Tuesday, June 19, 2007

German Design, gotta love it!

Who wouldn't want one?

» Products » Hanggliders » Features » Snap-Lock System

.: The Finsterwalder Snap-Lock System

Finsterwalder gliders consist of 7 related construction groups which can be easily fitted together without teh use of tools, thanks to the self-securing connections.
Insertion connections are color-coded. Incorrect rigging is technically impossible.

The Snap-Lock System has proven itself over the last 15 years in over 1000 gliders and has been continously developed and improved.

Protruding parts that would otherwise have to be padded, have been eliminated from the construction.

Construction groups:

1.) Nose plate with front leading edge tubes, front keel tube, A-frame and lower rigging wires

2.) Rear keel tube

3.) Middle leading edge tubes and outer cross bar tubes

4.) Middle cross bar

5.) Rear leading edge tubes and wash-out-rods

6.) King-post, pilot hang-in strap and upper rigging wires

7.) Sail and sail battens

Nose plate
The curved nose plate made from flexible perunal makes the Fexes damage resistant. The sail is attached to the middle underside of the plate by means of a special bracket. As the nose plate is relatively wide, the leading edges of the sail are powerfully tightened when the wings are spread apart. In combination with the mylar inserts this results in a clear taut airfoil.

¬ A special snap fastening wih automatic locking for the lower rigging is integrated on the underside.

¬ Specially produced nuts and bolts are designed to keep sail abrasion to a minimum.

A-frame attachment
The forged aircraft aluminium of these connection parts is hard and tough. In combination with the joint contruction, a high level of damage resistance has been achieved.
This means more safety and keeps repair costs low.
The multiple joint makes it possible to fold up the A-frame without having to dismantle it.

Control bar corner
The control bar corners are also suitably robust. Rigging wire linkage is integrated (aerodynamically advantageous).
The uprights can be exchanged without the use of tools and without dismantling the rigging wires.
The Aerosafe®/Aerofoil® uprights have a 6° inner tilt so that they are hit head on by the air flow.
The uprights (an important replacement part) can be used on the left and right hand sides.

The Speedbar can be removed with one handhold by means of a self securing fastening integrated in the control bar corners. Mounting of wheels is thus simplified.
The Speedbar is secured by an internal cable.

Aerosafe® A-frame uprights
The patented uprights with the rubber trailing edge, which were designed by Finsterwalder, are light-weight (520 g/m), aerodynamically excellent and improve glider control when launching. They can be gripped well when wearing gloves, are non-slip and comfortable for the shoulders.
Above all however, they greatly reduce the risk of upper arm breakage that occurs regularly with airfoil uprights by crash landings.

The AS airfoils are constructed from tough aluminium alloy and allow slightly bent tubes to be straightened. If required, the airfoil uprights can be strengthened by inserting reinforcing tubes.

The relatively inexpensive AEROSAFE® and AEROFOIL® substitute uprights are also available for a multitude of gliders from other manufacturers. Adapter pieces for various gliders are also available.

Tr22M1 Funfex S, Airfex S 46,00
Tr22M2 Funfex, Perfex, Lightfex 49,00
Tr22M3 Speedfex 55,00

The pilot hang-in strap on the king-post can be swoopped without the use of tools by means of secured rapid lock. Various sizes are available. The king-post hang-in reduces the amount of energy required when turning and eases landing.
The aerodynamic king-post airfoil manufactured specially for Finsterwalder is characterised by it's especially low weight of 417 g/m.
In the bottom of the king-post a rubber joint has been intgrated which maintains the king-post in an upright position whilst mounting. The king-post can be inserted into the keel tube giving 3 different trim positions.
The aerodynamically shaped king-post head plug has been manufactured in such a way that creases or bends in the rigging wires are avoided, and the upper wires can be easily exchanged.

Detent button locking for front and side upper rigging
By means of the specially developed Snap-Lock System, the rigging wires can be attached to the airframe in a matter of seconds. They are reliably secured to prevent twisting around and inadvertent release. To unhook, a button must be pressed.

(Left images below)

Detent button locking for rear upper and lower rigging
Upper and lower rigging are hooked into the reel and secured by means of a peg.

(Right image above)

Bayonet fastening for the lower side rigging wires
A detent button prevents unlocking and twisting around of the fastening for as long as the rigging wires remain loose.

Sail battens
The super light-weight sail batten tubes made from perradur have been finished especially for Finsterwalder.
They are shaped by a bending process developed by our company. They are characterised by high non-deformability. Corrective bending is not usually necessary.

The outer battens are spring-mounted.
Some of the battens are separable to allow for packing the glider down to 2 metres.

On the left: Flexible intermediate pieces made from fibreglass provide for a better adaption of the airfoil to speed changes and improve steering characteristics.

The sail with mylar leading edge reinforcement has been constructed so as to be removable from the airframe without the use of tools in a matter of minutes and hence for the 2 m short pack measurement and for repairs. The sail is folded over the leading edge according to the sketch.
The mylar inserts ensure that the airfoil shape is maintained and prevents creases and bends even after years of usage.

The top sail is generally made from white Finsterwalder AIRCLOTH Dacron 110 g/m². This is a hangglider sailcloth specially manufactured for Finsterwalder which maintains it's shape thanks to a particularly fine weaving method and not due to impregnating or tempering. Manufacturing this cloth is quite time consuming, but one achieves a sailcloth that is extremely crease resistant, pliable, light-weight and long-lasting.

160g/m² dacron surf and sail cloth is used for optional reasons for the lower sail and leading edge, available in the colors shown on our color sail card. You can piece together your dream sail free of extra charges (delivering time 4-8 weeks) or ask about the sail we have on stock.

For the Speedfex we use high-strength and light-weight Dimension Polyant Racing Square quality.
The leading edge is made from Polyant Profile Square Mylar material.

Microsoft Suck, Windows Sucks

I'm in a bad mood so I'll waste a few seconds of my time and recycle a few electrons. I made a small hardware change to my XP laptop and sure enough on the next boot it asks me to re-validate windows. When you click yes it crashes and then reboots back to the same spot. As it happens I can boot into linux and fix the windows registry from there so no real problem, but any average computer user would end up with an inaccessible brick. Way to go Microsoft you idiots, please keep making buggy software with overly restrictive licensing conditions, Oh and whilst you are at it why don't you engage in downright evil behavior too, Oh wait you already do. Now that I can still run windows for those times when I can't avoid it on a new Macbook I can't wait for my exisiting laptop to die so I can get one and leave the hell that is Microsoft.

Friday, June 01, 2007

FLPHG Planned Flight in UK

I am planning to fly down to see my sister in Kent and then fly back home again, of course I will wait for a day with favorable winds and weather and at the moment this is my first attempt at navigating around UK airspace so it may change if I have made a mistake somewhere.
There are 2 proposed routes shown on this photo of the current UK airspace map, represented by the colored dots.

I am based near Thurrock in Essex and the LTMA airspace means I need to stay below 2500ft until I leave that airspace and enter LTMA where I need to stay below 3500ft for the remainder of the flight to charing, this would be the outbound leg indicated by the red dots. I estimate it to be around 70kms and so should be easy on one tank of fuel.

The return leg would allow me up to 3500ft until approx along side maidstone when I would have to drop below 2500ft again.

As far as I can tell I would remain clear of MBZs and TAs and restricted airspace with this plan.

My intent would be to use uncommon altitudes by never flying at anything than ends in x500 or 000, so for example 1250ft rather than 1500 and 1750 rather than 2000 and 2250 rather than 2500 etc.