ls8-wins-comp-e.html
BIDFORD NISSAN REGIONALS
FOR SOME years now there has been an ongoing debate on whether gliding with an engine is real gliding or not. Indeed, it was not so long ago that turbos or self-launching sailplanes were banned from competing. That was the reason why the Bidford turbo comp started five years ago. But it always seemed clear that sooner or later motorgliders would work themselves into normal competitions. The reason is simple: something like 70 per cent of new gliders have engines. When I was at the LS factory a few weeks ago, 90 per cent of new LS8s in production had them.
It was very clear from the beginning that the Bidford Nissan Regionals would be fun; after all, that's why we fly gliders, isn't it? The comp was organized in a relaxed way, and all the pilots, crew and organizers were there to enjoy themselves, but it complied with normal BGA regionals rules. So it seems odd that the competition itself is devalued to 650 for pilot rating purposes. But then, who cares, when you're having so much fun with a bunch of great people? The airmanship was excellent, and I didn't see a single dodgy beat-up, something that you often see at other comps. Why? Something to do with the pilots' average age, I suspect, and knowing that no-one is immortal.
The task-setting was good, even if sometimes flying around the airspace in middle England did seem like an obstacle course. There were pure gliders flying the comp as well, so the tasks were set with the intention of getting everybody back. There were two days where nobody finished the task, due to lack of time or storms, but all except those without engines returned to the airfield in time for afternoon tea. No late retrieve, no irate farmers and still time to relax before the next day's flying! And no moaning that it was a silly task. Mind you, having said that, I did think when we started at 16.30hrs on a 170km task that Pete Freeman, the director, had finally totally lost the plot, but most flew more than 120km, before pressing the ignition switch. Some almost completed the task. Perhaps this day would have been scrubbed it we didn't have engines!
One of the things that made the comp so much fun is that all the pilots are individuals flying to win in their own right, and making their own decisions. At no time did you see mass gaggles forming. After all gliding is an individual sport. In another recent comp, you had one gaggle doing the whole task together with about 12 pilots team flying. So are you flying to win or to follow the herd and come in the top ten? (Although its overall winners flew as individuals, proving that you don't win comps by gaggle flying).
Flying the LS8t
The LS8t, new on the market, is in general terms a fantastic glider; everybody knows how well harmonized it is and so there is little point talking about that. But the LS8bt has a part-carbon fuselage, and the spar is taken from the LS9: it's stronger, to cope with the extra weight. It has an empty flying weight of 315kg, about 30kg heavier than a standard LS8a. It is a myth that the LS8-18 loses out to Schempp-Hirth's Ventus 2s at high speed: at Bidford, I could detect no difference at all. But it has a four per cent handicap advantage.
A few words on the performance of the turbo. The engine is a 2350 Solo, same as the Schempp-Hirth turbos, so nothing new there, but somehow the LS designers have managed to come up with a tiny installation, with a very small two-bladed propeller. Well, actually, it's more like a paddle than a propeller. But it seems to work okay.
The operation of the engine is hydraulic, a new concept for this type of glider. There is an accumulator that you can pump up by hand on the ground or in the air. It takes 30 pumps to fully charge the system. This allows you to extend the engine 1.8 times. I found it best to pump the system back up after you have used the motor, ready for next time. From the moment you decide to use the engine it takes only six seconds for it to be extended and ready for use, and four seconds to put it away again. This is somewhat faster than the systems that use electric motors to extend the pylon.
To operate the engine, all you have to do is turn the fuel on and move the lever to the first gate. This is the normal position for running; it de-activates the decompressor, and takes the prop stop out the way. It also uncovers the ignition switch. Turn the ignition on, move the lever forward again, fly at 70kt, wait for the motor to spin up, move the lever back to the normal run position and it springs into life. (This, I think, takes longer than the fan-type system used by Schempp-Hirth, so overall I guess there is probably little difference in the height required to start the motor.) That is, it springs into life is unless you miss the gate with the lever and turn the ignition switch back off again! This is clearly an oversight, but they are working to change that part of the design, so you can't accidentally turn the ignition switch off. But this is where the LS system shines above the others. With the engine extended, but not running, its sink rate is only about 2.5kt, so should the engine fail to start you do have sensible performance, giving you time to do a proper circuit into the field that you selected before trying to start the engine.
From 500ft agl, it climbs very well at 3-4kt, dropping off to around 1.5kt at 2,000ft. Once you have got to your cruising height, the glider cruises at around 85kt, somewhat better than other turbo gliders that I have flown. I also found that at this speed the engine is running at 5350rpm. Even flying at 100kts trying to stay under the 2,500ft rule before the start, the engine didn't over-rev; it's easy to keep an eye on the engine with the very neat tacho LS have fitted. This also doubles up as an hour-meter, logging engine run-time. This feature will also make it much easier to spot a fault early on, revealing a slight drop in rpm long before you could hear or feel the fault. It is much happier in the cruise than in the climb - less vibration and a much sweeter engine note - so much so that you can use the normal glider radio, you just have to turn the volume up a bit.
But as with all things in life nothing is perfect. LS have worked hard getting this into production, but to be blunt, I think it's a bit rough around the edges. Not that it flies any differently; indeed, it is quieter than our last LS8a, but the finish is not up to scratch. Over the last few months LS have been under pressure developing the LS8t, LS10 and LS11, which probably explains it. The LS10 has now flown; early reports are good. But the 60-million dollar question is: how does it perform? Time will tell. But one thing is for sure, they will have to go some to beat the performance and handling of the LS8!
Results:
1. lain Evans, LS8T, 4080 points;
2. A/ MacGregor, DiscusbT, 3802pts;
3. Dave Findon, Nimbus 4DT, 3706pts.
lain, who has 1500hrs and flown 20 or so comps, has also won the Northern Regionals Open Class - in an LS8-18.