LS Gliders >> LS10


	LS10

	At the end of 2005 DG concluded a series of workshops around key ideas for the new LS10 which, importantly, included a thorough flight evaluation of various gliders. All leading staff and management at DG were asked to perform flight evaluations of both gliders we make and our competitors' gliders. Immediately following each flight we asked them to fill out an extensive protocol of flight, ground handling, and other relevant characteristics to identify strengths and weaknesses alike. This input was gathered and compared with our customer feedback. The resulting insights were used to define the requirements for the new LS10 - "Made by DG". One key principle was not to "DG-ize" the LS10 but rather maintain the typical LS characteristics. The production LS10 has the following improvements: All LS10 gliders will be engine-ready. That is to say, to simplify production all LS10 gliders will have the engine box built into the fuselage. All LS10 ordered in the glider-only version will offer the option of retrofitting a sustainer engine later. This should be a clear plus in maintaining/enhancing the resale value of LS10's. The typical LS toe brake actuation will be replaced by a drum break actuated by the dive brake lever (in its fully deployed position). The "Haenle" guides for the ailerons remain. There are no changes to the LS-type elevator assembly, but the outer wing panels trade-in the old threaded bolt for a spring loaded locking pin for easier assembly. The skids on the wingtips remain (no wheels) as there will be no self-launching version. As for the partitioning of the wings into two panels each, lengthy debates ensued. The result? All versions of the LS10 will feature 4 wing panels, i.e. each wing will be partitioned into two panels for all versions and configurations of the LS10. This design ensures easier assembly and allows for the use of a shorter trailer. As for the location of the paring between inner and outer panels, the further out toward the wing tip the designer places the divide, the easier the assembly and the cheaper and lighter the required connection for the wing spar. In the limit of parting at y=7.25m however, the resulting wing tips of 0.25m for the 15m wing plan form lead to suboptimal performance characteristics. If the divide is moved too far toward the wing root, the outer panels become so heavy that they cannot be handled by one person. In addition, this also raises the total weight of the wing substantially, which in turn leads to a more expensive overall wing design. The best compromise is for the parting to be at y=7m. This results in 2m outer panels for the 18m version, a size that can still be handled effectively by one person. Combing the resulting 0.5m wingtips for the 15m version with "high" winglets leads to an aerodynamically optimal plan form for this version as well. The 18m wing plan form will feature the well-known LS curved winglets. All LS10 gliders will be designed to accommodate a bug wiper system. Integrating this option into the design of the LS10 allows for the installation of a lower drag bug wiper system. The fuselage is the same as the model used on the proven LS6, with water ballast release on the right hand side of the cockpit with two stages for Inner & Outer wing panels.