Exadios

One of the rationals behind put an auto engine in an aircraft is the advantages given by higher manufacturing production volumes - the sharing of design costs over a larger market and, from the GFA figures and the article, the increased reliability. The problem with the Ly is that they are just soo unreliable. I notice that the GFA uses the Lycoming's rated life of 2000 hours. However, I don't believe that any of the gliding clubs have got this sort of life out of an engine.

I wouldn't be surprised at all with a 20% efficiency difference. I believe that one of the tweeks is to adjust the LS1 EMS for max effeciecy at the revs used for a climb of 600' / min.

It seems that there was a LS1 (V8) powered tug at Lake Keepit for a while on trial a couple of years ago. It is basically the same as the Kingaroy LS1 edition I believe. It is operating under a Special Certificate of Airworthyness. There is a page at the GFA giving some running cost comparisons.

Lake Keepit has a Callair. It has the original Lycoming, I believe.

My understanding (which may be wrong) is that, in effect, there is allowed to be only one reengined tug in Australia. The developement at Kingaroy is the result of an agreement with CASA and the latter are not interested in allowing the other clubs to do the same. If the option was avaliable to other clubs I feel sure that all three aerotow clubs here in WA would have reengined our tugs. I image the the eastern states clubs woud do the same. The thing is that it only takes having to fork out $50000 for engines on a few occasions to make one think of possible alternatives. The normal climb rate with a glider attached is about 600' / min. Like all clubs we too thermal the tug to get the 1000' / min that you have observed.

The article does not say but I seem to remember hearing that it was engineered and manufactured as a one off in the 1990s. I seem to remember that this was a major problem then but I cannot remember the details. If you are interested I'm sure that if you write the club they will give you details.

A more dramatic video of a snatch launch.

There's an interesting article in the September / October, 2011, edition of "Gliding International" about Kingaroy Gliding Club's V8 Pawnee tug. The old Ford V6 has been removed and replaced with a GM 5.7 liter V8. As installed the engine develops 280 hp at maximum engine RPM of 4500. GM's specifications for the engine are: max. power 350 hp at 5400 RPM (red line is at 6000 RPM). So the engine is derated for use in the tug. The engine drives a three bladed prop via a 2:1 reduction drive. Climb out is typically at 4250 RPM which yeilds a climb rate of 600' / min. for the tug glider combination.

Land out in a glider (as we know them now) is a reasonably safe operation if care is taken but landing one of the WWII constructions in a paddock must have been a truely frightening thing to do.

I've had a very near miss at 10000'.

A Popular Science article about gliders.

A video of a 1945 US forces airshow featuring captured German aircraft (among others).

Gliders have flown in for past Langley events. I'm not sure what the issues where this time. I'm not sure that I would like to fly a glider over the Perth metroplex myself. The lack of landing out opportunities must be very noticable. Of course given that the fan at the front may stop at any time and the height restrictions that apply I would have the same nervousness with flying a SLA to Langely. :-):

Press release.

Gilder (amoung other planes) at the Langley Park Flyin.

A new gilder sale site has been set up.

Presumably the pilot did not do a circuit.

Glider pilots seek Carpentaria's Morning Glory.

Article.

I can recomend the Topeak Road Morph. I use this for aircraft tires.

Plane in emergency Leeming landing

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A gliding club that has perfected the art of launching while simultaneously playing the William Tell Overture - very impressive!

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Ban on gliders after drug bust.