Olympus Fitness Equipment Uk

Powered Hang Gliding

History

Main article: History of hang gliding

Summary: Some glider flights have been recorded and in 875 AD. Most of the early wing designs did not meet a safe flight, the problem was that the early pioneers flight did not understand the basic principles that made the work the wing of a bird. From the 1880 technical and scientific progress was made the first truly practical gliders. Otto Lilienthal, a German engineer, duplicate some of the works of his contemporaries and greatly expanded on it since 1874. He rigorously documented his work, strongly influencing later designers, for this reason, Lilienthal is one of the pioneers of aviation more known and most influential of principles. His type of aircraft is now known as a hang glider.

In 1951 Francis and Gertrude Rogallo Rogallo together applied for a patent for a fully flexible wing, the wing flap or Rogallo, in 1957 the U.S. space agency NASA began testing in various flexible configurations semi-rigid to use as a recovery of the Gemini space capsules. The different reinforcement forms and simplicity of design and ease wing construction, ability to fly slow and gentle landing characteristics, did not go unnoticed by hang glider enthusiasts. Some designers adapted fast flexible wing airfoil Primary Rogallo delta wings, producing the most successful glider configuration in history.

Adding drive

The Ente was the first rocket-powered airplane. Germany, 1928.

Icarus V powered glider with a rocket engine of the G-8-2, 1979.

II fed John Moody's Icarus. Southeastern Wisconsin Aviation Museum.

Motolotnia – White Eagle piloted by Tony backpack in a glider Prentice Wasp Falcon IV. UK, 1985.

The reaction of most drivers would say that the power Ultralight (ULM) developed from hang gliding in the 1970, but was not that simple. In fact, ultralights are a renaissance, a return to love flying at low speed, the first aviators felt so deeply, but which was lost later in pursuit of military superiority. For the second time in the history of aviation during the 1970s, the automation of simple gliders, especially laptops foot launched and became the goal of many inventors and little by little, small wing-mounted power suits. These early experiments did not were recorded in large part, even in the record books that only the press, because the pioneers were uncomfortably aware that the addition of a motor ship was responsible for the registration, airworthiness legislation, and the pilot responsible for licensing and probably expensive, for sure. Inventors from Australia, France and England produced several successful ultralight aircraft engine in the 1970's and very few were wings laptop.

Surprisingly, what really launched the movement of the powered ultralight aviation in the U.S. Rogallo wing was not flexible, but a series of rigid motorized hang gliders. The Icarus V appeared with his flying wing tip rudders and wing swept back style – a biplane designed by rigid adolescent Kiceniuk Taras, Jr., while Easy Larry Mauro biplane elevator began selling in large numbers. Delta Wing Don Mitchell record holder equipped its BF-10 with an engine, although the legs are still used Pilot and landing gear, an arrangement that persisted until his wing B-10 Mitchell appeared. Then there was the nest Manta II B, the number of pterodactyl, and Quicksilver, created in 1972 by Bob Lovejoy. But foot-launched powered hang gliding, as we know it today, have not succeeded before 1976 because of three basic elements were not refined:

Most hang gliders had a poor performance.

engine technology was small enough and reliable power.

piloting skills and experience were limited.

In 1963 and during his free time, an aeronautical engineer Barry Palmer built and experimented with a foot-launched powered hang gliding in Bloomfield, Connecticut. It was powered by July 1 hp (5 kW) West Bend and motor mounted on top of a flexible wing glider Rogallo type, the propeller was 3 feet (1 m) in diameter and made of balsa wood wood, covered with fiberglass and mounted on the configuration button. But the engine was very little power and the spacecraft failed to achieve flight. It is now estimated that a modern flexible wing Rogallo hang glider requires a minimum of 6 hp (4 kW) in the propeller shaft and about 45 lbs (200 N) thrust just to maintain level flight. Barry Palmer build 1967 it is likely that the first weight shift aircraft powered tricycle.

In 1973, the Australian Bill Bennett, who was one of the most skilled pilots of the time and the largest U.S. hang glider manufacturer, was following in the footsteps of Barry Palmer and trying to power a flexible wing delta. Bennett built a McCulloch engine backpack that led to a small cage for the propeller. He did not, however, work particularly well because the support was almost completely masked by the back, and what little remained of efficiency is further reduced by the shield of thick wire with Bennett, who was wise enough to surround the propeller. In practice, when used with the best hang gliding and done, it was just an extension of sliding. At the end of 1970, light two-stroke engines it became more powerful and reliable and hang glider pilots were developing their skills to the point where it no longer considered normal accident every time you fly. The only unanswered questions is where to fit the engine, the size and pitch of the propeller and the way it was conducted.

