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Bob27

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  1. The pilot was probably laughing and saying to his co-pilot, "Watch this, it's going to be really funny!" Anyway, I'm glad your okay. I think there is a good lesson here for everyone including helicopter pilots to learn.
  2. Is may be true for a standard car mechanic, but I believe it would be far less true for an aircraft mechanics as they often must repair things rather than replacing them. For example if a wing rib is damaged he would most likely fix it but in doing so he must fully understand the structural loads and take this into account with how he would repair and reinforce the wing rib. Also due to the diversity in construction methods and design almost no repair would be the same. He may not have the skills or knowledge of designing an airplane but he has a pretty darn good idea of the strength of materi
  3. Sorry, A&P license. Or Airfame and powerplant license. It basically means that he is a certified airplane and helicopter mechanic.
  4. On the other hand a good friend of mine has an AMP license and is a civil engineer. I believe he loves the flat top design more than anyone else. I would love to see test results published along with dummy crash testing.
  5. I can totally respect what you have said. I may have a slightly different view on crumple zones because of all the people I have spoken with who have personally used them in paragliding and paramotor accidents, but at the same time I agree with you that they don't work in all situations.
  6. I believe I understand reflex wings perfectly well. Let's go through exactly how they work because it sounds like many people here don't fully understand. First thing you need to understand is that a paraglider wing operates with a ram air intake which is strategically placed to take in air from the location where air pressure is highest. This means that the air pressure inside of a paraglider is higher than anywhere else on the wing. This allows for a paraglider wing to be more than a fancy bed sheet and it allows a paraglider wing to take almost any shape that the designer wants. S
  7. Basically the entire reason we use a reflex airfoil on an tailless flying wing for it's stability. The disadvantages of it are that it produces more drat and less lift. So if you put 2 back to back the non-reflex would fall out of the sky. Now there are a few tailless aircraft that I have built where I haven't needed reflex wings due to an insane amount of sweep back and that probably my most efficient glider.
  8. I am referring to the power difference required to flying with large amounts of speed bar in full reflex mode. In this mode some high speed 16 square meter reflex wings are hitting sometimes over 55mph, but they need close to full power to maintain elevation. On the other hand people with 16 square meter non-reflex wings are hitting maybe only 35-40mph, but with the right wing they can do that at nearly half throttle. It will also vary a lot with wings. Not all wings are created equal. I have personally built many reflex winged rc airplanes because reflex airfoils do have there advantages
  9. Sorry, I am very experienced with 2 stroke engines and am more familiar with using standard profile wings than more modern and high performance paramotor wings. So maybe I should re-visit everything that I have said. Reflex wings are far less efficient and faster than standard profile wings, so for XC you need to hold medium to high power for long periods of time, not medium to low power like you would with the standard profile wings which are slower and more efficient. So yes, a lower compression to increase the engines XC capabilities is completely reasonable.
  10. If only that could be the standard... Maybe someone should make a way of scientifically testing everything from engine performance, wing performance, frame safety and performance and make it all uniform testing that it concreate so we can finally see through to what is truly the best and what is just trash.
  11. You can alter a power curve on a 2 stroke engine by changing the shape of a cylinder head. Basically a deeper cylinder head will provide more low end power and a flatter cylinder head will provide more top end power. Changes in compression will often change things differently in different engines, but in most cases with small 2 stroke engines, lower compression will give more top end power and high compression gives better bottom end power. There are a lot of little reasons for this and it will sound counter intuitive to many people out there, but its often how it works. So my guess is th
  12. I agree with you. I do believe the dominator is a good EN-A wing but there is no way it could keep up with most comparable sized reflex wings especially in long distance xc flights. I have talked to Dell a few times and he is honestly one of the most fun person I have ever talked with. I have also learned that he truly believes every word that he says. Now with that In mind, I don't think he fully understands every concept behind how a reflex works which I think has made him more more apposed to it, but he has flown dozens of reflex wings him self. I found this interesting interview
  13. I'm really hoping that there is a proper resonating camber within the exhaust. If not, you will loose a bit of power.
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