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#11
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wings came off
On Sep 21, 11:21*am, sisu1a wrote:
If they use weak links instead of spar pins, the aircraft could even be reused! Shear humor! * Another video showing the deployment: http://www.youtube.com/watch?v=-j5N9...ayer_embedded# It took only 6 seconds from breakup to full canopy!! Try this with a conventional backpack chute... Another proof of the value of integrated ballistic chute. Ramy |
#12
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wings came off
"Westbender" wrote in message
: On Sep 20, 5:42*pm, Markus Graeber wrote: It was the new Archaeopteryx high tech hang glider/microlift glider (http://www.ruppert-composite.ch/english/index.html): L/D 28:1, VNE 130 kph, + 5.3 g/- 2.65 g, and, as demonstrated, a balistic recovery chute :-) *Very interesting concept that puts it between a hang glider and a full fledged glider as we know it. The pilot was doing acro, after some spinning he was coming out of his second loop and must have pulled a little too hard on the stick during recovery... Here a better view of the sequence of events: http://www.youtube.com/watch?v=AgOR5PLTn84 Markus On Sep 20, 5:11*pm, Berry wrote: In article , *"hinterland" wrote: http://www.ledauphine.com/isere-sud/...are-un-planeur... que-en-plein-vol What sort of glider was that? Wings looked sort of like an Lo-100, but the fuselage looked like a pod-and-boom affair. One of the wings appeared to chop off the tailboom as the fuselage was tumbling. Good thing it was equipped with a ballistic chute. I think it might have been hard to get out of with it tumbling like that and not too high either.- Hide quoted text - - Show quoted text - Looks to me like the first loop would have been pulling more G's than the second. Higher speed, harder pull. Perhaps the damage was done on the first one. Before the loops, I noticed that he did a rather significant negative pushover.... Wonder if that might have weakened something... Larry |
#13
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#14
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wings came off
tienshanman wrote:
This embarrassing aerial crack up is not a very good advertisement for any glider, but especially not for an UL that sells for You can break *any* aircraft by pulling too many Gs. |
#15
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wings came off
On Sep 22, 7:33*pm, John Smith wrote:
tienshanman wrote: This embarrassing aerial crack up is not a very good advertisement for any glider, but especially not for an UL that sells for You can break *any* aircraft by pulling too many Gs. It's got to be especially tricky when you've only got a 70 knot Vne to work with. We think we have to be careful when we're in a glider with only a 108 or 119 knot Vne! |
#16
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wings came off
At 07:33 22 September 2010, John Smith wrote:
tienshanman wrote: This embarrassing aerial crack up is not a very good advertisement for any glider, but especially not for an UL that sells for You can break *any* aircraft by pulling too many Gs. I think you might find that most of the modern gliders we fly are capable of withstanding more "G" than the human body can take. Overstressing a modern glider is unlikely to result in a catastrophic failure unless there is already damage. Remember the placarded limits have nothing to do with the design limits of the glider. Most are placarded to +3.5 and -1 which was an arbitary figure set by the LBA. Most gliders of the type we now fly exceed this level. That is not to say that people should fly outside the placarded limits. |
#17
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wings came off
On Sep 21, 8:51*pm, "Larry Goddard" wrote:
"Westbender" wrote in message : On Sep 20, 5:42*pm, Markus Graeber wrote: It was the new Archaeopteryx high tech hang glider/microlift glider (http://www.ruppert-composite.ch/english/index.html): L/D 28:1, VNE 130 kph, + 5.3 g/- 2.65 g, and, as demonstrated, a balistic recovery chute :-) *Very interesting concept that puts it between a hang glider and a full fledged glider as we know it. The pilot was doing acro, after some spinning he was coming out of his second loop and must have pulled a little too hard on the stick during recovery... Here a better view of the sequence of events: http://www.youtube.com/watch?v=AgOR5PLTn84 Markus On Sep 20, 5:11*pm, Berry wrote: In article , *"hinterland" wrote: http://www.ledauphine.com/isere-sud/...are-un-planeur... que-en-plein-vol What sort of glider was that? Wings looked sort of like an Lo-100, but the fuselage looked like a pod-and-boom affair. One of the wings appeared to chop off the tailboom as the fuselage was tumbling. Good thing it was equipped with a ballistic chute. I think it might have been hard to get out of with it tumbling like that and not too high either.- Hide quoted text - - Show quoted text - Looks to me like the first loop would have been pulling more G's than the second. Higher speed, harder pull. Perhaps the damage was done on the first one. Before the loops, I noticed that he did a rather significant negative pushover.... Wonder if that might have weakened something... Larry- Hide quoted text - - Show quoted text - Just looked like a normal push over to gain speed for an aerobatic manouevre to me. This is a foot launched glider, so must be much more lightly built than a normal glider. Derek C |
#18
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wings came off
On Sep 22, 6:05*am, Don Johnstone wrote:
At 07:33 22 September 2010, John Smith wrote: tienshanman wrote: This embarrassing aerial crack up is not a very good advertisement for any glider, but especially not for an UL that sells for You can break *any* aircraft by pulling too many Gs. I think you might find that most of the modern gliders we fly are capable of withstanding more "G" than the human body can take. Overstressing a modern glider is unlikely to result in a catastrophic failure unless there is already damage. Remember the placarded limits have nothing to do with the design limits of the glider. Most are placarded to +3.5 and -1 which was an arbitary figure set by the LBA. Most gliders of the type we now fly exceed this level. That is not to say that people should fly outside the placarded limits. Curious statement. Cite, please? Humans can take a lot of Gs, especially when reclined - I've done over 9 g instantaneous in a Swift and sustained 9 g for 20 some odd seconds in a centrifuge and wouldn't want to try it in my LS6! I'm pretty sure a hard pull at VNE in just about any glider (Swift or Fox excepted, maybe) has a good chance of causing catastrophic failure. Kirk |
#19
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wings came off
At 12:29 22 September 2010, kirk.stant wrote:
On Sep 22, 6:05=A0am, Don Johnstone wrote: At 07:33 22 September 2010, John Smith wrote: tienshanman wrote: This embarrassing aerial crack up is not a very good advertisement for any glider, but especially not for an UL that sells for You can break *any* aircraft by pulling too many Gs. I think you might find that most of the modern gliders we fly are capable of withstanding more "G" than the human body can take. Overstressing a modern glider is unlikely to result in a catastrophic failure unless there is already damage. Remember the placarded limits have nothing to do with the design limits o= f the glider. Most are placarded to +3.5 and -1 which was an arbitary figur= e set by the LBA. Most gliders of the type we now fly exceed this level. That is not to say that people should fly outside the placarded limits. Curious statement. Cite, please? Humans can take a lot of Gs, especially when reclined - I've done over 9 g instantaneous in a Swift and sustained 9 g for 20 some odd seconds in a centrifuge and wouldn't want to try it in my LS6! I'm pretty sure a hard pull at VNE in just about any glider (Swift or Fox excepted, maybe) has a good chance of causing catastrophic failure. Kirk Prevalence of G-induced loss of consciousness (G-LOC)in the United Kingdom Royal Air Force (RAF) was found to be 19.3% in 1987. With the introduction of the Typhoon, a fourth generation aircraft, the prevalence of G-LOC has been re-assessed to determine the effectiveness of current G tolerance training. Method: A survey was sent to 4018 RAF aircrew, irrespective of their current role. Information was requested on G-LOC, role and aircraft type, experience, and attitudes toward G-LOC prevention. Results: Responses were received from 2259 (56.2%) individuals, 882 (39%) of whom were current fast jet aircrew. At least one episode of G-LOC was reported by 20.1% of all respondents. In front line aircraft, prevalence of G-LOC among the 882 fast jet aircrew who responded was 6%. In the whole