On March 15, 1975 John Moody has added a 12.5 hp (9 kW) engine with a West Bend 71-cm (28 ") of the propeller of an Easy Riser biplane hang glider designed by Larry Mauro. Moody opened the accelerator and ran until he rises from the frozen surface of a lake west of Racine, Wisconsin, and flew for 30 minutes. Then, on July 27, 1976 John Moody shown Aviation Lightweight CEA annual meeting in convention up in Oshkosh, Wisconsin, with a foot launched powered McCulloch 101 Icarus II to thousands of viewers who love aviation, " from the ultra modern aviation revolution in the U.S.. He later added wheels to the plane and at the end of 1979, there were nearly 100 competitors selling microlight (ULM), but very few were for launching foot.

In the mid 1970's in England Steve Hunt experienced by a candle setting Scorpion with a McCulloch chainsaw motor driving a fan duct keel-mounted through a gear reduction, but stopped development "because it was too heavy." However, envisioned the need for a clutch unit for easier starting and reduce the shock load system unit. Meanwhile, powered hang gliding flight will advance in the United States and in 1977 the company Soarmaster located in Scottsdale, Arizona, produced foot launched the first commercial power hang gliding, Soarmaster. The unit was recommended for installation in a Cirrus Electra Flyer Olympus or hang gliding, and mounting brackets and calculations of the thrust line had been done for these two gliders only. Soarmaster company had developed a unit for two-stroke engine system with the touch of chain lubrication reduction box, clutch and drive shaft screwed over just below the delta wing keel. Produced about 10 hp (7 kW) for about 80 pounds (360 N) of static thrust and sustained climb rate of 150 ft / min (0.762 m / s). The keel built into the transmission field provided game unstable planes under the power of what a delicate balance between applying too much power, causing the plane to overtake the rider or not the power sufficient for the flight. Although marginal and difficult to fly, the Soarmaster was an encouraging development, to strange accidents began to happen when the pilot ejected or stalled the wing, propeller injuries, related to its feet took place, earning nicknames like ToeMaster and SawMaster. It turns out that when the pilot was weightless or stuck in power, the glider got violently forward because the thrust line was well above the center of gravity.

In 1979, a power pack, called Motolotnia – White Eagle, designed by Jerzy Kolecki, became available for sale. It consisted of a McCulloch chain saw 90 cc with a direct drive to 61 cm (24 ") wooden support, producing an appointment to 77 lbf (340 N) of thrust, the upload speed is about 150 ft / min (0.76 m / s) and flight duration was limited by the small fuel tank and engine overheating after several minutes. Other harnesses power to market in the decade of 1980 were the Ranger and the Relax 220.

Mosquito harness power.

The JetBug. UK, 2003.

The first real success was foot launched powered harness the Mosquito. I had a keel-mounted engine, but complete power unit was built as part of the harness. The harness is hooked to sail with a normal belt is blocked, placing the center of mass well below the keel, ideal position to effectively control weight and thrust displacement transmission. The Mosquito was designed and produced by the Swedish inventor Johan hling (Swedish Aerosport). Hling Mosquito first flew in 1987 but had only 10 horsepower and had some problems to be worked out. When the mosquito reissued in 1990 with 15 reliable horsepower (10.2 kg, 118 cc) engine karts its appeal grew first among glider pilots in Europe and Australia is blocked, and not was not until 1990 that the mosquito began to become quite popular in North America, by then, was obsessed with bigger and more lightweight weighed and subjected to reduced wing hang pilot population. Mosquito hling was redesigned and released later in the year 2000 as the NRG.

Since 2008, there are few similar designs harness the mosquitoes / NRG, each sporting unique strengths and FLPHG produced by other manufacturers. The last power generation harnesses bear names such as wasps, Doodlebug, Raven, Zenon X1, LD Explorer and Fillo.

On 30 April 2003 a modified Doodlebug called 'JetBug' took to the skies of England, while driven by a force of 95 pounds (420 N) gasoline engine thrust turbine. The JetBug there was collaboration between FlyLight and Engineering Ltd. Airsports MicroJet, it was tested first by Ben Ashman and then Stewart Bond. His flight range was only ten minutes in 1 liter / min. The JetBug is an occasional guest at air shows throughout England.

World Records

The Aronautique Fdration International (FAI) is the international standard setting and maintaining records body for aeronautics and astronautics, as also oversees the official records of foot launched powered hang gliders, currently under RWF1 category. The medium Ropuleim ultralight piloted by Yves Rousseau has launched the official stand of the altitude and climb records. Rousseau did use a 42 hp (31 kW) Rotax 447 and made a pitch for the feet

Place

Date

Aircraft

Class

France

July 18, 1992

Middle Ropuleim

RWF1

Altitude above sea level:

5230 m (17,159 ft)

France

July 18, 1992

Middle Ropuleim

RWF1

Upload time 3000 m:

24 min (410 ft / min = 2.08 m / s)

FLPHG Unofficial World Records – Confirmed but not validated by the FAI.

In October 1977, successfully flew its Mellinger Travel Easy Riser California mainland to the island Catalina, about 42 kilometers (26 miles) offshore.

