Newsletter 56 - Scottish Airsports Club
Newsletter 56 - Scottish Airsports Club
Newsletter 56 - Scottish Airsports Club
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Forthcoming Events<br />
Page 1<br />
Singe Seat Deregulation Machines<br />
Page 1<br />
Forthcoming Events<br />
Broomhall Castle Parachute Repack - Saturday 14th June<br />
The annual parachute repack is at Broomhall Castle, Menstrie on Saturday the 17th of May from 11am.<br />
http://www.broomhallcastle.com/<br />
Kippen Fly-Past - Saturday 14th June<br />
We’ll be aiming to fly past over the Kippen Fair at 13:00 hours. Be at the airfield in plenty of time so that we can discuss<br />
formations etc!<br />
Summer Solstice Microlight Fly-in at Strathaven Airfield - 7th and 8th June.<br />
From Sue: “I've just received notice of an invitation from the <strong>Scottish</strong> Flying <strong>Club</strong> to everyone to fly-in to their<br />
'Summer Solstice Microlight Fly-in' at Strathaven Airfield on the 7th and 8th June. There will be no landing fees, a<br />
BBQ and bar, camping, fuel run to local garage, fly-out to Bute, and spot landing competition. Please use Safetycom<br />
135.47, and watch for non-radio traffic and paramotors. For more information, tel. Colin MacKinnon on 07979<br />
971301.”<br />
Perth Airport Open Day and Fly-in - 20th - 22nd June.<br />
No details at present.<br />
<strong>Scottish</strong> <strong>Airsports</strong> <strong>Club</strong><br />
Latest News<br />
Issue <strong>56</strong>, May 2008<br />
Contents<br />
Triple X Free Flying Festival - 20th - 22nd June<br />
Website: http://www.leavesleyaviation.com/<br />
Info on the venue: http://www.walcothall.com/<br />
Where: Walcott Hall, Lydbury North, close to the Long Mynd<br />
Quest to Wallaby Out and Return<br />
Page 5<br />
Hang Dog the Movie<br />
Page 6<br />
Single Seat Deregulation Machines<br />
Now that Single Seat Deregulation (SSDR) is finally with us, a whole new breed of single seat microlights are coming<br />
onto the market.<br />
Under the new legislation, a microlight falls into the SSDR rules if it meets the following criteria:<br />
1) Single seat<br />
2) Empty weight wing loading of 10kg/m2 or less<br />
3) Empty weight of 115kg or less<br />
So what advantages does SSDR bring? The first thing to note is that the licence requirements have not changed, so<br />
unlike an FLPA you still need a proper microlight (NPPL) licence. However, the two big benefits that SSDR brings are:<br />
1) The aircraft does not have to go through the very expensive process of Mode-S certification.<br />
2) The aircraft does not need an Permit to Fly.<br />
Latest News<br />
<strong>Scottish</strong> <strong>Airsports</strong> <strong>Club</strong><br />
Issue <strong>56</strong>, May 2008<br />
1
This also means that if there's something you want to change, e.g. fitting a different engine, propeller, fuel tank etc.<br />
you can. There's no need to fill in any forms, get it test flown, signed off or anything like that. There's no passenger<br />
seat, so the only person you're going to kill is yourself!<br />
Here are just some of the new aircraft appearing on the market.<br />
Cyclone, Laser and Sprit<br />
P&M Aviation are supposed to be importing Cyclone, Laser and Sprit trikes from Ace Aviation, but there's nothing on<br />
their website yet. You can get details from the Ace Aviation website however:<br />
http://www.aceaviation.co.uk/magic.shtml<br />
BB Trya<br />
The BB Trya trike is made in Hungary, and comes with a V-twin 4-stroke engine for around £9000, or £4500 and you<br />
fit your own engine. More info at http://www.soloflightltd.com<br />
DIY<br />
Some people are just building their own. For example Colin Watney seems to be the only person in the UK so far who<br />
has taken a rigid wing (the Exxtacy) and fitted it to a small French trike with a Solo 210 engine. You can find out<br />
more details at http://www.g-cfdz.com/index.html<br />
Latest News<br />
<strong>Scottish</strong> <strong>Airsports</strong> <strong>Club</strong><br />
Issue <strong>56</strong>, May 2008<br />
2
Northwing/ATF trike<br />
This is a fairly standard-looking SSDR trike for £8250. Not a great deal of information on the UK dealer website:<br />
www.turfhouse.com, but a bit more on the Northwing website: http://www.northwing.com/products_trike_atf.shtml<br />
Swift Lite PAS<br />
This has been around for a while and indeed we had one in the hangar at Thornhill a few years ago that was flown on<br />
a foreign certificate. The current version uses the Bailey 4-stroke engine and has a very impressive glide performance<br />
