At 11:14 AM 1/17/2019, you wrote:
This results in them feeling like "the tail is
being pushed up" as they pull back. If you are
turning and the thermal is strong and you are
too keen to maintain the attitude you can stall
the wing(s), spin and try to kill yourself.
Really, and how often does that happen
.must be trained otherwise then...
Try the accident with the ASG29 at Waikerie a
couple of years ago as a candidate. Nobody I've
talked to has seen an investigation report.
Doesn't mean there isn't one. Also doesn't
necessarily mean they came to valid conclusions.
The dynamically and statically lighter the
tail is, the faster it will rise (it rises in
response to the change of angle of attack
caused by the rising air). The faster is rises the easier it is to feel.
A nose heavy CG slows the âÂÂriseâÂÂ
response making it harder to feel the lift,
this is most prominent when seeking bubbles and lines than big thermals.
Wrong way around. Forward C of G makes the glider more statically stable.
exactly what I said, a fwd CG means more
positive force being applied on the tailplane
(creating strong stability and resistance to
external forces) and making the stick force
required to change the A0A greater (giving the glider that heavy feel)
A rearward CG makes the controls lighter (which
you can easily feel if the CG is back with the
controls being lighter and more sensitive) and
as such the dynamic forces in place are less, so
when the plane goes into rising air the
stabilising setup will renormalise the AoA by
raising the tail more quickly than if it has a
forward CG
ie less signalling to the pilot
You actually said (and quoted yourself) "A nose
heavy CG slows the âÂÂriseâ response
making it harder to feel the lift, this is most
prominent when seeking bubbles and lines than big thermals."
The opposite of what you now claim. You are confused.
Run the C of G far enough back and the static
stability will be zero. The glider will then not
try to change attitude when encountering rising or sinking air.
A good question to ask is why have tailplanes
got smaller and booms lighter and smaller.
Easily seen by anything new from the factory of recent design
When there is less of it there is less wetted
area and less drag. Horizontal tails can be
small on properly designed flapped gliders
as there may not be much lift force being
generated unless changing attitude, if optimum flap settings are used.
The last competitive Standard Class glider to be
designed was the Discus 2. We won't count the ASW
28. Will anyone try to design, test and market another?
Mike
Borgelt Instruments - design & manufacture of
quality soaring instrumentation since 1978
www.borgeltinstruments.com
tel: 07 4635 5784 overseas: int+61-7-4635 5784
mob: 042835 5784 : int+61-42835 5784
P O Box 4607, Toowoomba East, QLD 4350, Australia
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