[RCSE] Optimized thermal planes
I liked Paul's analogy of not using a Big Bertha driver out of a sand trap. I really don't think our high performance planes are that far apart, but just for discussion here are three categories: Launching: A plane that pulls hard (good set up), cleans up well, low drag at high speed. Weight not critical, in fact if the winch can take it a little more helps. Good plane at this: NYK Thermalling: A plane that floats well but also has the ability to cruise from thermal to thermal. Can handle wind. Wingloading in these conditions can be a plus. Good plane at this: Icon Landing: A plane that flies slow well. Good low speed handling. Stable. Light weight helps by minimizing slide. Good plane at this: Mantis There are days when one plane can do two of these things really well, but rarely all three. I'm thinking of Phoenix a few years ago when a large group of us were flying Addictions...backwards. The heavier molded planes didn't seem to have as much of a problem. Then you have those soft thermal days when there isn't much wind and the floater is about the best you can use. All this is fine as we go chasing down the area in which we have a deficiency. Can't land? Get a Mantis. Can't thermal all over the sky? Get an Icon. Both planes, as a whole bunch of others are good enough multi purpose toys. What it really is all about is how skilled you are with the plane you choose. Most of us think there is a silver bullet out there when the only bullet is a lot of practice and familiarity with one plane. So the answer is to practice, but that is way too boring an answer. In the spirit of perpetuating the myth, I'd like to hear what everyone thinks is the best plane in each one of these categories, and why. JE -- Erickson Architects John R. Erickson, AIA RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED] Please note that subscribe and unsubscribe messages must be sent in text only format with MIME turned off.
Re: [RCSE] Optimized thermal planes
I think you all should keep your eyes wide open for that new silver bullet model. Every time a new model comes out, sell what you have and jump on the new one, it's sure to be better and will give that edge. Keep chasing those planes guys! The guys that keep flying the same model season after season are boring and practice too much. At 11:18 AM 9/1/2004, John Erickson wrote: I liked Paul's analogy of not using a Big Bertha driver out of a sand trap. I really don't think our high performance planes are that far apart, but just for discussion here are three categories: Launching: A plane that pulls hard (good set up), cleans up well, low drag at high speed. Weight not critical, in fact if the winch can take it a little more helps. Good plane at this: NYK Thermalling: A plane that floats well but also has the ability to cruise from thermal to thermal. Can handle wind. Wingloading in these conditions can be a plus. Good plane at this: Icon Landing: A plane that flies slow well. Good low speed handling. Stable. Light weight helps by minimizing slide. Good plane at this: Mantis There are days when one plane can do two of these things really well, but rarely all three. I'm thinking of Phoenix a few years ago when a large group of us were flying Addictions...backwards. The heavier molded planes didn't seem to have as much of a problem. Then you have those soft thermal days when there isn't much wind and the floater is about the best you can use. All this is fine as we go chasing down the area in which we have a deficiency. Can't land? Get a Mantis. Can't thermal all over the sky? Get an Icon. Both planes, as a whole bunch of others are good enough multi purpose toys. What it really is all about is how skilled you are with the plane you choose. Most of us think there is a silver bullet out there when the only bullet is a lot of practice and familiarity with one plane. So the answer is to practice, but that is way too boring an answer. In the spirit of perpetuating the myth, I'd like to hear what everyone thinks is the best plane in each one of these categories, and why. JE -- Erickson Architects John R. Erickson, AIA RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED] Please note that subscribe and unsubscribe messages must be sent in text only format with MIME turned off. Jim Downers Grove, IL Member of the Chicago SOAR club, AMA 592537LSF 7560 Level IV ICQ: 6997780 AIM: InventorJim R/C Soaring blog at www.jimbacus.net RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED] Please note that subscribe and unsubscribe messages must be sent in text only format with MIME turned off.
Re: [RCSE] Optimized thermal planes
Launching and Thermalling: a 3.7m Sharon, of course and if you just set up your landing early and consistently, you can be very competitive there as well!! It's been awhile since I've flown TD or any sailplane at all for that matter, but I'm going to get back into it, and my weapon of choice will be the Sharon. The last time I flew TD was in 2000, and both at Pasadena and at Visalia, I was told by the winchmasters to back off because I was pulling so hard I was burning up the winches. In one contest, in the first early morning round with foggy, misting conditions and no appreciable wind, I launched hard enough to make an 8 minute time without trying very hard. Just flew one big square pattern over the field. With the combo RG-15/7037 airfoil, big span and high aspect ration, it flies very efficeintly and penetrates well in even moderate winds, which is good because it doesn't have provisions for ballast unless you modify it. Making time is a non-issue by comparison with many other models out there. It IS big, so for you guys that tend to do a lot of maneuvering in close when going for your landing, it will push you to become much more consistent in your approaches and get set up properly much earlier. And it's heavier, with all that that implies, simply because of it's sheer size. That will affect landings also, and again requires more skill and lower landing speeds at the tape. Which brings me back to what John Erickson posted earlier. He really hits the nail on the head there. It's YOU, the pilot, that makes the real difference! Skill can't be bought with a particular airplane. Guys like Joe and Daryl have proven time and again that they can win with almost anything, but I also know for a fact that they fly more than most and have put more time into the hobby than most. If you don't push your personal envelope then you'll never get any better. The fastest plane does not always win the race on the slopes for example. A pilot who's smooth on the sticks, flies the straightest course in the best lift zone and maintains energy better in the turns will usually win if he has at least a competitive plane. Soaring is much like that. Knowing your plane and being consistent will do more for you than chasing after the latest and greatest every season or two. Keith McLellan Bizjet driver Go really, really fast... and turn left! RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED] Please note that subscribe and unsubscribe messages must be sent in text only format with MIME turned off.
