Belgian Microlight Flyer

[Tobie de Beer]

UJohn,

Aero Towing of Hang Gliders has been around for a while - the ultimate towing machine is a Dragonfly - like the one at La Mercy, however it is very expensive. We started back in 20001with our trike, but had some dead time.

We use the Ariborne Wizzard 582 ( it was actually certified for Aero towing of HG before the Dragon Fly ), as said before the towline release mechanism works through the hollow axle of the Prop.

We use - what they call in the sailplane world - a high tow e.a. the HG and Tug is on the same height. We typically tow to 2000 feet AGL when the HG pilot release and find himself a nice thermal - Ultimately we try to release the HG in a nice thermal. ( sounds like cheating! ) Most HGs we tow at between 30 and 35 Knots, preferably to the slower side. And this is done around 13h00 in the day. We have successfully towed HG's in December in De Aar in Midday. This has very much to do with the capability of our Tug. Its wing has more wingtip area that improves the handling at slow speeds - like a Hang Glider

The tow line can be released, but that makes the turn around time much longer - we typically land with the tow line still attached. The tow line is equipped with weak links on either side and as said before both the HG and Tug has release mechanisms. We also fly with a rearview mirror to identify dangerous situations in time ( like a HG lockout ) Should the towline snag on landing the weak link will break. We also typically operate from the middle of the runway - if it is long enough - this gives us the advantage of changing Take-off direction quickly and allows us to land behind the towing operations, taxi past an hook up the next pilot.

The most dangerous time is just after take-off when the wind gradient forces the HG to high and he start pulling up your tail ( not that we have a tail as such ) you end up with full power, Nose down but no airspeed. Usually the weak link will break, but when the situation becomes to dangerous the tug hits his release ( a pedal just above the break )

In ruff air is actually nicer to be busy towing rather than coming down to land since the HG keeps on pulling you straight. The other scary part is when you exit a 5m/s Thermal at 2000 feet with a heavy under carriage of a trike - Its not nice to pull negative G's in a trike - even just for a second.

[Smiley]

Wow!!! Thanks for that info. Very very nice Peter.....

[KFA]

welcome Tobie. Sounds interesting.

[DieselFan]

Welcome Tobie, tell us more about thermal flying? Have tried it with the trike, engine off like the hgs? Most trikers land by 10am and here you are only getting ready to fly, with a slow wing to top it off!

We would all like Demons trike which looks like it could fly through a hurricane...but he guards it too well

What are the conditions like that HG's fly in, wind, temps etc?

[Tobie de Beer]

Hi,

Thermal flying is obviously what we are there for :D , But the more suited your equipment is for thermal flying the easier it is. From an equipment point of view there are a few markers:
1) Sink Rate - the thermal must be stronger than you sink rate for you to actually go up
2) Turning Circle - If your turning circle is to big you will fall out of the thermal
3) Control - You need to be able to exercise enough control to stay in the thermal especially when you get to the sides

Now a typical trike is bad in all three these points. A typical Hang Glider has a sink rate of 1m/s (or 200 fpm) - the on I'm flying now (picture in my details on the left) has a sink rate of 0.65m/s (130fmp) Therefore we can work fairly light thermals A hang glider should be able to make a circle with a diameter of between 50 and 100m without losing to much on the sink rate - We accomplish that by flying at the minimum sink rate of the glider which is about 10+% up from the Stall Speed. Hang Gliders are also designed to have good control at low speeds for you to be able to really dig your wing into that thermal.

The other thing about thermals is that they are typically small and not to strong close to the ground, the higher you get the better an easier they get. - When I go XC in the HG I try to stay at least 3000 feet above the ground. In De Aar I prefer to climb to about 12000’ and then glide to about 10000’(ASL). And then use the next strong thermal to climb up again (de Aar is at about 4000 feet ASL). Around Brits (3800'ASL) we typical thermal between 8000' and 10000'

Regarding time of the day - I think 11h00 is probably the worst time of the day to be in the air - the thermals are small and punchy and they don't really go high. If you want to learn how to thermal start at about 15h00 and work your way back (earlier). The thermals are then typically bigger better-defined and still reasonable strong

The other thing about thermic air - the slower you fly then more mellow it feels the sudden lifting wing becomes a gentle force and you can 'feel' where the thermal is (toward the lifting wing) and turn into it. Now I know this sounds obscure - flying slow in 'rough' air - that is why you should approach thermals from the afternoon side and not from the morning side (Note: flying in turbulence like rotor is different)

The nice thing about thermals is that they tend to be quite smooth inside it is actually the boundary between the thermal and the sink that is nasty. The sink - where most trikes tend to fly is also relative smooth. If the air gets rougher - you are most probably close to at thermal!

Anyway going over the falls - yes it literally feels like you are falling over a waterfall - when exiting a thermal is in my opinion the most dangerous part with a trike - especially with that heavy undercarriage of a trike. Rather keep a bit more speed at that point. And try to exit the thermal sideways.