On August 5, 1978 France pioneer Bernard Danis Soarmaster unit attached to this 168 square feet (15.6 m2) 2SS SK wing and climbed to 1.825 meters (5.990 feet) above sea level in the Southern Alps.

May 9. 1978, David Cook became the first driver to cross the English Channel while flying in a foot-launched powered hang glider, but uses a 23F VJ glider.

In 1979, an American pilot Larry Mauro flew 162 kilometers (101 miles) on foot-launched hang glider Easy Riser power.

Gerry Breen – London to Paris in FLPHG. August 25, 1979.

On May 7, 1979 Gerry Breen British driver set a new record distance of 325 kilometers to FLPHG (202 miles) from Wales to Norwich, a world nonstop distance record that still stands today, using a Soarmaster, flight took about 4 hours with a tail wind of about 25 knots (29 mph) and is said to consume 25 liters (5.5 Imp gallons) of fuel. Three months later, on 25 August to 28, inspired by the movie "Those Magnificent Men in Their Flying Machines" and sponsored by British Airways, Breen flew his hang glider power from London to Paris: want to use a British plane made, Gerry Breen and Steve Hunt set about building his version of the Soarmaster power, but had no clutch. The unit, including glider was substantially heavier than Soarmaster and the combination of Olympus, but the wing of the glider was much more robust. Hang gliding is a Hiway Super Scorpion with 10 hp (7 kW) 125 cc McCulloch keel mounted just ahead of the fall belt. The trip was plagued by mechanical failures, but Breen won and ended the trip.

In July 2002, the Italian champion and conservationist glider, Angelo d'Arrigo, led a flock of 10 endangered Sunset Western Siberian Cranes reared in captivity, with a Icaro glider equipped with a power harness NRG 5,300 kilometers (3,300 miles) from the Circle Arctic, Siberia, Kazakhstan to the Caspian Sea in Iran, preventing Afghanistan and Pakistan, where they are victims of weapons in abundance. Mostly hand, was based on the sun and wind for propulsion in order to teach young cranes soar over great distances. This experiment exhausting $ 250.000 USD lasted six months and ended in the winter of 2002. If repeated a few times, scientists hope that the new migration route is transmitted from parents to young for generations ahead of the cranes.

In 2005, Chris increased his harness street Litesport Explorer and hang gliding on Mount. Cook, in the southern Alps New Zealand, at an altitude of 4,114 meters (13,500 feet) above sea level (ASL), while with the help of mountain wave train.

On April 24, 2005, English pilot Don Stewart and Bono flew his glider Aeros Disc-14 in still air at an altitude of 3,706 meters (12,160 feet) ASL.

On July 16, 2005, an American pilot Bruce Decker made a 3048 meters (10,000 feet) high takeoff density altitude in Colorado, USA using a harness X1 in a 146 ATOS rigid wing hang glider, the wind was only 4.8 kilometers per hour (3.0 mph).

Patrick Laverty – world altitude record: 5,348 meters (17,550 feet). UK, May 24, 2009

On May 24, 2009, Irish rider broke Patrick Laverty foot launched powered hang glider world altitude record. 15 Aeros used a delta wing disc, with a harness in supine position as an engine equipped with of ROS 125 with 29hp carburetor Tuna WB32 system in a carburetor. The takeoff was at sea level and flew at an altitude of 5,348 meters (17,550 feet) ASL in Talybont, Ceredigion, Wales, UK. He carried 10 liters of oxygen and fuel, according to UK regulations, the variometer indicates between 30 and climb rate at the time 50fpm fuel sold out.

Construction

Currently, there are two wiring configurations: recumbent prone (face down) and supine (sitting). Both configurations allow the pilot to take off and land on their feet. Foot launched powered hang glider (FLPHG) harnesses are built around a light metal frame with engine and propeller mounted on the back in a pusher configuration. Actual ignition harnesses weighing 22-32 kg (50-70 lbs) without include security and fuel canopy and fold neatly into a 1.5 meters (4.9 feet) long harness bag with a handle. Most power in the production harnesses are equipped with the 'Radner Raket 120' Two-stroke engine based on XP3120 Husqvarna chainsaw parts. Has a displacement of 118 cubic centimeters (7.2 cubic inches) and produces about 15 hp (11 kW) at 8900 RPM when equipped with a tuned exhaust, when, along with a 1:3.5 reduction unit with belt drive and 52 "x 22" propeller, which produces about 100 pounds (440 N) of static thrust. For heavy pilots or pilots operating more than 1,500 meters (4,900 feet) MSL field, a power harness equipped with a CV 18 (13 kW) engine is recommended. It is now estimated that a modern flexible wing hang gliding requires at least 6 hp (4 kW) to the helix and about 30 or 40 pounds of thrust to maintain level flight in the 'best plan' speed.

FLPHG with a folding propeller.

