly, none of the major manufacturers was interested in having one of their designs designated the World Class Glider. Besides, you can buy a used LS-4 and compete in the club class. So why even discuss the Peanut class? It is what it is. Don't like Peanuts? Buy and LS-4 and race elsewhere... |
#123
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"Bill Daniels" wrote in message ...
All I can say is try it. If it doesn't do anything for you, rip 'em off. It's a pretty cheap experiment. Bill Daniels A few years ago I tried the same thing on an LS4. It worked, but was so sensitive to yaw that the readings were not very useful. I still wish I could have an audio AOA tone with the gear down (and matched to the flap setting) that would indicate whether I was fast, on-speed, slow, or REALLY SLOW (just like the good old F-4). Just having a stall indication is unfortunately only giving the pilot some of the information he really needs. And having an accurate audio tone would allow the pilot to keep a lot more attention outside the cockpit during the landing pattern (which is kinda nice). It's really AOA that we fly when slow anyway, using airspeed as an approximation... Nice thing about AOA instead of airspeed is that it automatically compensates for weight, so landing back immediatly after takeoff full of water (rope break, aborted winch launch) would be a lot safer. With the gear up, no audio but the AOA for min sink (regardless of ballast and bank angle and adjusted for flap position), L/D max, and best acceleration/min drag (when pushing out of a thermal) could be shown with individual LEDs or a simple edge indicator, to give the pilot an idea how he is optimizing his flying. How about it, some smart person? I guarantee, once you fly AOA, you'll never go back to chasing the ASI! Kirk |
#124
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Jon Meyer wrote in message ...
At 19:24 15 March 2004, G.Kurek wrote: And you think that you can find a legitimate company that will make LS-4 in the same price range? Where/how do I put down payment?!! You missed my point.....If it was an LS4 class you wouldn't need a new one, you could fly a second hand one (which you can get for equivalent or cheaper price). If you wanted a new one then you could pay extra and have a new one, though I don't understand why you would. Composite gliders in general have a much longer life in terms of hours and launches than you would ever need, and if you want it shiny you can get it re-gelled in poland pretty cheap (or even do it yourself). My point is that designing a new glider for the world class was a mistake, as was most of the design philosophy behind the concept. If you want proof then just look at the number of people that bother buying them/entering the world class. I have no problem with people that fly any kind of glider, I just think that as a one-class contest design the PW5 was a complete failure, and that a class incorporating an existing 20ish year old design would have been much more succesful. Just my opinion. First of all, Poland from the capital letter. On the rest I could say that I agree in almost 100%, if we would want to name a new glider to be world class it should be a glider that is in the production and relatively cheap. Someone mentioned that there is possibility of ls4 being produced in Slovakia. Fine but I'm almost sure that these gliders will go for no less than $60,000 (equipped) just like Glasflugels from Czech Rep. - that's the catch... In that price range we, again, would be able to match a better glider. Gliding should be more economical than flying Cezznaz and in majority of the clubs already isn't, otherwise we'll share the future of hippies - extinction. |
#125
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#126
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So if we agree this is a good idea, my main question is the design of
the tow sensor: 1) It must be robust 2) It must not interfere with the hook mechanism (open spoilers AND can't release???) 3) If it is magnetic - will it interfere with the compass? Does anybody care? 4) A Large magnet at the end of the tow rope - will it survive the fall to the ground (either on winch or from the tug Ideas? Uri Eric Greenwell wrote in message ... Uri Saovray wrote: Speaking of simple warning devices: How about a simple hookup to a horn which is activated when the airbrakes are opened while the towhook is engaged (i.e. open spoilers during tow)? A microswitch on the airbrake levers would be the no-brainer part. What about the towhook? Magnetic sensor? where? How? Other ideas? Uri This would be an easy addition to the typical gear warning system, with the new switch simply over-riding the gear switch. Fixed gear gliders would need to add a spoiler switch and warning buzzer. Pilots concerned about warning proliferation could consider using a voice chip to speak "Spoilers" and "Gear" for the two alerts, instead of a buzzer. Voice chips are cheap and simple to use these days. |
#127
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What about the towhook? Magnetic sensor? where? How? Other ideas
Install a strain gauge internal to the fuselage right up against the hook mount. Get Peter Masak to design a simple circuit that trips an electronic relay when the strain exceeds a certain amount. Knowing Peter, it should take him less than an hour. Jim Vincent CFIG N483SZ illspam |
#128
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#129
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At 15:00 15 March 2004, Uri Saovray wrote:
Sure, but that doesn't take care of INADVERTENT opening of the spoilers. So you only check your brakes the once? Now I dont know about you, but my general visual visual sweep includes sideways glances down the wings, and the usual noise that happens when airbrakes pop open will make me look along the wing. During a launch, my hand is resting on the airbrake lever too. Examples: weak geometric lock + some turbulence; Then the problem there is to fix your glider and not fly a u/s glider. I've never had airbrakes pop open, even in rotor. Even the club gliders I fly have a considerable amount of force to unlock the airbrakes, but then they are well maintained. Dual-command + some confusion in the other seat; You can probably think of more examples... Actually, my train of thought is just to use good airmanship, which is free and widely available to everyone, if they can be bothered! |
#130
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At 19:12 15 March 2004, Bruce Greeff wrote:
I'm so tight in my Cirrus I can inadvertently open the airbrakes by moving my left arm back. sure you're not over the max loading of it to then? ever thought of checking it more often since you know that you can open it so easily, or even having the overlock adjusted a bit tighter than your fit! |
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