Flytec
Wills Wing

Oz Report

Volume 7, Number 228
11 pm, Tuesday, August 26 2003

https://OzReport.com
"Toto, I have a feeling we're not in Kansas anymore."
Tue, Aug 26 2003, 1:00:01 pm EDT

to Table of Contentsto next topic 2003 Class 1 Worlds – Betinho falls down on final

Class 1 Worlds 2003|Curt Warren|Kraig Coomber|Manfred Ruhmer|Moura Velloso|Paris Williams|Robert Reisinger|weather|Worlds

http://www.brasilia2003.com/results/default.asp

http://www.theleague.force9.co.uk/internat/brasil_2003.htm with an excerpt:

Betinho was not the only surprise absentee from goal, Andreas Ohlsson landed 100m short, Paris Williams was down and the Aussies decision to take the last start had cost them dear.  Kraig Coomber got in and made good time but Steve Moyes belly-landed 20m short still in prone trying to make the line and the rest of the team went down.  Curt Warren and Carlos Bessa were the only Americans to make goal.

http://www.dclaveno.com/Brasilia2003/Brasilia_2003.htm

http://www.dhv.de/deutsch/sport_termine/hg/aliga_hg/deutsch_03/main.htm.

José Luiz Moura Velloso «jose.luiz», scorekeeper at the Worlds, sends the following:

The weather improved today and we've a task.  The task today has 107 km, and it was in a completely new direction, opposite to Brasilia.

The first pilots to reach goal were:

1. Manfred Ruhmer

2. Guga Saldanha

3. Robert Reisinger

4. Nene Rotor

These are preliminary results, as the GPS’s haven't been checked yet.

Discuss "2003 Class 1 Worlds – Betinho falls down on final" at the Oz Report forum   link»

to Table of Contentsto next topic The Wills Wing VG

Tue, Aug 26 2003, 5:00:02 pm GMT

Steven "Steve" Pearson|Wills Wing

http://www.willswing.com/reviews/review.asp?reqReviewIdx=talon

Steve Pearson at «steve» writes:

Both a "conventional" VG and a Cam VG tighten or loosen the sail by changing the nose angle of the frame.  You can change the nose angle an equal amount with either type of system.  However, there are some differences in the other effects each system has.

A conventional VG changes the plan-view angle (sweep) of the crossbar when the VG is activated.  That causes the span between the sidewire attachments at the crossbar/leading edge junction to increase.  Since the sidewire length is fixed, anhedral (the reverse of dihedral) is increased.

Inducing anhedral into the airframe also takes more work (== VG activation force) since you must lift the pilot weight to pull VG tight.  The other problem with conventional VGs is that the anhedral change is opposite from what you would like.  Ideally, you should reduce anhedral (increase dihedral) for high speed flight (especially with tailless aircraft).

With a conventional VG, gliders typically become directionally unstable and roll unstable in a turn at VG tight.  This also makes them more difficult to aerotow (typically we tow with VG 50% or more). Also, at VG tight, the space in the double surface is restricted and the crossbar tends to make a bulge in the sail at the root, which is destabilizing in pitch.

With a cam VG, the crossbar sweep is fixed and the leading edges are forced forward.  Note that the sidewires must be attached to the crossbar or the geometry will change as with a conventional VG system.  Since the crossbar geometry is unchanged, the anhedral is fixed for all VG settings.  The disadvantage of the cam system is that it is much more complicated to optimize the lever and activation mechanisms, and correspondingly more expensive to manufacture.

With cable supported stability systems, (reflex bridles) the cam VG requires less compensation because the wings are not moving up and down relative to the kingpost top.  The change in sail slackness still causes enough change to require some bridle cable compensation for optimum stability performance.