with a claimed 24:1 glide angle and 140 fpm sink rate. Yours for around £25,000. More info at<br />
http://www.johnnycarr.com/swiftlite_PAS.html<br />
Flylight have really taken the SSDR concept to heart and have a range of three new machines.<br />
Dragonfly<br />
This is probably the best known of the new designs. The features that set it apart from the competition are:<br />
3 engine options, including the Bailey 175cc 4-stroke engine.<br />
Retractable rear wheels<br />
Optional aerodynamic fairings.<br />
Trike folds up into a size that will go into the car boot.<br />
By using a reasonably high performance hang glider wing (a slightly modified Aeros Discus) together with retractable<br />
rear wheels and fairings, Flylight are claiming an engine-off glide angle of nearly 12:1 and sink rate of 200 feet per<br />
minute. The top-of-the-range model costs £10252. More info at http://www.flylight.co.uk/flexwing/dragonfly.htm<br />
Latest News<br />
<strong>Scottish</strong> <strong>Airsports</strong> <strong>Club</strong><br />
Issue <strong>56</strong>, May 2008<br />
3
ZJ-Viera<br />
This is a very intriguing 3-axis design with an open cockpit where the pilot almost seems to sit on the wing and ride it.<br />
It's a real eye-catcher and I can imagine that flying one of these things would be much more fun than a typical 3-axis<br />
microlight with fully enclosed cockpit. The current version has just a single main wheel and a tailwheel (so one wing<br />
will rest on the ground when stationary or taxiing), but a heavier tri-wheel version is in the pipeline. Yours for around<br />
£12,250. More info at http://www.flylight.co.uk/fixedwing/viera.htm<br />
Alatus-M<br />
As some of you may know, this is my favourite. It is similar in spirit to the Swift Lite PAS, but it is a fully-fledged selflaunching<br />
sailplane with an engine that completely retracts into the fuselage, and allows for 90 minutes of powered<br />
flight. It has amazing engine-off performance with a glide-angle of 27:1 and a sink rate of 140 feet per minute. Compared<br />
to the Swift Lite PAS it is cheaper, has a slightly better glide performance, has better visibility and looks a lot<br />
nicer. Unfortunately the best things in life are expensive: £20500. More info at<br />
http://www.flylight.co.uk/gliding/index.htm<br />
So which one is the best? Time to apply some science! The best possible flying experience would be to be able to<br />
just outstretch your arms and fly like a bird. Since that's not possible, we must aim to get as close to that ideal as<br />
possible. Clearly the more additional equipment and weight you add, the further we are moving away from this.<br />
That's why small, light aircraft are more fun to fly than large, heavy aircraft. Similarly, birds fly without the intrusive<br />
noise of an engine and glide whenever they can. Therefore the longer and further you can fly with the engine<br />
switched off, the more fun and rewarding a flight you will have. Price is also an issue - the less you paid, the more<br />
pleasure you'll get. This leads us to the following formula:<br />
FF = GA*FoFC/(SR*W*PR), where:<br />
FF = Fun Factor<br />
GA = Glide Angle<br />
FoFC = Fun of Flying Constant = 100,000,000 (yes, flying any sort of aircraft is a lot of fun!)<br />
PR = Price<br />
SR = Sink Rate<br />
W = Weight<br />
We can now apply the above formula to find out which is best:<br />
Dragonfly: FF = 12*100000000/(200*95*10252) = 6<br />
ZJ-Viera: FF = 9.68*100000000/(500*78*12250) = 2<br />
Swift Lite PAS: FF = 24*100000000/(140*95*25000) = 7<br />
Alatus-M: FF = 27*100000000/(140*110*20500) = 8.5<br />
Latest News<br />
<strong>Scottish</strong> <strong>Airsports</strong> <strong>Club</strong><br />
Issue <strong>56</strong>, May 2008<br />
4
So now there’s no need for any sort of discussion or argument. We have scientifically proven that the Alatus-M is has<br />
the biggest Fun Factor of all the new machines, and I want one. Let me know if you are interested in a half-share<br />
with me.<br />
Latest News<br />
<strong>Scottish</strong> <strong>Airsports</strong> <strong>Club</strong><br />
Quest to Wallaby Out and Return by Steve Blackler<br />
I've been out to Quest a few times now, having bought myself an old Stealth for $1000, which is still in good condition,<br />
one of the last built before the Combat. Saturday 3rd February I mozied on out to Quest in my van after a<br />
morning shift with Thompson Aviation, an Orlando Balloon company. I drive retrieve for them every other weekend,<br />
which pays for my fuel out to Quest. They are only based 30mins from the airpark. Not feeling in any rush I wandered<br />
