Ron,
If the
intent is to acquire a tug with both low acquisition costs and "reasonable"
operating costs then, as per one of the other answers on this topic, a C150
"up-engined" as per Kingaroy's KML would be a very attractive proposition.
Always there is a dependency on what is to be towed and the airfield environment
(length + slope + options in particular) of course.
However, it is worth at least some consideration of
what the goal is. Ian McPhee (Byron Gliding Club, NSW) wrote an article on
motorglider tugs and why they have such great potential due to the sheer
efficiency of the combination and due also to the "harmony" of same. He
has experimented with and 80hp (Jabiru) Falke and I am sure would be happy to
discuss. The Super Dimona, even mine at 100hp (500kg max towing weight),
can be a very useful aircraft if a club can find the capital costs.
As per another reply, it towed quite effectively at Waikerie even though no
concessions were made in terms of grid position. (The rwy 26 grid was at the
bottom of a slope and used only half of the potential length.) The 115hp
machine (600kg max towing weight) can only be better and there are sure to be
other engine options down the track.
A
motorglider tug has the (obvious to most) advantage that the club gets two
aircraft for the price of one. The value of a motorglider to a club
as a training aircraft has been debated by many but probably not since the new
breed of aircraft came to be. The ability to offer members conversion to a
fast, safe, modern cruising aircraft and one which can operate in controlled
airspace is also a great asset to a club such as ours (Caboolture, Qld) which is
near a major population centre. The operating costs of a modern frp
motorglider are also *very* reasonable and almost certainly *much* less than any
GA aircraft.
Ultralights also are likely to be contenders with
aircraft like the CT http://www.flightdesign.com/2000/pages/nws/nws20_world.htm is
rated to tow 600kg in Germany. There are photos around of one dual
towing.
Last,
but certainly not least, is the "autotug" concept where an aircraft (Pawnee at
Kingaroy) is repowered by an efficient, powerful, low-cost, cheap to maintain,
automotive engine.
You
may wish to share the goal which prompted your question as I am sure you message
will prompt considerable discussion.
---
Regards,
Phil Behnke
Phone: 0419 024 783
Fax: 07 3878 7554
Email:
[EMAIL PROTECTED]
SnailMail: 138 Kenmore Road, Kenmore, QLD 4069
AUSTRALIA
-----Original Message-----
From: [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED]On Behalf Of [EMAIL PROTECTED]
Sent: Friday, March 26, 2004 12:31 PM
To: [EMAIL PROTECTED]
Subject: [Aus-soaring] Aero-tow question(s)
G'Day,
To anyones knowledge, (both here in Australia, and overseas) has anyone ever used a Cessna 150 or TigerMoth for Towing?
(These are very low power acft and available very cheaply)...
This then leads on to the question, if an aircraft is able to be fitted with a hook, how does one work out the engine power requirement? Is it a hit and miss affair? Or is there a calculation that can be done?
Cheers-
Ron.
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