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Bob Kuykendall wrote:
Furthermore, virtually everything you can do to improve crashworthiness increases weight, And everything you do to increase weight increases speed and impact energy. It's all a bunch of trade-offs. Let me quibble with Bob a bit: a "safety cockpit" is more than just more structure to make it stronger, but includes things like * a steeply sloped seat pan under the thighs to reduce the chance of submarining * locating the seat belt anchor points so the belt stays on the hips and does not ride up to the abdomen * locating the shoulder harness so it doesn't compress the spine during a crash * making the instrument panel frangible, so it doesn't injure the pilots legs * making the instrument panel swivel upwards, so a pilot can bail out more easily * using a form of "Roeger hook" to ensure quick and clean jettisoning of the canopy when the pilot wants to bail out The items above involve little, if any, additional weight, yet can make a major difference to the pilot's injuries. Older gliders might not have any of these features; newer ones will have most of them. Some features of the newer cockpits will add weight, but I don't think it's a given that the speed will increase. Don't the JARs require certain stall or landing speeds, for example? A designer can compensate for weight with more wing area or a different airfoil to keep the speeds the same. -- Change "netto" to "net" to email me directly Eric Greenwell Washington State USA |
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