I suggest if you want to taste a bit of thermaling - Go in the afternoon, one up with only a small amount of fuel. And keep a bit of power until you have the thermal cored. – A variometer is also of great help. Most important – feel your wing – it will tell you more than the vario. And yes ‘visualize’ the thermal for yourself and don’t look at the ground – thermals drift!

A bit about thermals – Based on MY experience: They tend to be around 150m in diameter but sometimes they are as small as 30m and I have had thermals of over 1km
In winter the air goes up at about 1 to 2 m/s (this is where your sink rate really counts) and in summer 3 to 6 m/s but then again I have been in a 10-12 m/s thermal in the lowvelt.

T

[DarkHelmet]

WOW Tobie - thanks for al the info - I park my trike behind you every time! ZU-AXC - thanks for parking her at the back every time. I would like to venture into more daylight flying but to be honest, I fly for the fun and the early rise is all worth it for me.

Trike no 4 at Aviators Paradise should be coming thru on Sunday morning - weather permitting. Big D is coming to hangar with us as well.

I have spoken to Dale about some tracks and trollies so we can park our trikes without having to pull others out first. They have this at Morningstar! Slightly more hassle but no need to pull others out.

I find myself flying mostly Sunday mornings these days - when are you guys out there?

[Tobie de Beer]

Hi,

We usually get together at aviators at about 11h00 on sundays. Flying starts anything from 12h00 to 14h00 depandant on the weather (thermic activities)

We also do Tandem HG Flips: in Winter late afternoon ( when the trikes fly ) and in summer early in the mornings.

If we can get more tug pilots we'll fly on saturdays as well.

P.S. Some oasked about how long a tow takes:
A normal ( single seater HG ) takes about 5 min to 2000 feet ( 8min turn around time if the ground crew knows their sh*t)
Tandems takes about 15min to get to 2000 feet.

[DarkHelmet]

Hey Tobie - I am keen to explore this avenue - but you saw my wing last night

Maybe I must go for a tandem intro flight

[Willie]

Joined this week. Fly fixed wings since 1982 and now also a trike.
My aircraft are as follows:
 Hatz Bi-plane fitted with a 130 hp Lycoming Okay for limited aerobatics.
 Evans VP2 fitted with 115hp Lycoming. Takes off like a rocket
 Cessna 182 fitted with 230 hp Continental. Family transport.
 Windless Trike with Aquila wing with 503 Ratex Just for fun.

I often fly my friends Bushbaby because it is so economical and versatile.

With the need for speed please add to my list KR2 ZS-UNC. Why are they not microlights Max weight is 450 Kg.

[Rudix]

Hi everyone,

I am currently flying from and hangering at Petit, still training, here are the aircraft that I fly/own/will fly once completed.

1) X-AIR F, ZU-XAF a great plane and good trainer, owned by the school !
2) Streak Shadow, ZU-AVB, powered by Jabiru 2200.
3) Pietenpol B4 Aircamper, ZU-BDZ, almost completed, needs to be covered.
4) KR2 project, ZU-AMV, build by me, sold, now re-aquired but it needs a lot of work after 10 years in storage.

Safe and happy flying !
Rudi

[MJ]

I fly an Aquilla from Rosslyn microflyers.

[smallfly]

Hi everybody

I am not flying anything yet, to be honest , i never thought it would be whithin my reach, untill a colleague of mine aquired an aquilla at a reasonable price.
I then bought an old grounded aerocomander 500 with the dream of restoring it and do an auto engine conversion but could not secure hangarage and building one was beyond my budget, so my dream fell flat!! I was under pressure to remove the airplane and had no choice but to sell it off as scrap metal.A sad day indeed!!
I am now considering something like a Volksplane 2 or maybe an aircamper.Don't know enough about the building times and cost yet, and i will be leaving for India shortly to do some contract work, so i have more than enough time to make up my mind.

Happy flying

Thys.

[Morph]

Welcome MJ and Smallfly

[Smiley]

Hi everybody

I am not flying anything yet, to be honest , i never thought it would be whithin my reach, untill a colleague of mine aquired an aquilla at a reasonable price.
I then bought an old grounded aerocomander 500 with the dream of restoring it and do an auto engine conversion but could not secure hangarage and building one was beyond my budget, so my dream fell flat!! I was under pressure to remove the airplane and had no choice but to sell it off as scrap metal.A sad day indeed!!
I am now considering something like a Volksplane 2 or maybe an aircamper.Don't know enough about the building times and cost yet, and i will be leaving for India shortly to do some contract work, so i have more than enough time to make up my mind.

Happy flying

Thys.

Hello Thys

Why don't you buy something cheap that gets you in the air sooner rather than later. Once in the air, you can go on building something long term.

I think to much building/worrying/money etc and no flying will cause you to loose your flying dream....

My 2c

[smallfly]

I have to wait till i get back though, no time now.
I think building is part of the whole package(my dream that is!!)
I like your quote"Don't look down .............", just wondered, how do you manage that while flying?