Compensation is not required with either system on a topless glider because the stability system is attached to the leading edges instead of the kingpost top (you can change the anhedral, i.e. sidewire length, without effecting stability systems only on topless gliders)

Compensation of the inboard sprog is not something we've found to be of any practical benefit.  To our knowledge, we're the only manufacturer regularly using a 3 component test vehicle, and we've thoroughly investigated the stability contributions of the sprogs independently.  We found that we could completely remove the inboard sprog and only lose 25% of our stability--the inboard sprog is essentially a structural support to isolate and enhance the contribution of the outboard sprog.  Adjusting it up or down 4 inches has almost no effect on stability.

We published this information http://www.willswing.com/articles/Article.asp?reqArticleName=DesignOfFusion 6 years ago when everyone else was using a stability system of a beam, hinged from the leading edge, bearing on the crossbar.  We tried this in June 1996 and found that it was not effective.  The Fusion system of a cable supported tube attached to the leading edge with a universal joint is the only system in use today, and WW undisputedly invented this system.  In fact, several manufacturers purchase the leading edge mounting brackets from us.

The stability system adjustment is very simple.  At VG loose, we have a large margin of stability even with the sprogs low.  At VG tight, we have adequate stability (measured on the vehicle) even when the sprogs are so low that the pitch pressure is zero at high speed.  Industry certification standards require at least a small amount of positive pitch pressure at all speeds, at all VG settings, so that sets the limit on lowering the sprog adjustment.

Of course there is a performance advantage to lower settings, but the limit is always set by in-flight pressures at the VG tight setting.  The compensation system can only raise the sprogs at looser VG settings from this minimum adjustment VG tight - and higher stability levels at VG loose settings are not needed, and certainly don't help performance.

Discuss "The Wills Wing VG" at the Oz Report forum   link»

to Table of Contentsto next topic Wills Wing Demos

Tue, Aug 26 2003, 5:00:03 pm GMT

Adam Elchin|Blue Sky|calendar|Highland Aerosports|Lookout Mountain|Martin "Marty" Beckenbach|Rob Kells|Tracy Tillman|Wills Wing

Rob Kells «Rob» writes:

Glider production is at its highest level in five years, and delivery times are a more reasonable eight weeks.  I'll be doing a tour with all of Wills Wing's latest hang gliders for pilots to fly, here's where:

(See our website Calendar section for this information as well as links to the dealer's web sites, http://www.willswing.com/demodays.asp )

August 30th - September 1st-- Michigan
Cloud 9 Sport Aviation
Weberville, mi
(517)-223-8683
Tracy Tillman
«cloud9sa»

September 5th - 7th-- New Hampshire
Morningside Gliders
Charlestown, NH
(603)-542-4416
Jeff Nicolay
«morningside»

September 11 - 13th-- Virginia
Blue Sky
Penn Laird, VA
(540)-432-6557
Steve A Wendt
«blueskyhg»

September 14th-- Maryland
Highland Aerosports
Ridgely, MD
(410)-634-2700
Adam Elchin
«hanglide»

September 16th - 20th-- New York
Aerosports Adventures
Walworth, NY
(315)-986-2931
Martin Beckenbach
«baronvon@rochester.rr.com»

September 22nd - 25th-- Tennessee
Team Challenge
Sequachi Valley
Mike Nash
(423)-949-7587
«ndti»

September 26th - 28th-- Georgia
Lookout Mountain
Rising Fawn, GA
(706)-398-3541
Matt Taber
«fly»

October 18th - 19th-- Arizona
Flagstaff / Merriam Crater
AZ Airfoils
Tucson, AZ
(520)-790-3507
Eric Smith
«azairfoils»

Eagles Flight
Phoenix, AZ
(602)-504-9289
Shawn Jarrell
«eaglesflight1»

Discuss "Wills Wing Demos" at the Oz Report forum   link»

Tue, Aug 26 2003, 1:00:04 pm EDT

to Table of Contentsto next topic Yesterday’s cloud

https://ozreport.com/toc.php?7.227#3

J. Keller «ToweringQs» writes:

Nice picture of a well-defined shelf cloud marking the leading edge of the thunderstorms outflow boundary, AKA gust front.  This type of cloud forms when relatively cold, descending air from the thunderstorm lifts the warm, moist air ahead of it.

