On of the things I take from this is not to simply release if someone on the
ground yells "abort, abort, abort" or "get-off, get-off, get-off"!!
This was already in my mind after Clem Bowman's accident about 12 years ago.
[if he had not heeded that call he may have been able to use the chute from a
stable tow to height!]
Whatever the C of G or state of the glider they can probably be fixed with
altitude or speed, neither of which you have if you get off low.
While still on the ground then of course get off ASAP.
Something to think about!
Tom
________________________________
From: DMcD <slutsw...@gmail.com>
To: Discussion of issues relating to Soaring in Australia.
<aus-soaring@lists.internode.on.net>
Sent: Tuesday, 3 July 2012 9:53 AM
Subject: Re: [Aus-soaring] Tail dolly
>>None of which tells us about the actual weight and balance state of the
>>aircraft at the time.
>>Still sounds like a stall /spin.
The engine on a DG-400 weighs about 60 kgs and sits entirely behind
the CofG of the glider. If you remove it completely, to compensate,
you fit just a 1 kg weight just in front of the tail wheel.
What does the average tail dolly weigh? 5-7 kgs? It's only a guess
but that would affect the weight and balance wouldn't it?
Another issue is centre of pressure movement with varying angle of
attack. (Are we allowed to talk about centre of pressure movement
these days?) Some foils are very much more sensitive to angle of
attack and I suppose if these factors contributed to a stall and
resulting spin, then you are of course correct… it still sounds like a
stall/spin. Caused by the tail dolly weight out on the end of a long
lever.
D
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