The Oz Report
Volume 6, Number 58
8 PM, Wednesday, March 20th, 2002
"Toto, I have a feeling we're not in Kansas anymore."
Flying the Lamppost
Or is it the light pole, no, that's not it, it's the Moyes Lightsport. Now, don't get bent out of shape about me playing around with the names, after all the names Litespeed and the Litesport are little puns to begin with.
I've flown the Moyes Litesport three times now and I'm really enjoying it. I can control it and it tows great. (They do make us rigid wing pilots tow with fins, unless we tow with Falcons, but I think they'll let me take that off tomorrow.)
I remember about a year ago I had a 35 mile flight with a Litespeed and I never could get that under control (after only flying rigids). I've been flying Wills Wing Falcon 170's and really enjoying myself, and it was easy to go from the Falcon to the Litesport.
An Xtralite pilot mentioned to me how much more he enjoyed flying the Litesport. A Target pilot has flown it a bunch and loves it. A Litespeed pilot has flown it a bunch and prefers the Litespeed.
Mike Barber, Moyes factory supported pilot, says that it tows easier than his Litespeed. He said he personally had trouble towing the Stealth and the La Moutte in the past, but found the Litespeed easy to tow.
I towed in rough conditions and everything went smoothly. I flew in light conditions with strong winds and the glider behaved well. There was no problem with PIO, which would normally be a problem for a rigid wing pilot.
There was a significant difference in the feel of the glider between the VG off and on. I felt that the effort required to thermal was minimal, about like a rigid wing, although, of course, a little quicker to initiate a turn. When gliding with the VG on it was easy to keep it straight and level.
I'm not flying with the areo control frame and on a couple of flight it came with wheels used to keep the demo glider from being wrecked. I had no problem landing it in light or windy conditions. It was predictable on approach and transitioning to the down tubes was a non event.
Betinho Schmitz
Betinho Schmitz <bschmitz> writes:
The video that I produced at the 2001 WRE is part of a project sold to RED BULL Brazil. They haven't decided what they will do beyond distributing it for the TV sports channel inBrazil. I can show it to anyone, but I can't give a copy or sell it. Maybe later I will have permission to do so.
At my web site I have pictures from the WRE also a map from my flight.
The site address is the abbreviation of Hang Gliding World Record Expedition: www.hgwre.com.br you can check in Portuguese or English version.
The first round of the Brazilian Nationals, took place atGovernador Valadares between 3rd and 9th of March. The conditions this year was not as good as 2001. The season was a bit humid and the second task was canceled because of storms.
The task committee set tasks between 58 km and 92 km.
The Brazilian pilot Betinho Schmitz flying a Moyes Litespeed 4 won all 6 task finishing the total results 900 point ahead of the second place pilot.
Betinho is very happy on his new Litespeed, his performance was so good that he also won the Valadares Open that happens at same time. The Valadares Open had 60 pilots from different countries. Betinho beat also the rigid gliders that flew together with the flexibles.
Betinho had the chance to compare the performance between his Litespeed 4 and the rigids Lamouette Top Secret and Atos, and on most days they had a final glide together. Betinho is happy with his performance. He said that the rigids had a bit of advantage at low speed. But he had the advantage in thermals.
Last year during the Florida Meetings Betinho flew two competitions against the rigids and as he remembers the differences in performances between the rigids and the flexibles were bigger. Was the development of the flexibles so fast? How can we prove it ? Should we fly more competitions against the rigids ?
(editor's note: Of course, I had just the opposite experience in Australia. I sure wish Betinho had been there.)
Stealth dominates the East Coast
G. W. Meadows <gw> writes:
Larry Bunner holds a record of 213 miles fromChicago area. What I'd like to point out (because it's my job) is that Larry did this on a Stealth also. Anyone with any doubt that the Stealth line of gliders (which includes the Combats) isn't the best value in hang gliding merely needs to ask Bo and Larry how they perform.
Stalker finally certified
Aeros Ltd <aerosint> writes:
We are happy to inform you that the certification of the Stalker rigid wing glider at DHV is finally completed! The certificate number is DHV 01-0375-02.