The motor is supported on the ground by two retractable skates, holding the propeller to the side land. 4-liter tank of fuel aerodynamic joins the top of the frame of control or enclosed in the harness. Enter the harness must pass both legs through padded harness and use as a vest with a zipper and / or buckles in the front. The power harness is connected to Sail through a regular hang the belt. All the aircraft is easy to maneuver on the ground in takeoff position with the driver buckled into the harness and ready to start the unit themselves with either a manual or an electric starter. The accelerator is activated during the takeoff through a mouth of the throttle to keep both hands free to good control of weight shift. Once in the air, a foot throttle, thumb throttle or cruise control may be used. Compress The harness also retracts the rear roller, which then is cut in the clamps on the side of the chair. The propeller is locked in place while rising power-off, like a pinwheel propeller has more resistance than one fixed: expect a decrease of 10 to 20% in glide performance with a propeller vane (units seized) and 2-4% decrease to a closed helix. A folding propeller is often preferred by riders who want optimum performance up and among countries with the engine off.

Engine Controls – Hang Gliders are controlled simply move the rider's weight, but a power harness must have controls engine and the pilot must know exactly where they are, without having to search and find them. Engine controls are ergonomically placed on the sides of the harness, chest or straps and generally consist of the throttle, throttle, propeller lock, push button manual or electric starter handle and decompression valve. During training, it is important to hang the sling from a solid, emerging and often practice for the pilot and can automatically activate any type of motor control without looking to find.

And safety training

The delta weather: wind light and cumulus clouds with dark flat base.

Hang gliding is an extreme sport, but perhaps often seen as a high-risk sport than it actually is. However, there is great potential for injury to the reckless or ill-prepared. Unlike powered flight, it is absolutely essential that the applicant first taking pilot lessons in a motor glider without a certificate from the school and get some experience alone to develop all the skills necessary for automatic control inputs constant safe landings. Bast is the best way to launch FLPHG progression. Basic aerodynamics, the concepts of flight, some of the weather, local regulations, security option field, and emergency procedures must also be learned during training.

It is sometimes said that the main factor that affects safety is pilot attitude. A large proportion of accidents are due to novices overconfidence by not following the advice, or pilots flying beyond their limits. Flying often can maintain the skills of existing drivers. Consideration Important Safety is just having a field large enough to be free of obstructions. The pilot should not assume how fast it will go up or the engine will not stop smoking. The pilot must have a way to safely turn back or land at all times on every flight.

Safety measures include certified training, equipment maintenance, pre-flight checks paraglider and harness systems, helmet, safety wheels at the bottom of the control structure, helmet, hook, a knife (to cut the parachute bridle after impact or cut the harness lines and straps in case of a tree or landing in water), and a special emergency parachute (Note that unlike the reserve parachute skydiving in which the main parachute is cut away before deployment, hang gliding and paragliding reserves are designed to open at low speeds and deploy the sail still attached to the pilot.) Water, knee gloves a mobile phone and / or a radio transceiver are also desirable.

Flying

Off

Common off errors: 1) The pilot run before setting rise and, 2) It is pushing the control bar while at low speeds, generating a lot of drag to accelerate and climb.

Takeoff, the pilot must lean forward and not to push the control framework.

Launch and landing upwind. Although it is possible to launch and land in the absence wind, a constant of 8 km / h wind (5 km / h) is ideal. A successful launch depends largely on the wings level, speed and precise control of angle attack: If the angle of attack is too low, driven not only fly gliders. If the angle of attack is too high, then the results of excessive drag not get the speed to fly and climb.

A career commitment and rapid control is required with a soft pitch through the operation, similar to the launch of a shallow slope (see: abort a takeoff). The pilot remains upright throughout of the race – which allows the acceleration of interest gradually provided by the drive, so the pilot does not use the legs to accelerate, but only to support the weight of it and paragliding. By gradually increasing thrust, the pilot has time to offset the time introduced by the pitch to push adequate control counter pass-through motion. The pilot runs all the time, taking steps of increasing length ("moon walk") and during most of the last steps pilot weight is carried by the sail. There should be no noticeable change in pitch, and the pilot stopped working only after the last steps and do not touch the ground.

Not stand upright along the takeoff is one of the main problems experienced pilots mountain glider suffer, because their natural tendency is to move into the prone position as soon as you feel the glider lift. But in a ground plane takeoff power you do not have to give away the hill to help reach the speed of flight – the pilot must continue to operate until it is firmly established in a climb. What is often can make the difference between a successful takeoff and settling back to earth are those who walk on the moon 'last long steps.

During the takeoff, the drive must be transmitted to sail through the strap to hang and not through the hands of the pilot to the control structure. For when the sail is dropped shoulders of the pilot, to be thrown away and move your torso forward through the control framework for the drop becomes the strap tight and has a angle slightly forward, while he is still upright and running. Because the driving force between the right wing in the point of hanging, it only requires a light touch to control the pitch.