over to my fully rigged glider, which I left out from the day before. Having had a 6-week lay off, I’d had a late afternoon<br />
flight just to make sure I was still able to fly. Not having to rig a glider is actually a very nice feeling. I had my<br />
lunch and talked to one of the hang glider pilots who was a gunner in ‘Nam, quite a few interesting stories about going<br />
in and rescuing downed helicopters, quite the hero but I think he was very lucky to get out alive!<br />
I programmed my GPS for an out and return to Wallaby, 35 km to the SSE. The clouds, which had decayed from what<br />
looked like a promising morning, now seemed to be taking a healthy second breath. I took this as a good sign and<br />
opted to launch first. My tow-pilot was none other than Bob Bailey, designer of the Dragonfly. I pinged off in some<br />
lifty air at around 2000 feet and I was surprised how relaxed I was. I took the gentle ride all the way to cloud base,<br />
which was around 3,500ft. I then made my first good decision: I was gliding to a cloud but realised that it was decaying.<br />
I back-tracked quite a long way and consolidated my height with another good climb to base, this one was just<br />
short of 4000ft.<br />
I was way north of the airfield now but it allowed me to go on a long 8km glide into a 10mph head wind. I worked<br />
some light lift at 2500ft, not willing to push on; good decision number 2. I back-tracked again to where I saw another<br />
hang glider climbing and joined him in the solid climb back to cloud base. I was positioned SE of the airfield with<br />
some very nice clouds in the general direction of Wallaby so I decided the flight I had put in my GPS was on.<br />
The next 8km was pretty straight forward, a good energy line kept me way over 3000ft. I topped up at the end of the<br />
street and noticed 2 hang gliders coming the other way. There was a substantial gap between the end of this street<br />
and the next decent cloud. I pointed my toes and crossed the gap to consolidate my height under a decaying cloud.<br />
There wasn't any consistent lift but it was a great view. The lakeland scenery and the ballooning area was pleasant to<br />
the eye and a flock of birds in the classic V formation were flying north with the southerly wind. Seemed a little early<br />
for migration? I hung around for a good 15minutes as there was really nowhere else to go and I was in no rush. A<br />
sail plane was mooching around in the same area and wasn't having any luck either. Then suddenly we both went up<br />
as the cloud came to life again and started to reform.<br />
At base I was ready to position myself to the next decent looking cloud directly south. It was over a quarry and next<br />
to the road I had driven down earlier that day and was the sign that I was over half way. I get a good kick out of<br />
flying my invisibly powered hang glider over the ground I have covered in my gas-guzzling car. It was a nice feeling<br />
and I was confident that there was some good lift in the area. I was searching for the lift on the sunny side of the<br />
cloud and not connecting with it. Just when I was about to talk myself into going somewhere else I noticed 2 Bald<br />
eagles in front and 500ft below, so I punched forward upwind of the cloud and there it was a solid 4/5 up and my lift<br />
to cloud base. Again a sail plane was up with me but he disappeared into cloud. I took one too many circles and had<br />
to pull over 50mph to keep from disappearing in there myself! In the whispies, bar to the knees, trying to stay out of<br />
the cloud and still going up got the old heart pumping and took me above the 5000ft mark.<br />
Out of the cloud and continuing my journey towards Wallaby I could see Highway 27 then Disney off to the East. I<br />
could just make out Wallaby and felt that it was definitely now within gliding range but I wanted to arrive as high as<br />
possible to try and get back. I was very conscious of the time, which was after 3pm and knew I had to start pushing<br />
it if I wanted to get back. I was pretty sure I was going to have to be lucky not to land at Wallaby. I picked a good<br />
line that helped me progress another 8km, still staying above 3000ft. I couldn't help but feel chuffed with myself with<br />
the fact that I hadn't dropped below 2500ft all flight, a height I had given myself at the start of the flight. The head<br />
wind made it feel very slow, but I was ecstatic to see Wallaby.<br />
I stopped again for another 1000ft and charged on to Wallaby under another good line. I left the final part of the<br />
