Hi Brian,
Not to sure how to translate that, but that would be the fuselage moment (by itself), basically where in the fuselage the most lift is generated. not to be compared with were the stability is most generated (usually at the CofG of course)
Position is critical if you want a glider that perform well on knife edge (without much, or in theory without rudder input), and is about 15 to 25% from fuselage nose (just look at all the proper vtpr glider fuselages), the tail of the fuselage generating almost no lift (your fuselage tail can be a stick, that will not change much the knife edge performances)
Then, you need to select a good profile that will work at the correct Re number you are looking for, but most specificly for VTPR, a profile that will work well in no air speed (able to do a roll with no airspeed for exemple). You can have a look at the TP series, and of course, the good old SBs. All these profiles work with a certain size of ailerons etc etc
Anyway, all that is only computer theory, you will never match the speadsheets performances of a profile etc with a build, even Boeing don't pretend that, but the goal is to get as close as possible to the "perfect" recipient. As Dassault says, if it looks good, it will fly right!
On another note, I think lots of experts are talking about VTPR gliders lately (seems to have been discovered only a year or two ago...) but most, if not all the gliders they choose, compare etc, are barely VTPR gliders in the true sense of the term.
But they are great aerobatic machines. VTPR is another league, another way of flying altogether. I flew / tested tons of aerobatic gliders, but flying a glider truly designed for VTPR, is totally a different world by just the way the machine fly and react to your inputs.
Almost all aerobatic gliders can do a roll at wingspan altitude from the slope... But a handfull will do it at zero speed! I think this is the simpliest way to describe these machines.
