Hi All,My understanding and experience aligns with Michael's.Having flown our Dimona over most of Australia on long touring trips (some thousands of kms) well and truly at max weight and often in high density altitudes, there has been ample opportunity to experiment with flying attitudes. I learned that actually increasing IAS and accepting a lower climb rate initially after changing to course pitch, leads to a better climb rate and/or cruise speed. I compare this with getting a power boat up 'on the plane' on water. Once the boat's 'attitude' is right, there is much less form drag with noticeable acceleration increase and I'd argue similarly with our Dimonas. If you stand in front of the H36 and check out its frontal profile in three point attitude there is a huge wetted area with the U/C bow, spats, and underwing and fuse belly area presented to any airflow. Approaching level flight this drag rapidly reduces as the nose lowers and shields much of the above wetted areas. Thanks to the wonderful Dimona difference between the thrust line and the fuse centre line (stand to the side of your aircraft sometime if you haven't noticed this and check it out) in faster flight the nose lowers and provides further sheilding and instead offers the more streamlined canopy and upper fuse surface to the airflow. Though the low nose attitude even when climbing made possible by the above, is a little unerving when first converting, the greatly enhanced visibility is invaluable for assisting safe seperation. Yet another reason why I prefer the H36 over all other TMGs.Laurie
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