group, G-LOC was reported most commonly in aircrew under training (70.9%), and was most prevalent in training aircraft (77.4% of G-LOC events). At the time of the G-LOC, 64% of aircrew had less than 100 h total flying time. G-LOC was reported most frequently between +5 to +5.9 Gz, and “push-pull” maneuvers were associated with 31.3% of G-LOC events. G-LOC was reported most frequently between +5 to +5.9 Gz. Studies have shown that prone positioning has little effect, the only remedy is a G suit and training, not often found in gliders. The USAF require F16 pilots to demonstrate an ability to withstand a maximum of 9 Gz and this can only be achieved through training and the wearing of a G suit. I am left wondering how sufficient acceleration could be maintained in a LS6 to load the aircraft, in controlled flight, to sustain 9 G or indeed more than 6G, ignoring that the pilot is going to become rapidly unconsious if it were to be achieved. I am at a loss to understand why anyone would want to do that anyway. |
#20
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wings came off
On Sep 22, 8:54*am, Don Johnstone wrote:
At 12:29 22 September 2010, kirk.stant wrote: On Sep 22, 6:05=A0am, Don Johnstone *wrote: At 07:33 22 September 2010, John Smith wrote: tienshanman wrote: This embarrassing aerial crack up is not a very good advertisement for any glider, but especially not for an UL that sells for You can break *any* aircraft by pulling too many Gs. I think you might find that most of the modern gliders we fly are capable of withstanding more "G" than the human body can take. Overstressing a modern glider is unlikely to result in a catastrophic failure unless there is already damage. Remember the placarded limits have nothing to do with the design limits o= f the glider. Most are placarded to +3.5 and -1 which was an arbitary figur= e set by the LBA. Most gliders of the type we now fly exceed this level. That is not to say that people should fly outside the placarded limits. Curious statement. *Cite, please? *Humans can take a lot of Gs, especially when reclined - I've done over 9 g instantaneous in a Swift and sustained 9 g for 20 some odd seconds in a centrifuge and wouldn't want to try it in my LS6! I'm pretty sure a hard pull at VNE in just about any glider (Swift or Fox excepted, maybe) has a good chance of causing catastrophic failure. Kirk *Prevalence of G-induced loss of consciousness (G-LOC)in the United Kingdom Royal Air Force (RAF) was found to be 19.3% in 1987. With the introduction of the Typhoon, a fourth generation aircraft, the prevalence of G-LOC has been re-assessed to determine the effectiveness of current G tolerance training. *Method: *A survey was sent to 4018 RAF aircrew, irrespective of their current role. Information was requested on G-LOC, role and aircraft type, experience, and attitudes toward G-LOC prevention.. *Results: *Responses were received from 2259 (56.2%) individuals, 882 (39%) of whom were current fast jet aircrew. At least one episode of G-LOC was reported by 20.1% of all respondents. In front line aircraft, prevalence of G-LOC among the 882 fast jet aircrew who responded was 6%. In the whole group, G-LOC was reported most commonly in aircrew under training (70.9%), and was most prevalent in training aircraft (77.4% of G-LOC events). At the time of the G-LOC, 64% of aircrew had less than 100 h total flying time. G-LOC was reported most frequently between +5 to +5.9 Gz, and “push-pull” maneuvers were associated with 31.3% of G-LOC events. * G-LOC was reported most frequently between +5 to +5.9 Gz. Studies have shown that prone positioning has little effect, the only remedy is a G suit and training, not often found in gliders. The USAF require F16 pilots to demonstrate an ability to withstand a maximum of 9 Gz and this can only be achieved through training and the wearing of a G suit. I am left wondering how sufficient acceleration could be maintained in a LS6 to load the aircraft, in controlled flight, to sustain 9 G or indeed more than 6G, ignoring that the pilot is going to become rapidly unconsious if it were to be achieved. I am at a loss to understand why anyone would want to do that anyway. G-LOC and structural deformity are two different issues. You can snatch the stick and pull an instantaneous g-load that will snap the wings off before your body reacts and you g-loc. |
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