ST. PAUL, MINN., — As a spring soaring season creeps ever closer, another new harness called the Tenax has been introduced by Woody Valley. Italian Ignazio Bernardi claimed the popular Euro harness had a 30% share of the pilots in the last World Meet in Monte Cucco. Woody Valley also has offerings for recreational pilots (the RS2), but the new Tenax is aimed precisely at the competition pilots who want the very least drag. Indeed, aerodynamics and ergonomics appear to be the push among all state-of-the-art harness makers. • Tenax features a "redesigned body shape" to improve comfort and drag reduction while also making entry easier. Tenax also has some internal pockets to help cleanliness but also has external access for two cameras, a radio, a drag ‘chute, and an emergency parachute. According to Bernardi, it is also "possible to install a ballistic parachute" (though this is not something with which U.S.
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Product Lines – February 04
ST. PAUL, MINN. — More news seems to surround power and hang gliders or paragliders.
Why? Well| first, it’s winter. Less flying occurs, at least in the northern latitudes.
So pilots are talking about gear and powered harnesses and nanotrikes
are part of the discussion. Secondly, expressions of interest by soaring pilots may
be a result of USHGA gaining member approval for adding these machines to the mix
(nanotrikes are not presently included; only foot launched aircraft). Add one more
fact, the steadily-increasing age of HG&PG pilots, and no one should be
surprised that discussion includes power (and wheels). With that in mind, I like
to dispense with one item right now.
Corrections Dept.: In August last year, I wrote about some spectacularly high
flights accomplished by Minnesota pilots using powered harnesses for their initial
launch into huge thermals. I also said, because that’s what I understood, that all
four pilots reaching 10,000 feet AGL used NRG Mosquito harnesses sold by Bill
Fifer of Traverse City Hang Gliders.
Product Lines – February 01
ST. PAUL, MINN., — Aeros is finally getting ready to show their new Stalker rigid wing entry after much design work and generating considerable market interest. U.S. Aeros, the Yankee distributor for the low-price producer, will show the Stalker at this month’s Air Sports Expo in Indianapolis, Indiana (7-10 Feb.). The show will present lots of aircraft from sailplanes to ultralights to aerobatic machines, plus RC models, powered parachutes, and, of course, hang gliders. Typically hang gliding enjoyed a good turnout at these events. • I believe the Air Sports Expo has the potential to be a powerful marketing tool for all the air sports and I encourage all midwest pilots to try to make the event. Contact fellow organizer, David Newill, at 317-873-2262 or go to www.soar-indy.dhs.org • If you attend you can examine the Aeros Stalker up close and personal. To date, only a private web site has let dealers (and the odd reporter) have a first glance.
Product Lines – January 04
ST. PAUL, MINN. — Happy New Year, glider fans. Once again a new year brings wintertime
chills, at least for us northerners. So, this month I have some warm-up ideas
to get you in the mood for a new soaring season.
Mexican Flying Tours are in full swing for HGs and PGs. Cold weather flyers take
note of temperatures in the 80s with plentiful thermals and authentic Mexican food.
One outfit calls the experience a “Mextravaganza.”
Super Fly Paragliding Mexico Tours 2004 treks to the famous Valle de Bravo
site in central Mexico. At it for eight years, Super Fly takes you to fly three sites
in seven days during January and February. PG gurus Jeffrey Farrell and Chris
Santacroce are leading two tours in January and one in early February for pilots
with P2 ratings or better and a minimum of 50 flight hours.
They’ll handle the language, pickup and delivery from Mexico City airport, offer
5-star lodging in “a new, secure, classy, and clean hotel,” local club memberships,
XC retreival in air conditioned vehicles, and in-flight coaching by radio.
Product Lines – January 01
ST. PAUL, MINN., — An interesting thing happened last fall. As 2000 came to a close, Italian flex-wing (Laminar) producer, Icaro, reached an accord with Germany’s top rigid wing (ATOS) producer, A.I.R. ••• Web writer, Davis Straub, reported in his Oz Report, "A.I.R. has moved its assembly operation and shipping to Icaro in Italy. Icaro has been a strong partner with A.I.R. from the start, producing parts and making sails, as well as being responsible for a significant portion of the distribution. Now it looks like Icaro is in a stronger position with respect to A.I.R." • Icaro confirmed Straub’s report saying, "In these past years, Icaro played already an important role at A.I.R. with producing the major part of the sails, the A-frames and the keels for the ATOS and, in addition, has sold over 130 of them." Icaro expressed, "Since the ATOS has been performing in such an incredible manner (present World and European Champions fly ATOS), we will not modify it for next year." • Straub, an outspoken supporter and user of rigid wings — such as in his notable record reported here in October — adds his personal feelings, "As a customer I feel more secure in having a larger and more diverse hang gliding company taking on more responsibilities for the ATOS.
