Delta Club 82 école de deltaplane près de Toulouse Montauban

Apprendre à voler en deltaplane - Trouver une école de deltaplane

Baptême de l'air en deltaplane près de Toulouse Montauban

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Ecole de deltaplane dans la région de Toulouse - Montauban

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Afin de rendre la bible des ailes delta accessible au plus grand nombre, cette dernière peut être consultée en Français ou en Anglais.
Si vous souhaitez apporter votre contribution au développement de la bible des ailes delta, vous pouvez nous aider à traduire les commentaires fait par d'autres utilisateurs, dans les deux langues.

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Deltaplane : Magic 4
Français		Envoyer traduction
English	I'd just like to add that the Magic 4 was also produced in the 155 ft2 size. I owned one from '92 to'94. It was my all time favorite glider. Though I've never flown a contemporary glider having not flown since '99. It was easy to set up and the cam lever to hook back the crosstube pull back cable was a brilliant idea. Pity that Airwave didn't continue this with the Kiss! Takeoffs were reasonably easy but I found that sometimes the nose would pop up followed by a rapid dive as the Magic picked up speed. (But this was probably caused by my crap takeoff technique!) Pitch pressure was good, increasing progressively as the bar was pulled back, and it was easy to maintain a high speed with the VG on full with roll corrections fairly easy to make provided you kept your arms in good condition by flying often. My longest flight was 4 1/2 hours at the Kaimai Range, N.Z. in 20+ knot winds and I only landed because I had to piss, not because I was too tired. I flew the majority of the flight with the VG 1/2 to 2/3 on. Energy retention in turns was very good and I found the IV thermalled best with a good high speed turn until you found the core and then you could ease the bar out into an easily coordinated turn with only minor corrections to pitch and roll. I used to love how quickly you could reverse your turn direction the opposite way to test whether the lift was in fact better turning against the thermal rotation. Not sure if it was, but the IV sure was a fun glider to try it on. Steep coordinated turns were great fun on this glider. You could pull into a steep dive, pick up speed and roll into a 60 degree banked turn and push hard out until your triceps ached and not worry about stalling the glider. Landings I found to be a little tricker with a good hard flare required to end up on your feet in light conditions. If you left it too late the gilder wouldn't respond and you'd end up nosing in. Top landings were a breeze though particulary in strong condtions. You could line up square into the wind and pick your landing spot and then adjust the pitch angle to come down right on it without fear of nosing in or being flipped over. That's probably what I liked best about the Magic IV. The pitch reponse was very authoritive and had no surprises. Maybe it was heavy compared to modern gliders?, but it was just how I liked it. My only complaint about the glider was that it was a real pain to set up on the ground if the ground wasn't flat. The battens just wouldn't go in easily and would always catch the sail with much coaxing required to get them in. Also the battens would bend easily being made of very thin aluminium and checking the profiles was necessary quite often as the glider would develop a turn easily with only a slight increase in the camber of the outboard battens. Overall however in terms of absolute fun and the joy of the sport of hang gliding I award the Magic IVFR 8 out of 10!

Deltaplane : Gt
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English	I believe that the GT (Glass Tip) was the production version of the glider that Steve Moyes won the '83 World Championships with in Tegelberg, Germany. Somebody please correct me if I'm wrong. I think that they were produced in two sizes, 170 ft2, and 190 ft2 from about 1984 to 1986 when the GTR became Moyes' production competition glider. There was also a slightly higher performance version, the GTS that had a factory VG and I think Mylar woven into the sailcloth. I logged about 100 hours on my two GT 170's flying mainly at the Paeroa Range and the Kaimai Range in New Zealand. The majority of the flights were a mixture of thermalling and ridge soaring. The GT launched easily and I would often self-launch in sometimes quite stong conditions without any incidents. The bar pressures were quite high in both roll and pitch and the high speed glide was not good. However it was a great gilder once locked into thermals and you could "make circles and push out" and rapidly find yourself at cloudbase. My longest XC flight of about 55 km was done on my first GT in the summer of '87. Not long I know, but with only 60 hours in my logbook it was a real buzz! It was done with only two thermals. One to 3000' above the Paeroas and then a downwind glide over the back hooking the next thermal at 500' up to a cloudstreet topping out at 7000' AGL and following the street for another 20 km followed by the final glide. All done in great confidence knowing that the GT was a very stable strong glider. In fact, like most Moyes gliders quite bombproof, though rather heavy. Landings were fairly easy, the GT having a quite large flare window, though you did have to set up your approach well back as the roll response wasn't quick.The GT was very forgiving in its stall behaviour. I tried on several occasions to whip stall the GT into a high speed dive but it would typically climb to a high angle of attack then enter a gentle mush wallowing slightly from one tip to the other but would never enter a spin. Possibly this was due to the glass tips loading and unloading as they got close to stalling? My first GT was a stock standard dacron sail version that I think handled better than my second GT. My second GT had Mylar leading edges and a VG designed and installed by its previous owner, Dave Morrow. The VG really helped the glide ratio. When pulled on full, the GT sped up about 5 mph and maintained a quite flat glide up to about 40 mph. However, the roll response was extremely poor with the VG on. All up it was a great introduction to the world of the double surface glider and I have many fond memories of my time dangling beneath the wings of a GT!

