| Monarch G performance | |
August 28, 2001.. We did Two airpspeed calibrations. The airspeed on the aircraft is in knots, and at 30 knots indicated our GPS calibration spreadsheet showed 34 adjusted for altitude, temperature and humidity. We need to do more!Our secdon run compared to the first is not too consistant.
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| Barograph trace of 1000 ft tow, release then encountering lift, thern coming in for a landing. Late October 2001.
Note airspeeds and sink rates |
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August 29, 2001. We moved the 3 pound tail weight back another two inches. Both mike and I report a much better sink rate and slower speed. We will do a weight and balance next time out to give the location.
August 28, 2001. Moved the CG back by re-taping the tail weight back about 3 inches. Really made a difference. The elevator control was still excellent and the sink rate seemed to drop. We will test the sink rate next time out
Just on a whim I decided that with such a nice day in mid december I would fly the Monarch G prototype with the windsheild. The temperature was about 50 degrees but with nice sunshine. I stuck the flytech instrument on the glider to see what data I could get. It is fast beconing a reality that practical sink rates and L/d below 1000 ft are unreliable and should be done at about 8000 ft msl. however I can only tow the monarch to 2000 msl and so it at least gives us some numbers. Yesterday charts are below.
Dec 11, 2001
The best sink rate I had was 150 ft/min. The vario on this unit indicated either 111, 118 ,138 or 157 ft/min sink in the numbers given to me by the data in the flytec so I did some actual timed runs from the imported graphs of the flytec, to get the sink rate. Most of my runs where over a very short time span so the accuracy comes into question... but the idea is very good and seems to work better tghan reading the gliders instruments.
The Chart indicates a high l/d of about 18 at 33 mph. Note the actual low speed of just over 22 mph.
| August 29,2001.We again moved the CG back about another 2 inches. The wing would come to an almost stall. The elevator chips and I did get it to stall at one point and it seemed to stall a bit more abruptly. The sink rate was noticeably improved and we could fly slower. We did some sink rates and approximate L/D runs.
The Sink rate is about right but we still need to do some airspeed calibration... our L/d does not drop very much with the higher speeds which is consistent with the theoretical chart below. We still also haveto check the position of the elevator ... we want a neutral position at the best L/d. |
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