final glide estimates

That does not apply to gliders under JAR22. At manoeuvering spped, you may
apply a full deflection of either aileron, rudder or elevator without
causing structural damage (but as Bill pointed out, not two of them).

"Bob Faris" wrote in message
ups.com...
Maneuvering speed only relates to a limiting speed for wing protection
in a positive mode. Therefore, any full deflection of controls, other
than the elevator in a stick back mode, could result in failure of the
airframe. Also, since the wing is the only surface defined under
maneuvering speed, there could be a possible failure of elevator,
ailerons, fuselage, etc. with abrupt deflections.

Bert Willing wrote:
You can be sure that it was calculated for dry, and then set as general
limit.

How can I be sure?

Tony V

Common sense. Otherwise there would have to be a statement in the flight
manual that it depends on actual weight.

"Tony Verhulst" wrote in message
. ..
Bert Willing wrote:
You can be sure that it was calculated for dry, and then set as general
limit.

How can I be sure?

Tony V

At 01:06 14 March 2006, Bob Faris wrote:
There is a common misconception of maneuvering speed
among pilots
that
somehow has been interpreted to be the maximum speed
that will not
cause airframe damage with full and abrupt control
deflections. THIS
IS WRONG! The November 2001 crash of the AA Airbus
in New York
was
determined to be from abrupt rudder deflections below
maneuvering
speed
resulting in the loss of the vertical fin.
http://www.flyingmag.com/article.asp...article_id=527

I might be wrong here, but the AA Airbus break-up was
due to a repair
on the vertical fin spar. The Airbus flight controler
positions the controles
according to a program designed to limit the amount
of deflection so that
over stress does not occur. Everything runs through
the box.
Chuck

bagmaker wrote:
Newbie help required!
Lets suppose I am on a shallow final glide, 60k out in my 40:1 ship,
cruising at 60 knots. Recent thermals have been at least 5 knots and I
am coming into some big lift. For the discussion rough air Vne is 100
knots.
What strength thermal should I take to increase finishing speed to Vne
and how much (if any) time will this save me?
How do I estimate this at the time? What is the latest point on track
to take such a thermal?

Once you HAVE final glide, you should not stop for lift unless you fall
below the glide path. If you have a 5kt thermal day, you will be on
final glide at a speed somewhat faster than 60kts!

As a rule of thumb, if you are in a gaggle climbing to achieve final
glide, the first one to leave will get home first (provided they have
enough height). I have tried staying in a 6 kt thermal and flying a 6kt
final glide rather than leaving at the 4kt final glide mark (when other
gliders left) and I did not catch them up, despite my higher speed.

On final glide, if I do hit lift, I may slow slightly to use the good
air but generally I hold my speed and keep flying. On a good day, you
can leave below final glide and pick up enough height to get home this way.