There it is. 33% round perforations gives 10-12% reduction in drag as the price for a big reduction in vibe effects on the rest of the plane. Other venting also makes for improvements with vertical slots decreasing the depth of wake. Cool.
How much force is involved here? The reason for asking is that my current CAD project of an existing design seems to have revealed some TLAR engineering ... and the mechanism for the Schempp Hirth spoilers/airbrakes looks like it fits into this category. If I can save a pound or three and some construction time with a redesign, the time may be worth it.The first generation or two of composite sailplanes tended to locate the overcenter at the wing root or even in the fuselage. Later generations tended to locate the overcenter inside the airbrake box near the inboard arm. This refinement reduces the loads on the long push-pull tubes to the airbrakes, making their adjustments more robust and reliable.
I would still have an overcenter mechanism to keep the airbrakes from sucking out.
Installing my spoilers so I have revisited this thread....whatever you do please absolutely make 200% certain you have a good over-center mechanism or some other POSITIVE locking force on that type of (vertical) Schempp-Hirth spoiler.
If you're trying to stretch the glide because your approach is too low, dropping a few feet to get the speed up might be a problem.You can always push the stick forward as you retract the flaps, no?
I always thought the ones with holes hurt the worse. But, maybe its all in who is swinging .
Not a recovery from the dive in the traditional sense, but yes I was pulling a fairly small amount of G to level off at high speed... to stay just underneath the top of the start gate.Did that happen on the recovery from the dive when pulling Gs ?