During takeoff, especially if something has started to go wrong, too strong a grip on the rain gutters can cause the torque is transmitted through the pilot to sail. Tight control can induce a roll which may require rapid decision to abort the takeoff. A light touch on the control bar at all times can help prevent this. Pulling the foil and allow to fly over the ground effect during as long as possible to speed – sailing to climb on their own once they got the speed to do so, the use of speed bar support to shoot more effectively in this phase. Resist the urge to push. Shortly after takeoff, many gliders suddenly go too fast – be prepared for it, pull, and prevent loss. The general feeling and behavior of sailing is similar to that of being aerodynamic drag or trawl winch. A launch power is easier to make and if you allow the wing to achieve flight from the cutting position – so you want to make sure that this wing adjustment speed is fast enough for safety. If you cut exactly minimal drop (close to mush / square), then it would be desirable to move the hanging point where you have the answer and good vibes authority, without pulling in (the gliding off). Setting the highest cutting speed means you have to run a little faster, but when you get the air speed will be in a more secure and there is less resistance for the engine to overcome.

Abort a takeoff

Abort a takeoff is an important procedure and experienced mountain glider pilots should be noted that this is an option for each takeoff power. Unlike a mountain launch, where your best bet is usually to continue once started, major pain and you can save money by aborting harness power takeoff if things do not go exactly right. To abort a takeoff, not only stop the execution, between you, the wing and the harness will have a large momentum. First release the throttle while still running, dragging harness skates' will help to purge the urge that you and the glider has reached, the sense of speed and brightness to a stop. If that fails, resolve the candle on the wheels of their safety while pushing out the rod and roll control a stop, then hit the kill switch.

Learn to let go of the throttle mouth is critical. When things start to go wrong, the general trend is to tighten our jaws, which aggravates the problem with the push undesired mouth let go of the accelerator is the equivalent of the liberation of the tow line and should be done without hesitation when necessary. It is very useful to practice releasing the accelerator, while the mouth under stress with the mental image dynamic.

Climb and cruise speeds

Powered climbing harness to full power. Salinas, Baja California, Mexico.

field under the nose and the high speed is best for climbing. Andy Buchan

Rate of Climb

In general, the pilot must use best glide speed for takeoff and climb. The pilot must not pull out takeoff and climb. Note that the candle to climb faster. Using full-VG from a safe height is beneficial to increase the rate. Many new pilots flying power make this common mistake, they are tempted to 'push-out' on the rise, but that makes flying too slowly. To an observer on the ground seem to stagger around and lose directional control, so that the pilot is not a feeling that the planner wants to close in the corners and the wing is unsteady. The cause is the lack of speed. Pushing out airspeed is reduced, as when free delta wing and the wing may stall. Even if it does, the show certainly unpleasant flight characteristics low speed – lost a wing in the curves and the sense of instability in roll, finally, the pilot will ush mode with very poor control authority.

As soon as it is safe, the pilot puts his feet on the harness for stability (or supine position if Doodlebug flying). It should be level across the wings times, keep the control bar in and be ready to correct any shot from the beginning. Again, note that the best rate of climb occurs faster and most of the flaps up and at 10 miles (16 kilometers) per hour above their stall speed. restraints on development today up to 45 kg (100 pounds) of static thrust, but the upload speed also depends on weather conditions such as altitude field, air temperature, humidity, etc, and the load size and hang gliding. Push the harness is suitable for sustained from 200 to 300 m / min (1.0 – 1.5 m / s) rate of climb at maximum power, even when flying at speeds well above minimum sink. If an experience to take an engine misfire going up sharply, the plane you lose a lot of altitude before recovery, rising at an angle flatter and faster speed makes recovery easier and more insurance.

Cruising speed

Cruising speed ranges from delta wing make, model, size and wing loading. For fast while cruising level and power, pilots apply about 75% throttle (~ 6600 rpm for Raket 120) and increasingly strained when looking at the vario maximum speed is achieved without decline. flight range with 4 liters (approximately 1 gallon) of fuel depends on throttle setting, but ranges between 60 and 90 minutes of continuous use of the engine.

Control rod position

Add the weight of the engine behind the feet in a configuration unit in the prone position, moves the combined center of gravity lower in the pilot's body. Because that the pilot is now more forward in relation to the point of hanging up, the control bar appear to be behind by about 25 centimeters (9.8 inches). This change in apparent position adjustment bars are produced without the addition of power. Note that the actual characteristics of the adjustment of the sail has not changed, only the position the pilot with respect to the control bar. Although this new position of the bar can be an unsettling experience glider pilots should be clear that the pilot must rely instead in the sense of pressure on the bar and keep track of speed at all times. With more experience, the pilot turned back to learn new positions and use bar automatically when flying harness power. Replacing the base tube "speed bar" is highly recommended.