RC's
http://www.nesail.com/parabaile.htm
Cliff Whitney <cliffw> writes:
Saw the note about zagi.com in the latest Oz newsletter. Yea, these things are way fun and are great in the landing field or up on top when it is soarable. With the electric Razor, 400 or 400X it's even fun when it is not soarable or just marginal. I have been flying these things for a long time now and I wanted to send a shameless sales pitch to your readers.
I was one of the recent causalities of the Wolf Camera chapter 11 filing and have been looking for a new venture for the past few months. I was the President of the company's Dot com (the only profitable part of the company). When the parent company failed all I got for my 24 years was 6 months severance and a thanks for the good times speech. I have no regrets however and have been thinking of building a hobby shop in the Alpharetta/Cumming Ga. area to supplement my other business activities of consulting and web development. I've owned a great Hang Gliding company in the past (SVS founder of the East Coast Championships, Team Challenge etc), but the wife would kill me if I went that route again.
Any way, I have been selling the Zagi for quite some time now and have a lot of stuff in stock and ready to go. I've put together some great prices for your readers starting at only $44.99 For the Zagi LE and the THL (Thermal Hand launch), $59.99 for the 3C Combat, $104.99 for the Razor electric, $109.99 for the 400 and $119.99 for the 400X. I also have a full supply of repair parts for those who already have a wing. You can see some samples of the various wings at http://www.cliffwhitney.com/ebay/zagi/zagi400x.asp. I take Paypal for credit cards as well as checks and Cash with proper ID ;-)
Being able to fly in a park or ball field or the local LZ is really a lot of fun. With the durability of the aircraft you can be confident that it can take a beating and keep on flying. There are some great Quick Time movies and some awesome crashes at http://www.cliffwhitney.com just click on the Photo Gallery link and then the movies link.
Anyone can send me an email with questions or to order. <Cliffw>
Williams, Deane HS <deane.williams> writes:
I believe that most experienced hang glider pilots will benefit from learning to fly an R/C glider with a stick first. This is a fun and inexpensive learning experience. If the weather is no good then a 2nd best would be to use one of the latest sailplane simulators on a computer. Either of these methods will allow you hours of safe, training while costing very little compared to actual flight.
This training allows the motions of the stick and (what they do) to be firmly implanted in the brain They are opposite of the control bar motions that we all know so well.
When the prospective pilot has this down then actual stick flight training in something draggy like a 2 place DragonFly or other ultralight will be useful. (You could go right to a sailplane if that is your goal.)
Either way, the upfront, low-cost, low-risk stick training is a great way to start and will shorten the training. That's what I did when learning to fly the Millennium and I felt amazingly at ease on my first flight
Superfloater
Dave Broyles <broydg> writes:
After an email from Nick Chitty who mentioned the idea of a SuperFloater web site, I stole a few things from the Oz Report and my web site and created a website for the SuperFloater at www.kite-enterprises/superfloater. I have requested an article from Nick about his record flight.
I would appreciate contributions about the SuperFloater and other ultralight sailplanes, both articles and pictures along with any impertinent suggestions about improvements.
I will probably write about my Superfloater flight experiences between the time after I wrote the HG Mag Superfloater article and the present, including the death defying flight of Gary Osoba and myself towing the SF with the Ptug 30 miles fromWichita to back to the Sunflower Aerodrome atYoder,KS. We undoubtedly have the SuperFloater XC aerotow distance to goal record. This article will also appear on the website.
Could I ask all of the SuperFloater owners to send me their name, address, email, phone number, SF serial number, colors, etc. I will put them on the web site.
Aerodynamic's 101
richard miller <richardmiller> sends in the first of what may turn into a series of article on aerodynamics (we'll see how it goes):
The fundamentals from which all determinations in fluid dynamics derive, like the 1 and 0 of software code, are a flow and a source of resistance to that flow. A rock in a stream, a glass or cup in the water draining in the sink, or around a rubber ducky in the bathtub, are all familiar examples of this. As with so many simple observations we tend to look no further than the surface, nor rarely have need to do so, except we are intent, as the expression goes, of probing the secrets of nature. Then we discover a lot more than ever we imagined.