The First Two Ultralights with the New HKS Engine
It isn’t often I can do “scouting party” duty on engines. Powerplants aren’t normally my focus. They
are a necessity for flight, but they aren’t my main attraction. A great many pilots I’ve met appear to be just the reverse: They are extremely interested in engines.
I enjoyed the chance to fly behind the first European and first American installations of the new 60-hp HKS 700E 4-stroke from Japan’s HKS Company Ltd. With that in mind, this pilot’s report is rather different. We’ll look at this new engine on two different aircraft.
As all Ultralight Flying! readers know, Rotax has enjoyed great success for more than a decade as an ultralight engine supplier. After dominating the 2-stroke market, Rotax introduced the 81-hp Rotax 912 4-stroke, which has become a popular powerplant choice for sport aviation aircraft.
Is a 4-Stroke Better?
All 4-stroke engine manufacturers trumpet their advantages over 2-strokes: lower fuel consumption, quieter operation, longer time between overhaul, and reliability.
ASAP — Chinook Plus 2
Long one of Canada’s best loved ultralights, the Chinook – formerly designed and built by Birdman – is another of the country’s designs saved by the Holomis family when they went acquiring ultralight aircraft companies to complement their successful machining enterprise in British Columbia.
A simple design with lines unlike any other ultralight I’ve flown, the aircraft has pleasing characteristics that most pilot will enjoy. Larger aviators especially will like the enormous cabin of the Chinook. And like other Canadian designs, the Chinook’s sturdy triangulated construction allows it to operate as a bush plane from almost any open space. Consequently, ASAP likes to show Chinooks with tundra tires or floats, both of which add to the rugged good looks.
The wide open cabin is surrounded by well supported clear Lexan giving you a panoramic view from either seat. Tandem aircraft often cramp the aft seat and don’t give it the best visibility, but Chinook sets a new standard.
Quicksilver Manufacturing — GT400
One of the best regarded light aircraft on the market is the GT400 from newly reorganized and revitalized Quicksilver. The longtime manufacturer of ultralights has new ownership and good things are happening. Fortunately, the Southern California leader stuck with their successful models.
According to many who have flown it, the GT400 is one of the best flying single seat aircraft you can buy. To beginners, it is predictable and stable with qualities that allow a new pilot to progress with confidence. To old timers, the GT400 has such refined characteristics that it can please those with many hours logged.
Using a control yoke rather than a joystick, GT400 emulates certified aircraft yet for all its sophistication, the design does not lose any of the fun side that makes ultralights so enjoyable. Handling is smooth but responsive. Performance is substantial but not scary. And its stability profile sets a standard for light aircraft.
Getting Up On A Breese
A M-Squared solidifies its position in the ultralight industry, the company rounds out its line of models with a pair of single-seaters to complement two 2-seaters already completed.
Welcome to fresh Mississippi Breeses.
M-Squared was born of a collaboration of 17-year Quicksilver veteran Paul Mather, and South Mississippi Light Aircraft (SMLA) owner Ronnie Smith. Mather started and solely owns M-Squared, but the two men have established a complementary working relationship.
Ronnie Smith and his wife built their SMLA operation into a regional powerhouse, selling Quicksilvers and other models through a chain of subdealers. Smith also established the southern enterprise as one of the few official American Rotax sales and service outlets and is also a supplier of many ultralight accessory items.
Mather conceived how Smith’s presence in the business might be combined with his own depth of experience and M-Squared rose as powerfully as the early 80-hp Rotax 912-equipped aircraft he debuted in the spring of 1997.
King and Kolbra
The King and Kolbra
The New Kolb Aircraft Company didn’t make a new model. They made two. But don’t judge by the photos accompanying this sidebar.
The red Kolbra was built by Lite Speed Aviation, a group based only an hour away from The New Kolb Aircraft Company. The distinctive orange-and-blue Kolbra is the factory creation. Finished off as professionally, I found some irony in that the newest model was not the factory one.
The Lite Speed model is the ultralight trainer version, and that’s precisely how Lite Speed plans to use it. New Kolb’s factory edition is an example of the King Kolbra, which will require FAA registration and an FAA pilot’s certificate.
In truth, besides the beefy Australian 80-hp Jabiru engine (versus the Austrian Rotax), the main differences between the two examples relate to the nose jobs. From the front seat aft (ignoring the engine), the two planes are all but identical except for paint and upholstery.
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