It's to do with the torque produced on the wing from the lift. The higher the camber the wing the more it will pitch down at the front. Which if you think for a parafoil which needs tension against the bridles to work having part of the wing fly down is not a good thing. Having the wing pitch down it will tend to over fly more ,and further as well, not good for stability either. With reflex or reduced or negative camber ,ie Z more slack the torque will produce a pitch up so creating more tension on the bridles and kite can sit a little deeper, all making it more stable. Lift and drag go hand in hand so while you will get more drag with higher camber this will only occur when the lift is high which is when the kite is heavily sheeted in. In the heavily sheeted position high camber is quite stable, but it is hardly practical to always have a kite fully sheeted in so it won't collapse, especially one with possibly double the lift because of the increased camber. It's all a choice of compromises, best to use high camber in steady wind.Kykeon wrote: ↑Sat Mar 10, 2018 7:59 pmWhy less stable? Wouldn't it sit deeper in the window and therefore less prone to front stall?
I have corrected a typo in case 3 (un-trim instead of trim) ; you should upgrade your pdf with the new Case 3
Foilholio doesn't pansh use the same system of letters as flysurfer? ABC and Z?foilholio wrote: ↑Wed Mar 14, 2018 3:25 amYou can make knots in existing parts, just remember it can weaken them. I detach the Z main from the Rear main , make a figure eight in the rear main and larks head the Z main beneath it. This has the benefit of giving you 3 settings for Z adjustment, the newly made figure 8 knot, the rear main C pulley line join and the rear main/rear line join. Sorry for the flysurfer jargon, just have look at a flysurfer line plan off their website the understand what the different mains are. I actually use this adjustment on all my foil kites especially flysurfers. It's actually something that you need to do to flysurfers in combination with a mixer test to restore their full depower or B extension when depowered , as when the pulley lines shrink a mixer test alone won't fix that.
It is useful, because wingtip LE is already pulled 1:2. If you fix c7 there will be upward bulge in the middle of the wingtip. Drawback of that line is when it rolls through the ring it shrinks. Reasons of backstalling are much more fundamental than a single line in a wingtip.oldkiter wrote: Been looking at the FS Speed5 line plan. Obvious immediately that the Pansh Aurora II has a connection from Z to C through "C7". The Speed5 does not have this connection. Anyone tried eliminating that ZC connection on a Pansh. Maybe that has some cause of the sensitivity to backstalling. Admittedly a foil newbie but seems a major difference!
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