Let us assume the flow to be uniform, horizontal, translatory, from left to right, of constant velocity, and of a homogenous, isotropic fluid; and the source of resistance as a round object in the right-hand portion of the flow field. Extending forward from the exposed face of this object, some distance into on-coming flow, we place a straight line representing the axis of the upstream propagation of pressure that occurs, at the speed of sound, when the designate conditions are established.
Again, that pressure is propagated upstream, and at the speed of sound.
Held on tight
Charlie Baughman <OregonVulture> writes:
One of the tumbling facts that most people don't realize, is that many of the conditions resulting in tumbles are so violent that it is very difficult to put into words. The time frame is also very short.
I remember flying around in very powerful air, and then suddenly looking at my bottom surface.
I believe that in my future flying I will feel the safest in a glider with a tail and an inverted hang system. I have been flying with my Inverted Hang System since 1997. An article about it was published in the Dec 1997 issue of Hang Gliding magazine. With this system, if a pilot becomes inverted, he is supported by a rope running through rings on his harness back that are also attached to the corners of the control bar. Because of this attachment point the pilots CG stays forward. It seems possible to me that after an inversion or a near inversion a glider could right itself if it had a tail and an inverted hang system.
(editor's note: Maybe Charlie will send us an e-version of his article, and the pictures so that we can publish again.)
Solid hang strap
Bruce Busby <buzword> writes:
Here's my idea for a solid hangstrap.
Obviously by the drawings attached, it will be clear that it won't work as shown but the general idea is there.
Here's the basic idea: Using downtube material for the main hangstrap body. A split clamp could be installed on the keel (items 1a, 1b).
The downtube material with specialty end caps (item 3 and 4) installed in each end attached to the keel clamp and the harness block (item 5). The important item (item 2) is a positive pitch limiting device.
The idea is in flight the positive pitch would be set for approx stall speed (see bolt head on Item 3). While item 2 was engaged, the limit of positive pitch would be set via the mechanical stop (the pre-adjusted bolt head of item 3 bumping into item 2).
Item 2 has a hole in the exposed part to allow attachment of the flap cord. The basic idea would be to set item 2 tension to be fully hinged and retracted at full flap setting (therefore removing the positive pitch input for maximum flare). Item 2 would be normally engaged by spring pressure. It could be independently adjusted (not attached to the flap cord), and rigged with a simple limit switch to warn the pilot when it was open (not engaged).
Full upright position will not be compromised, so landing safety should be high. The current drawing has not made provision for weight shift roll inputs from the pilot but could easily modified to include that idea. Backup might be an internally routed steel cable (a fabric backup might be cut through by a torn/jagged broken aluminum hangstrap)
This gadget stems from the idea that if you can keep the pilot's apparent weight from become detached from the glider in a pitching moment equation, and stop him/her from hitting the sail you would lessen the opportunity of tucks, tumbles and glider destruction.
Sport Pilot License
Jayne DePanfilis, USHGA Executive Director <Jayne> writes:
The USHGA Sport Pilot Task Force met inOntario,CA on Saturday, February 10th with high ranking FAA officials to discuss our specific concerns regarding the proposed Sport Pilot NPRM. The FAA was represented by Mike Henry, FAA General and Commercial Division Manager responsible for the supervision of Part 103 Operations, Sue Gardner, Technical Expert for the Sport Pilot NPRM and Assistant to Mike Henry, and Scott Sedgewick, Aircraft Certification Service, Small Airplane Directorate. The USHGA Sport Pilot Task Force was represented at this meeting by USHGA President, Jim Zeiset, USHGA Treasurer, Bill Bolosky, Executive Director, Jayne DePanfilis, Task Force Member and Technical Editor, Mike Meier of Wills Wing, Task Force Member and Technical Editor, Bill Bryden. Task Force Chairman Dennis Pagen was unable to attend. Chairman Dennis Pagen directed the preliminary task force meeting the day before. Task Force members Malcolm Jones ofWallabyRanchFlightPark,Orlando,FL and Steve Kroop of FlytecUSA andQuestAirFlightPark,Orlando,FL, were just two of the attendees at the preliminary meeting the day before. A list of action items and a detailed agenda resulted from this meeting under Pagen's supervision.