buoyant air a little bit early with the plan that I could come back to it. The height gave me a good glide in to wind all<br />
the way to Wallaby. It was great to see the place from the air, there was a lot of activity and I counted 20 hang gliders<br />
out.<br />
Issue <strong>56</strong>, May 2008<br />
5
I turned round at 2900ft. Oops!!! First mistake: it felt low and a long way from any clouds with a big forest below<br />
with only one large field as a bomb out. I coasted with the wind and headed for what looked like a very weak cloud<br />
but it was the only one in range, at 1200ft I was desperate and cursed that earlier thought about not going lower than<br />
2500ft. I connected with a 0 and desperately hung on to it squeezing anything I could out of it. I must have been<br />
there for about 10 minutes. I knew that the gliders above me were thinking that I was a nutter for getting so low<br />
over a forest. I still had my bomb out field but thankfully I was going up more than down and I finally reached my<br />
first hurdle of 1500ft, a beautiful milestone. I saw some gliders climbing about 2km down wind and 1000ft above.<br />
This would take me further from my bomb out field but I decided to take the gamble as the day was getting late. It<br />
paid off and I got into an orgasmic 2 up which really felt like the stairway to heaven. A lovely smooth thermal took<br />
me above 4000ft and I knew my chances were looking so much better now.<br />
All the clouds were now decaying but I calculated all I need was one more climb. Two of the gliders headed back for<br />
Wallaby but I noticed another making a bee line for Quest. I was relieved because having company would make<br />
things a little bit easier. I was within gliding range of my climb I had with the Bald eagles and there was still a small<br />
cloud in the vicinity so I went back to it. The air felt lifty and there were a few vultures in the area so I continued to<br />
explore. The other hang glider had travelled more North and was also feeling the air. I stayed where I was and<br />
started to gain height, the vultures moved a few hundred metres off to the East and as the other glider joined them I<br />
watched but was sure I was in better air. I decided to take 3 turns and see what the results were. By my third turn<br />
the vultures had decided I was in better air and they joined me and the other glider followed suit. The bastard then<br />
proceeded to climb through me, which wasn't part of the deal! Just short of base and now with the tail wind we were<br />
probably just within gliding distance of Quest, but it would have been tight. He took a direct north line but I opted to<br />
follow the last cloud. I didn't want to rush it and soaked up the view. I knew as soon as I landed I would want to be<br />
in the air again! There was nothing substantial under the cloud but I hung around for a little while drifting with the<br />
wind and watching the airfield get bigger. Arriving with over 1500ft I cruised down wind towards where I’d taken my<br />
second climb, maximising the out and return.<br />
I planned my landing with as much detail as possible not wanting to screw it up: there wasn't much wind so it was a<br />
fast approach and a few dodgy turns and in the end the approach was all wrong! I should have used the whole field<br />
but I got away with it, just going over on the nose a little.<br />
I returned to the rigging area after a 4 1/2 hour absence and lay flat on my back. What a flight and well worth the<br />
$20! Each breath was a sigh of contentment and I knew that my passion for hang gliding was still there, an amazing<br />
flight! I was a little worried the helicopters might spoil my passion for hang gliding but quite the contrary. Helicopters<br />
have made me appreciate both the simplicity of the hang glider as an aircraft and the complexities involved with staying<br />
in the air. I drove home in peace, soaking it all up - definitely a close second to the wave flight I had in Aberdeen<br />
with Ross and Big Ian.<br />
Latest News<br />
<strong>Scottish</strong> <strong>Airsports</strong> <strong>Club</strong><br />
Hang Dog the Movie<br />
Some guy in America wants to make a Hang Gliding movie. If, like me, you think this is a good idea, then read more<br />
at: http://ozreport.com/forum/viewtopic.php?t=11705, watch the teaser trailer at<br />
http://www.youtube.com/watch?v=8dVQKtgsMng, and leave a comment. Make it happen!<br />
<strong>Scottish</strong> <strong>Airsports</strong> <strong>Club</strong>, Easter Poldar Farm, Thornhill, Stirling, FK8 3QT<br />
www.scottishairsports.co.uk<br />
Issue <strong>56</strong>, May 2008<br />
6