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Exadios last won the day on January 7 2011

Exadios had the most liked content!

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About Exadios

  • Rank
    Well-known member
  • Birthday 10/03/1966

More Information

  • Aircraft
    Puchacz, Astir CS77, Discus, DG505, LS4
  • Location
    YNRG, WA
  • Country

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  1. From the upcoming Special Edition Ascent: Commemorating Space Shuttle DVD/BluRay by NASA/Glenn a movie from the point of view of the Solid Rocket Booster with sound mixing and enhancement done by the folks at Skywalker Sound. The sound is all from the camera microphones and not fake or replaced with foley artist sound. The Skywalker sound folks just helped bring it out and make it more audible.
  2. There is a soaring podcast at Soaring the Sky.
  3. Great. Looking at the table the descent rate of the Eurofox is the main contributor to its good time.
  4. No doubt all of that is true. But what's it got to do will two gliders colliding at the WGC?
  5. The temp given in the manuals is usually 2 degrees C. Some of the twins have a little more complex tail water ballast arrangements. For instance our club DG505 has two tail tanks - 'A' and 'B'. The 'A' tank is to compensate for the wing water as in the single. The 'B' tank is to compensate for the rear pilot. So the 'A' tank can be dumped but 'B' tank cannot - which is a shame because that implies that the rear pilot cannot be dumped either - ha ha. The singles are arranged so that tail empties faster than the wings so that there's no possibility of getting the C of G too far back. In contrast the DG505 has a system of actuator interlocks. In this case the wing tanks cannot be dumped until the tail tap is opened - and once it is opened it cannot be closed from the cockpit. So, once the pilot decides to dump all the associated tail ballast is lost.
  6. To be exact faster (i.e. increased speed) means less tight turns. But, of course, increased wing loading means a speed increase is necessary.
  7. Aft CoG is scary. And 50 Knots is too slow. I'm surprised that the tug didn't have problems at that speed - let alone you. Do not let the tug fly slower than 65 Knots with water! WRT the rudder pedals no doubt that you've learned your CHAOTIC check since then. :)
  8. Whenever needed, but certainly before landing - which is why you often see the last of the water being dumped on final. The idea is to match the amount of water to the day. The stronger the day the more water. A typical competition tactic is to load more water than you think will be needed and, after testing the thermals, dump some before the start. This is because it is very difficult to add water while in flight. :) Also, as the day dies towards the end, it is common to dump some more.
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