Since the '99 Speed Trials I have been steadily working to set a new record. This endeavor took on a slightly different perspective when I was invited to participate as an industry advisor to 4th year mechanical engineering at U of Calgary, thanks to friend and fellow pilot Dave Horsley.
Essentially I get to utilize the local universities resources and brain trust to analyze flight trajectory, airframe strength/materials, and timing system development.
This is the 3rd year we have maintained this project, and the results have been fascinating to say the least:
- Flight Trajectory Energy Model which incorporates modern aerodynamic principles and physics to analyze the critical descent/pull-out stage. This extremely powerful code looks at the vertical descent and rotation to level flight portions in great detail to understand what flight path will result in the least amount of energy loss.
- Airframe development; What configuration will ascend quickly, descend as quickly as possible (reflex to zero lift and AoA), and negotiate the 200 meter course (minimizing rotational losses) AND stay in one piece to repeat within the hour in the opposite direction.
This (probably final) year will be taking one-piece wings and subjecting them to load testing and frequency/excursion anomalies to explore:
- Lay-ups and composite material application procedures utilizing Laser/Doppler velocity scanner
- Non-human interventive timing systems that will meet the FAI's strict guidelines
In turn I assist 4th mechanical engineering students understand better (and get a taste of) what will be demanded of them out in the real world of business.
So far, everyone involved has benefited significantly. Most will realize that a powerless aircraft of proper proportions will fly significantly faster than any aircraft which utilizes a powerplant to create thrust, especially prop-driven aircraft.
To date I have aircraft that exceed 230-240Kph over the 200 meter course consistently, and one off course pass in excess of 420Kph. On the preferred descent path the aircraft will employ LE strobes to adequately (barely) negotiate the first stages of the vertical descent.
Few have had the luxury of hearing a sailplane at "really" high speed, let alone when one fails mechanically. Both are exhilarating...
Bruce Hobbs wrote:
Did the criteria or rules change for the FAI speed record? I thought I remembered the Germans or the Swiss setting a speed record with the Dassel in the Alps of around 200 mph (312 kph) many years ago. At the time I was pylon racing and the sailplane was faster than our Formula Ones on 70% nitro. The Dassel was a purpose designed speedster with mucho ballast working massive mountain lift to achieve that kind of speed and demonstrated what a culmination of design, planning, location and weather could produce record wise. Inquiring minds wanna know!
BCNU
Bruce Hobbs
-- Simon Van Leeuwen RADIUS SYSTEMS PnP SYSTEMS - The E-Harness of Choice Cogito Ergo Zooom
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