Active

Even very experienced hang glider pilots have to learn new tricks when converted into energy. Most hang glider pilots were taught to "lead with their feet in making turns. This is effective for gliding, but adding weight to our feet and push changes things. Note that full turns of energy will become increasingly unstable with increasing tilt angle for an altitude of sailing gains enough most of the pilots to reduce the throttle to facilitate control during cornering, especially in the initial formation stage.

On – The ideal is to keep the harness (and the thrust line) in parallel with the keel of the wing to push and push forward not sideways, and some drivers simply diversion of his body momentarily while changing the thrust line and helps to make a turn. Most drivers use a combination of both shifts weight and the thrust line to turn in power. FLPHG rookie drivers should not try on tour at low altitude. mean power and the bank becomes a little at a safe height is recommended for the first flight so the pilot FLPHG new can get a sense of buoyancy effects on the behavior of paragliding. If the glider will power 'blockade' simply reduce the power and stabilize the wing as usual. Shallow turns through the bank must be well coordinated to prevent the engine from the "inside" to the bottom and the participation of sailing in a diving turn.

Turn – Turns in a unit likely connected to a flap, requires a little extra effort to shift weight from the center of gravity because the mass of the engine, some new harnesses experienced pilots found that only power the front half of your body moves, ie crossing without a change of effective control of its center of gravity. Keep your body parallel to the keel of turns or more corrections easily shift weight from one foot. Medium is shallow bank must be well coordinated to prevent the engine from the "inside" to the lower side and participation of the paraglider in a diving turn.

Doodlebug.

Limit Line – The Doodlebug is a unit in the supine position using the boundary lines on the back to keep the engine and propeller relatively immobile, the port line is approx. 1 inch shorter than the starboard line, and secured to the lower wire pins wing for lateral movement of the chair is limited to 10.1 centimeters (4.0 inches) on each side about the deadlock. As the pilot aside, this provision is moving the thrust line to really push in the direction of rotation. Clearly this arrangement is beneficial to help create a more coordinated and also on the stability during flight through turbulence. Some pilots flying units capable of settings, such as the freedom to control the direction of thrust, because it gives them another way to fit a curve. Prone units configuration does not require boundary lines, but is recommended during the early formative stages. boundary lines can also offer help when moderate thermal turbulence is expected as it helps prevent the engine from the "inside" to the underside of the return or cause oscillations. On the ground, the lines limit to prevent attack of the propeller at the trailing edge of the wing.

Landing

Semi-vertical pilot with one leg in the boot of the harness for stability during the final approach.

As usual, the pilot landing should be planned and executed as planned to avoid sharp turns or sudden changes in the attitudes of the aircraft. FLPHG pilot must be ready at a higher altitude than usual to establish a landing configuration: Turn off the engine (optional), lock the propeller, harness legs ", which should des-cut and unzipped the harness, and is a work of little more than a normal pod harness definitely not something to try to make final. The engine can be left at rest (If equipped with a centrifugal clutch) during the final glide and if the pilot decided to abort the landing, the propeller brake is released and the mouth of the throttle on.

However, the landings are surprisingly simple: keep the speed as usual and keep a straight leg and adjusted harness boot time as possible to prevent the motor from swinging sideways. Purge speed in ground effect and when you feel the harness legs drive, wait for the flare window suitable for sailing and veil. Forward position and give more authority extra mass outbreak of what we are accustomed. The mass of the engine still want to move forward, so expect a sensation of a push from behind after landing, and be prepared to give a step or two.

On the other hand, running out of landing is possible that the rear roller generate enough resistance to stop soil the plane.

Increased

Although it began as a simple slip of small hills on the wings of low performance, hang gliding in the last 120 years has evolved the ability to fly for hours with the hawks and eagles, gain thousands of feet of altitude in thermal updrafts, and fly cross country over distances of hundreds of kilometers. If the pilot is a lift, he / she could turn the motor and soar. While rising, the propeller is locked or folded to reduce drag. In flight engine restarts can be a powerful tool for learning or improve skills in heat, because the pilot has to land every time you make a wrong decision and lose lift. This results in significant increase in time air flying and opportunities needed to understand better lift, tag life, sink, drift, mountain lift, sliding the time of transition, etc.

While likely rise a unit power off, the biggest difference is the extra mass at the foot when the roll of a turn, which requires extra effort in stabilizing the band during the mild or moderate turbulence. Non-motorized glider pilots can stay aloft for hours. This is possible because they seek rising air masses or lift from the following sources:

Thermal

The most common source of lift is created by the sun's energy warming the earth, which in turn heats the air above it. This warm air rises in columns known as springs. increase pilots quickly become aware of the visual indications of thermals such as cumulus cloud streets, dust devils, soaring birds and haze domes. circle that is located in a thermal, a glider pilot in the area of rising air to gain height. In the case of a street in clouds heat may be aligned with the wind creating rows of thermals and sinking air. A pilot can use a cloud street to fly long distances to stay straight in the row of rising air.

