Thermal right, land left

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.

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...

"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

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.

(Liam Finley) wrote in message . com...
If PW-5 owners are really as content as they claim to be, why are they
so touchy and defensive?

I think it's pretty obvious that they are in denial. They invested in
these machines thinking that the world class would take off, and
instead it flopped, and they are stuck with these expensive fiberglass
lawn ornanments, and that reality is just too disturbing for them to
come to terms with. So they attack the messengers instead.

If PW-5'ers did more flying and less whining perhaps they could
convince us otherwise.

I don't own a Pw-5 in fact I was looking to buy an ASW-20 or Jantar
Std.3, anyhow believe me most of the Pw-5 pilots I know would not even
talk to you, not to mention "proving" you anything.

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.

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

On 3/15/04 10:16 AM, in article ,
"Andreas Maurer" wrote:

Gliding is about having fun.

...I don't have fun to fly such a thing after I'm
used to the performance of a 40+ L/D.

Good for you. I'm sure we have no argument on that score.


Jack

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!

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!