Discuss "Yesterday’s cloud" at the Oz Report forum   link»

Tue, Aug 26 2003, 1:00:05 pm EDT

to Table of Contentsto next topic Red Bull Vertigo

Alain Zoller|PG

Winston Walker «eyeplex» sends:

This weekend (22nd -24th August 2003), the 6th edition of the international hang gliding and paragliding aerobatic competition, the Red Bull Vertigo was held in Villeneuve, in the Swiss canton of Vaud.  This year the competition was also part of the 1st ever Aerobatic Hang gliding and Paragliding World Cup.

This spectacular free flight discipline has finally received official recognition this year.  The work that the Red Bull Vertigo organization committee has done since 1997, with Alain Zoller at its head, has lead to the organization of an official circuit condoned by the World Air Sports Federation.

The first edition of the Red Bull Vertigo was the first worldwide synchro aerobatic contest and its success has lead to the creation of many other competitions based on the same model.  Today, the official tour includes Villeneuve, as well as Voss (Norway), Omegna (Italy) and Aiguebelette (France), which will take place next weekend.  This series of competitions helps to promote a continuous increase in the standard of competitive performance, as displayed at this weekend's incredible aerobatic festival.

From the more than 50 paragliders participating in the qualification run on Thursday, only 20 progressed to today's final.  8 hang gliders were also competing today.  Thousands of spectators were able to witness a spectrum of incredible maneuvers.

The flights were evaluated on difficulty, quality of execution and on the realization of planned maneuvers, such as the synchronization of both pilots.  The highlight was today's expression session, a true aerial ballet, in which every pilot presented a breath-taking show in a final attempt to win this year's competition.

Final results 6. Red Bull Vertigo 2003

Paragliding Final Results

1. Raul & Felix RODRIGUEZ (Esp) - 573.04

2. Christian MAURER & Peter NEUENSCHWANDER (CH) - 543.61

3. Matthias ROTHEN (CH) & Horacio LLORENS (Esp) - 523.20

4. Herve CERUTTI & David ARRUFAT (CH) - 508.85

5. Andy HEDIGER (CH) & Hernan PITOCCO (Arg) - 506.97

6. Patrick LACHAT & Sebastian BOURQUIN (CH) - 483.46

7. Josh WALDROP (USA) & Thomas SCHWARZER (Venezuela) - 475.42

8. Gilles BERRUEX & Jerôme KRIEG (CH) - 459.58

9. Bernd HORNBOECK & Alexander MESCHUH (A) - 458.36

10. Egil STEIN & Ole Jorgen LOVLAND (Norway) - 453.59

Hanggliding Final Results

1. Yann FLOURY (F) - 3589

2. Mitchell MCALEER (USA) - 3532

3. Fredy BIRCHER (CH) - 3531

4. Martin VON HOLZEN (CH) - 3479

5. Didu BARTSCHI (CH) - 3242

6. Ruben ANDEREGG (CH) - 2686

7. Nicolas TATTI (CH) - 1377

8. Rolf GRUBER (CH) - 102

Discuss "Red Bull Vertigo" at the Oz Report forum   link»

Tue, Aug 26 2003, 1:00:06 pm EDT

to Table of Contentsto next topic Photo/caption contest

calendar|Davis Straub|photo

Larry Herndon «l.herndon» sends:

 

1979 - south launch @ Bell Mtn.  NE Georgia.  Glider: Sunbird Nova - one of the 1st USHGMA certified deflexerless gliders.

Discuss "Photo/caption contest" at the Oz Report forum   link»

The Oz Report, a near-daily, world wide hang gliding news ezine, with reports on competitions, pilot rankings, political issues, fly-ins, the latest technology, ultralight sailplanes, reader feedback and anything else from within the global HG community worthy of coverage. Hang gliding, paragliding, hang gliders, paragliders, aerotowing, hang glide, paraglide, platform towing, competitions, fly-ins. Hang gliding and paragliding news from around the world, by Davis Straub.

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