Ridge lift

Another form of lift occurs when the wind reaches a mountain, cliff or hill. The air is deflected up the windward side of mountains that form the elevator. Gliders can "browse" and upload this rising air by flying along the function. Another name for flying with ridge lift is slope soaring.

Mountain wave

The third main type of mechanical lift used by glider pilots are the lee waves that occur near the mountains. The obstruction to airflow can generate standing waves with alternating areas of lift and sink. The top of each wave peak is often marked by lenticular cloud formations.

Convergence

Another form of lift results convergence of air masses, as with a sea breeze front.

The most exotic are the vortex lift polar Perlan Project hopes to use to fly at high altitudes. A rare phenomenon known as Morning Glory has also been used by glider pilots in Australia.

Selection Hang Glider

Ideally a model glider that has a low intermediate stall speed, easy handling, good penetration and the correct size. Note that by adding about 40 pounds to the weight hook, gliding speed of the job was increased by about 7% to 8% as an appropriate size glider (hook in weight range) should be used. For the first candle planners the best options are flexible with unique surface (newbie) due to its low stall speed, ease of landing and smooth handling characteristics. Examples: Falcon II, Mark IV, pulse Eagle, and Target, to name a few (2006).

Low stall speed – especially important for a beginner to FLPHG. Low takeoff speed is safer and less intimidating. Also good for higher altitudes.

Easy Management / stable Roll – roll stability is important, especially for a beginner. A glider unstable spiral (some high-performance gliders have been adjusted in this way to help initiate turns in thermals) will be more of a challenge, while climbing power.

Good L / D (ratio lift / drag) – to the maximum rate of climb and best glide ratio. A rapid rise rigid wing best float. Good L / D is useful to pilots who enjoy of rising energy between countries off.

A short and moderate root chord – for the release of the helix. All power harnesses Sailing keel need to cut it short not more than 119 centimeters (47 inches) behind the drop point, the section can be cut sleeve and reassembled for help manipulate the wing.

Medium and high performance flexible delta wings can also be used, but only well experienced pilots. Most "rigid wing hang gliders, as Exxtacy, Axxess and ATOS accept power harness easily. Some pilots believe the Exxtacy to be the last hang glider to fly with a harness power because of their docility, high wing loading, penetration, ease of control with minimal change weight and the advantage of the flaps, making landings much easier.

Instruments

To maximize a pilot's understanding of how the glider is flying, most pilots carry a series of small instruments, often interconnected. The most basic is a speedometer, a variometer and altimeter. Many pilots also use two-way radio communications and some also have a map and / or GPS unit. Some drivers also use small tachometer to ensure that the engine is developing full power before takeoff. delta wings have instrument panels, as such, so that all instruments are mounted on the frame of the sail control, except for the radio and the tachometer mounted on the harness.

Variometer

Vario-altimeter

People can feel the acceleration when they first enter a thermal on the rise, but can not detect the difference between the steady increase in air and constant sinking air, so turn to technology for help. A variometer is a vertical speed indicator very sensitive, in other words, indicates ascent or descent rate with signals audio (beeps) and / or a display screen. These units are generally electronic, vary in complexity and often include an altimeter and speed indicator. More advanced units often incorporate a barograph for recording flight data and / or GPS. The main purpose of a variometer is to help the pilot to find and remain in the ore of a thermal to maximize height gain, and instead indicates that he or she is in sinking air and needs to find rising air. Variometer are sometimes capable of electronic calculations based on the "MacCready Ring" to indicate the optimal speed flight conditions determined. MacCready theory solves the problem of the pilot cruise between thermals, given both the average lift the pilot expects in the next temperature rise and the amount of lift or sink that is in cruise mode. Some electronic variometer do the calculations automatically, after to take factors such as the theoretical performance glider (glide), the altitude, the hook in the direction of the weight and wind.

2 meter band radio

Radio

Pilots use radio for training purposes and when traveling on flights between countries. The radios are used PTT (push-to-talk) transceivers. Best range is achieved with VHF FM band of 2 meters (144,148 MHz) radios. Usually a microphone and headphones are built into the hull and the PTT is attached to a finger.

GPS

GPS (global positioning system) is a necessary accessory for navigation while flying competitions, where you have to prove that the waypoints were passed correctly. Common uses include information that is able to determine drift due to the prevailing wind, provided the position to allow restricted airspace to be avoided, and identifying a location for retrieval teams after landing in unknown territory. You may also want to see a GPS track of a flight when on the ground, to discuss technical flying. The software is available that allows several different analysis GPS tracks. More recently, the use of GPS data, connected to a computer, has enabled pilots to share 3D tracks of their flights in Google Earth. This fascinating insight allows comparisons among the drivers competing to be made in a detailed post-flight analysis. "

Pros and cons

Some compromises and advantages when compared with non-motorized hang glider FLPHG:

Pros

Glider Release autonomy. No crew.

Multiple-off areas available. No long trips.

No need to invest an entire day to fly.