Deltaplane : Skyline
Français	Au club de l'université de Louvain la Neuve (Belgique), nous désirions nous fabriquer un biplace en 1979. Nous nous sommes vite intéressé au Skyline qui avait une voile non-profilé, développable à plat, ce qui facilitait grandement le travail de couture. Sur base de photos, nous en avons donc extrapolé notre biplace, à l'échelle. Comme nous voulions qu'il ait 23m2, nous arrivions à une envergure de... 13m : impossible ! Qu'à cela ne tienne, on tronquera les bouts d'ailes à 11m ! Le poids pilote+passager ne risque t'il pas de déformer les bords d'attaque, et donc de compliquer le travail de couture ? Mais non, pas de problème, on mettra des triples déflexeurs pour avoir des bords d'attaque "droits comme des i" ! Et le poids ? Bah, avec des triples déflexeurs, pas besoin d'utiliser des gros tubes, du 44x1,25mm suffira ! Résultat : 28kgs au décollage ! Aîe, vu la longueur entre le nez et le mât, peut-être que la toile ne sera pas assez tenue à cet endroit ? OK, on va coudre une "keel pocket" en deux parties, dont une de 30cms à l'avant du mât ! Comment faire pour avoir assez de manoeuvrabilité avec ce bateau ? Bien sûr avec un grand, que dis-je un énooorme trapèze avec une barre de contrôle de 1m80 ! Pas de problème pour se balancer à deux de gauche à droite ! Dernier problème : après tant de changements par rapport au Skyline d'origine, les caractéristiques de vol seront certainement modifiées... Or on a pas de thune, alors comment construire une aile qui devra permettre de faire tous les tests de centrage sans refaire les câbles ? Et voilà la dernière idée-miracle : utiliser un haut de trapèze en forme de rail permettant de modifier le centrage entre deux essais sur une longueur de 30cms, et attacher les câbles avec des serre-câbles A VIS, que l'on ne sertira qu'une fois les tests en vol terminés ! Vous croyez que ce machin n'a jamais volé ? Erreur, il a été utilisé intensivement au club pendant 5 années. Il a volé plusieurs centaines d'heures avec plusieurs pilotes (Olivier Goethals, Vincent Piret, Patrick Elias et moi) sans problèmes ni accidents. Il a même été classé parmi les 1ers à une compétition de biplaces à la Coupe Icare. Voir un des Vol Libre Magazine de l'époque. Personnellement, je n'ai plus jamais volé avec un biplace aussi facile au décollage et à l'aterrissage du fait de sa surface et de son poids plume ! Le Skyline aura donc eu un descendant...	Envoyer traduction
English

Deltaplane : Seagull Ten Meter
Français	En 1979, à l'époque des Gryphons et Atlas, il était étonnant de voir des ailes cylindroconiques dans l'équipe américaine au Championnat du Monde de Grenoble. En effet ce profil aérodynamique semblait alors plus destiné aux pentes-école de part ses caractéristiques "pardonnantes". Erreur ! La Seagull Ten Meter avait un excellent niveau de performance, et était parmi les meilleures en efficacité du pilotage. Une parfaite homogénéité. Seul bémol, son montage "à l'américaine" genre mécano, très en retard sur les pliages parapluie de plusieurs ailes européennes. J'ai eu le plaisir de faire un échange d'aile avec un américain qui, comme moi, n'avait pas passé le 2ème "cut" de la compétition. Ce vol l'a impressionné par la pénétration unique du Gryphon, et moi par la précision de pilotage de sa Ten Meter.	Envoyer traduction
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