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#11
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At 12:30 27 June 2005, John Sinclair wrote:
My thought was that wing twisting (digging in) might have gotten them (Ivens & Engen) into the spiral dive in the first place. Once you get a big ship pointed down with the speed near red-line and increasing, you might very well have already had the snitz. We probably can't say definitively one way or the other. Many big ships have a tendency to digging in at the stall even without any aeroelastic (twisting) effect. This can be exacerbated by a pilot trying to pick the wing up through use of aileron rather than rudder. As you say, once the nose gets pointed down in a big ship you can have very little time to get things straightened out before you're past some limit or other. Generally you need pretty high Q before the aileron can produce enough moment to twist the wing. This could happen once the spiral is established and speed has built up, but the root cause of the spiral is likely related to a more common stall/wing drop sequence. In the Minden accident there wasn't any asymmetric wing bending reported, but there was quite pronounced symmetric bending observed leading to structural failure. It's not clear to me that you can un-twist a wing without slowing down, so I'd be hard pressed to come up with the sequence of events that would have the glider go directly from an asymmetric wing bending to symmetric bending/failure. Notwithstanding the specifics of that accident, the general warning about aeroelastic effect - particularly in sailplanes over 20m in span - is noteworthy. 9B |
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