Easy to face the wind for takeoff, regardless of wind direction.

Ridge up new locations without access to land on top.

Restart flight allows the pilot to fly with the wind across the fields and then fly under the power back to your starting point.

Restart also can be a powerful tool for learning or improving skills in heat.

Significant increase in air time flying and opportunities for better understanding of the thermal cloud lifetime, sink, drift, slide transition, mountain lift, approach landing, etc.

Ability to fly on days off heat.

Cons

For now, the biggest drawback is the noise of the engine and propeller: 90 dB at 1 m (3 feet) and about 58 dB at 760 meters (2,500 feet) AGL.

The added weight of the harness may increase injury in case of a serious nose inches

There is some preparation time and a preflight more complex.

Requires basic knowledge of engine maintenance and repair two times.

Fuel and transportation of oil.

Slight increase in drag when sliding.

The increased effort required to shift the weight of a flexible wing.

Prone configuration units are difficult to coordinate a sustained high-bank turn.

additional training.

In developing

Powered hanging candles technology is very young and in continuous evolution and improvement.

Fan Ducts

Advantages:

A ducted fan offers increased propulsion efficiency and a smaller frontal area.

To reduce the loss of tip of the blade of the propeller and the direction of push the back only, the fan duct is more efficient in producing thrust of a conventional propeller moving at low speed (80 knots).

Ducted fans are quieter than propellers, his shield the blade noise, and reduce the top speed and intensity of both tip vortices contributing to the production of noise.

Challenges:

complex duct design.

Requires high RPM and minimal vibration – electrical or Wankel engine needed.

A significant weight gain, though built from advanced composites.

Off between the extra power and increased resistance in the slide (off) and also at an angle of incidence of 32 °, the parties stalled road and drag production.

Motors

In 1979, Larry Mauro added a landing gear of a solar electric elevator gliding, but it was the first solar-powered aircraft may not be universally as the first electric foot-launched powered hang gliding. Advances in batteries, solar cells, and supercapacitors are being considered to bring electric paramotor and hang gliders of practical use and affordable.

Designers Csaba Lemak and Patrick MacKenzie built a power-driven glider 112 Lithium Polymer (LiPo) batteries and 17 hp (13 kW) three phase motor wound as 1.5 kg weight along with a reduction of 3.6 unit to 1. Its electrical powered glider first flown on 6 June 2006 in Ontario, Canada. With flight range of only 35 minutes, has many advantages such as ease of operation, minimal maintenance and power is not dependent on the altitude.

Richard Kruger-Sprengel (Helix helix) and designer German Werner Eck, have produced at least two electric powered paraglider (EPPG) prototypes, your machine first flew in 2001 for 3.5 minutes and was the first EPPG, its latest prototype was tested again in March 2008 and uses a motor is described as: LEM 200 / Fa. Lemco, disc brushes / 5.5 kg, DC, 10 kW at 2,200 rpm, 50 volts at 200 amps. Controller: Fa. Brusa, 48 V / 500 A / 1.7 kg. Battery: 14 Battery of 35 Ah Saft connected in series of 14 x 3.6 V = 50.4 V. Lithium-ion technology. Weight: 15 kg. Charging time: 20 minutes to 2 hours. Recent efforts are described in Werner Eck. Since 2007 Werner Eck is using a personal outrunner brushless direct drive, but is visible in the SLS website

Drives electric Power Systems Ltd. and Flight Ltd. have partnered with scientists from the Academy of Defence to assist in research and development of electric powered flight optimized for the market leisure aviation.

Advantages:

High reliability.

Extremely easy to start.

Simple operation and maintenance.

components small size.

No flammable fuel or oil as required.

No exhaust.

Minimum refrigeration needed, allowing a better aerodynamic profile.

Noise produced only by the propeller.

Challenges:

Battery weight, cost and method recharge.

Autonomous flight time.

Schedule foot gliding launched with electric motor

29 April 1979: Flabob at the airport, California, Larry Mauro flew vertical solar power an electric motor powered by storage batteries charged from the sun. The Solar elevator was a modification of Easy Riser hang glider.

2001 Richard Kruger Sprengel electric drive for paragliding.

June 2005: Werner Eck began work on their power-operated gliders.

2006, June 6: In Canada, Casaba Lemak is removed with an electric glider.

2006, December 19: prototype electric paramotor propeller-Carbon GmbH shows electric motor during the Coupe Icare in Saint-Hilaire, France.

2008: Foot-up electric propulsion electric ATOS Atos hang glider hang gliding

2007 in the German trade Fair Free Flight in Garmisch-Partenkirchen, Werner Eck and Jochen Geiger displayed electric drives for hang gliders and paragliders.

2007 Aircraft Razeebus

The E-Lift system hang gliding TONI ROTH, Fronreute, Germany

2009 E-flight appear Expo some electric gliders. E-Flight Expo in Friedrichshafen AERO 2009

FAT-WHYME