The Sport Pilot Task Force was able to schedule an exclusive meeting with high ranking FAA officials as a result of the rapport that Executive Director DePanfilis began with Sue Gardner in the aftermath of the events of September 11th. This breakfast meeting held in conjunction with the USHGA Board of Director's meeting and Air Sports Convention in February, gave the USHGA Task Force the opportunity to address issues of specific concern to USHGA members. Please refer to the homepage of USHGA's website at www.ushga.org for a synopsis of that meeting provided by Treasurer Bill Bolosky. This synopsis was posted to the home page of the website immediately following the meeting in February and was recently revised with comments from Bill Bryden.
Hang glider pilot, NTSB employee and friend, Joe Gregor graciously agreed to review the proposed Sport Pilot NPRM in preparation for the release of a comprehensive review of the NPRM which will be featured in the April issues of both magazines. Joe's article not only reviews and highlights the pertinent facts of the proposed NPRM, it also provides detailed critical analysis of the lengthy document. This is an excellent article and one that follows the first article Joe wrote for the magazines last fall when USHGA was anticipating the release of the NPRM. The release of the much anticipated NPRM was postponed as a result of the September 11th tragedy. Both of Joe's articles were reviewed by the NPRM task force and technical editors and the task force agrees that his observations and analysis are accurate and reflective of our true concerns.
A copy of Bill Bolosky's synopsis of our meeting with the FAA will also be included in the April magazines as a sidebar to Joe's article and Bill's synopsis includes USHGA's preliminary opinion and recommendations for USHGA's strategy concerning the preparation of our official Association response due in early May. Bill's letter also includes information pertaining to the second and final meeting that will take place in Florida during the Lakeland Air Show when once again members of the USHGA Sport Pilot Task Force will meet with high ranking FAA officials to discuss USHGA Tandem and Towing Exemptions and the importance of Aerotow Flight Park Operations to the future of our sport. FAA officials expected to attend this meeting include Mike Henry, Sue Gardner, Scott Sedgewick, Mike Gallagher.
The Sport Pilot Task Force will begin the preparation of our final analysis of the Association's response immediately following this meeting. Bill Bryden is the expected author of USHGA's final official response to the proposed NPRM.
Please consider that USHGA learned from FAA officials in February that our response needs to be one that relates to the safety considerations and economic impact of the NPRM as it is currently fashioned. It takes time and a great deal of thought and fact finding to prepare this kind of meaningful report and while it may appear on the surface to our members that the task force is invisible, the task force has been working nonstop behind the scenes to compile resources, collect data and to provide qualitative and quantitative analysis in support of the USHGA's contention that the NPRM in its current format presents serious challenges for aerotow flight park operations and tandem instruction. Aerotow flight parks and tandem training are both critical to the growth and continuation of our sport.
I regret that a staff member from the USHGA office may have inadvertently given Richard Williams the impression that the USHGA and our Sport Pilot Task Force are doing anything but working continuously behind the scenes to be sure the Task Force is prepared for our final meeting with the FAA in April. Allow me to reiterate that the USHGA membership is very fortunate to have such a panel of experts on the Task Force including USHGA officers, manufacturer's representation, aerotow flight park representation etc. Bill Bryden was one of the original members of the ARAC Committee when deliberation of the Sport Pilot NPRM first began. Dennis Pagen's credentials speak for themselves.
Please refer to the USHGA website for updates on the USHGA's position as it relates to the proposed NPRM. You can expect updates to begin immediately after our meeting with the FAA the second week of April. Members will still have about three weeks to prepare statements of letters of concern. It is not yet clear whether a letter writing campaign will be our preferred approach to our response to the NPRM. These letters must be thoughtful, insightful and they must contain real data indicating supporting the argument that both the continuation of tandem training and aerotow flight park operations are critical to the survival of our sports.
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Davis Straub
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