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Hi Bill --
I 'member my O-Nine Two oil field piano wire breaking at the half way point during a tow in Roy Schlemeyer's old SGS 2-22. I yelled "Oh, line break" or something to that effect and recall the glider innards debris collected since the last ice age floating up and dancing before my eyes as I dumped the stick full forward. Was it half a second before I reacted? Can't believe I waited that long. And when the astronauts tell you that zero-g is exhilarating, believe it. Luckily, I had been well briefed by Roy as to what to expect. It has been theorized that some people are "allergic" to zero-g and they instinctively jerk the stick full back instead of push full forward. Unfortunately, this is the last mistake they ever make and we can no longer interview them as to why they did this. There, we're back to the original question, "Is winch launch safer than aerotow?" The answer? -- scroll down IT DEPENDS! Thanks and good to hear from you again. BJ Bill Daniels wrote: "Bob Johnson" wrote in message ... Eggert -- Those are really good numbers for your winch. With V8 300 HP (GMC 454 c.i., 7.4 L), and 5000 ft (1550 m) Plasma line laid out, we are getting the rule of thumb 1/3 cable length releases of 1700 ft (525 m). This is into 10-15 kt wind. Much over that, we leave the Blanik in the barn! BJ Midland, Texas Bob, When winching, the wind is your friend. Quitting at 15 knots is not necessary. I have winched into 35 knots and higher winds and the results are spectacular. Each 10 knots of headwind is the equivalent of about 40 additional HP. The thing that often severely limits the altitude gained is a slow pitch-up profile at the start of the launch. The final height achieved is largely determined by the profile flown in the first few seconds of the launch. Now, as everyone has pointed out, you need to be careful here. Safety at the start of the climb is a combination of airspeed, altitude and attitude. The more you have of the first, the faster you can get the second two and the higher you will get. I've done calculations, simulator runs (X-Plane) and flight test to prove the following point. If you have 60 knots in a glider with a stalling airspeed of 40 knots, you can be in full climb attitude at zero altitude and still have a large safety margin. Practice this way - at several thousand feet AGL, zoom the glider into a 50 degree nose-up attitude. As the airspeed decays to 60 knots, yell "WIRE BREAK", delay 0.5 seconds (simulating reaction time) and pitch forward at zero G. Watch the airspeed and altitude, you'll see what I mean. (For winch CFI-G's, this is a great way to teach how to handle wire breaks.) If you have (or simulate) a wire break at this point and start a zero G pitch over after a .5 second delay, the minimum airspeed during the parabolic ballistic trajectory will be about 50 - 55 knots when the glider reaches apogee at an altitude of about 100 feet AGL. So there you are at 100 feet and 55 knots in a normal gliding attitude - not exactly a problematic situation, just land straight ahead. The reason this works is that the glider's induced drag at zero G is minimal so the airspeed decay is mainly just due to gravity and the glider follows a parabolic trajectory until the pilot re-establishes one G at the normal glide attitude. I need to repeat that I am not advocating a rocket blast-off kind of climb profile but a smooth transition into the full climb without undue delay equipped with a full understanding of the safety margins. Bill Daniels |
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