Good point, Justin.
Maybe a competition team will have 11 members per team like cricket?
Mike
At 10:59 AM 7/6/2016, you wrote:
Mike,
Another interesting addition will be data
distribution. All of the airlines are working
towards data being sent between airframes
autonomously. This will allow the
most efficient climb, cruise and descent
possible, if we could get systems like dynamis
to feed the air data and project it, it would
increase our speed and ability to to go cross
county by a large magnitude. If we added in
modelling from other sources we might well see
much longer dolphin type of flights. Not sure
how you would apply it in comps tho
JJ
Justin Sinclair
17 Queen st
Scarborough
Qld 4020
Mob 0421061811
Hm 07 3885 8949
Sent from iPhone
On 6 Jul 2016, at 12:42, Mike Borgelt
<<mailto:[email protected]>[email protected]>
wrote:
So what did you think of the aircraft?
The Akaflieg Munich came up with a completely
mechanical automatic flap system which combined
airspeed and g load about 30 years ago. Didn't
go anywhere I was told because GERMAN glider
pilots NEVER fly in the wrong flap setting :-).
I think the Duckhawk electric flap is the way
to go. The Akaflieg guys I talked to said their
"automatic" was especially good in thermals.
The problem with the current technology varios
is that they respond to horizontal gusts. This
puts a lot of noise on the real vertical air
motion change signals which is what drives the
optimum speed to fly and will make the ride
terrible and the actual following of optimum
speed to fly questionably good. Human pilots do
this by mentally filtering signals all the
time. Which, when combined with flying the
aircraft, leaves a lot less mental energy and
time for observation and decision making. Try
doing mental arithmetic when flying an
aircraft. It is at least twice as difficult as
when on the ground doing nothing else. (I
assume people still DO mental arithmetic? :-) )
I'm looking forward to seeing how the Dynamis
vario signal, which ignores horizontal gusts,
when integrated into the speed to fly, improves
the ability to dolphin soar/fly MacCready. The
signals should be much quieter and lots
smoother while responding a lot quicker the
vertical air changes. Might make this actually
reasonably doable in modern gliders even
without an automatic MacCready and flap.
We have the first flight software version that does this. Just needs testing.
The problem is that as gliders got better the
horizontal gust problem (deflection of vario
caused by a given bit of air flown through)
gets worse as the SQUARE of the True Air
Speed. A gust that isn't a problem in a
Slingsby Sky cruising at probably a maximum of
55 knots between thermals becomes really
significant at 110 knots. The significance of
my example is that Philip Wills won the WGC in
Spain in 1952 in a Slingsby Sky and Total
Energy was the "secret weapon". I believe the
probe was designed by Frank Irving.
The gust problem is mentioned in the 1969
Soaring Symposium proceedings with the note
that "current technology is unable to deal with them".
Dynamis does and I think will be as significant
for modern gliders as the invention of the
Total Energy concept itself. Varios connected
to just a static source don't respond to
horizontal gusts but suffer from inadvertent
pilot inputs causing lift and sink signals
which don't reflect changes in the air, so it
is possible that Dynamis will be as significant
as the variometer itself, as for the first time
just changes in the vertical motion of the air being flown through are shown.
Matthew, I was going to mention using computer
vision to look at the clouds ahead to follow
the development of the clouds ahead. Ought to
be possible. Even just a time lapse photo
sequence with correct scaling as the distance decreases.
I'm still interested in the overhead view from
Himawari 8. I've used it while flying cross
country in the BD-4. If your track and present
position could be superimposed on it, it could
be very useful under some circumstances, particularly on long distance flights.
Glider drag reduction seems to have reached a
plateau without powered boundary layer suction
devices. That latter is where some IGC
decisions need to be made, not autopilots and
AI and other information/information processing things.
Given a lack of aerodynamic progress,
instrumentation, autopilots and information
processing will be where improvement is possible.
Mike
At 09:20 AM 7/6/2016, you wrote:
I was lucky enough to fly the DuckHawk for 8
hours this weekend - it now has a very
impressive electric flap system. There's no
flap handle, it's just always in the right
position. While the computer vision tech to
read clouds/terrian is a long way off (in my
opinion), I reckon a perfect dolphin soaring
computer, responding to the vario could be
built pretty easily with current technology.
On 5 Jul 2016 7:09 PM, "Mike Borgelt"
<<mailto:[email protected]>
[email protected]> wrote:
You can fly for long times cross country by using thermals. Who knew?
<http://phys.org/news/2016-07-great-frigate-birds-months.html>http://phys.org/news/2016-07-great-frigate-birds-months.html
Surprising they say the birds fly INSIDE
clouds using the thermals. They aren't meant
to be able to do this I thought. (See Philip Wills - Where No Birds Fly)
Mike
Borgelt Instruments - design & manufacture of
quality soaring instrumentation since 1978
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