The calculation for the projected area as well as for the projected span and projected area is not exactly defined:

In general it is common to reproduce the data of the 3D-model on the computer which does not account for the 6% loss of span due to bloating the cells. Some take these 6% loss of the span into the calculation.

There are three possible variants:

1) the plain 3D-data.

2) The method to correct the sail tension by adding material for the ballooning and calculate 5-6% on top.

3) The method to correct the sail tension by taking away material at the beginning and at the end of the panels of about 6%.

Due to this there can be a difference of up to 12% in the span and therefore also in the projected aspect ratio.

With WILDCAT the projected aspect ratio is also dependant upon the curve of the canopy. The WILDCAT is compared to other competitors clearly more flat. It looks like that this is a current trend to design gliders with a high flat aspect ratio in order to tame them with a extreme canopy flexion (high arc concept). We have built a few prototypes with high arc (less projected aspect ratio) but found out fairly quickly that the prototypes with the conventional curve fly much better and more comfortable. Interesting was that the thermal flying with a high arc canopy was much easier but they rose much slower. The high arc gives the pilot a good curving feeling and handling but it impinges the plain raising performance. The WILDCAT has a flat canopy curve because this gives its very efficient handling, optimal raising and a little bit more gliding performance.

Best regards
Michael Nesler

Es kommt darauf an welches Gurtzeug du hast. Ist es ein Woody Valley, dann ist es relativ sicher, dass es funktioniert. Es müssen halt die Befestigungspunkte für den Sack vorhanden sein. Am besten ist, wenn du mal vorbeikommst.

Schöne Grüße,
Michi (Scheck)

These are some questions for Michael Nesler and Gudrun Ochsl. First of all, thank you for your exceptional book Acrobatics! I've read it several times cover to cover, and it is simply something that was badly needed. Inside you indicate that some serial gliders are not suitable for certain acro moves. Would you be able to break down by ICARO paraglider model which moves should not or cannot be flown from your list, as below, in order from your book? Blue skies, Dion.

Hi!

Here we go:

Group 1) full stall; full frontal; spiral dive; wing over; spin; 180 backflash; fly back; deep stall; spin slow exit;horseshoe; asymmetric; wing over;dynamic full stall; mac twist; misty flip;spin to heli
Group 2) sat
Group 3) helicopter; helico to helico; mac twist to helico
Group 4) sat without supports; loop party; asymmetric sat; tumbling; sat to helico; helico to sat; sat to sat; rhythmic sat;
Group 5) infinite tumbling.

OXYGEN: 1,2,3 but not recommendet; it is a light wing!
CYBER 4: 1,2,4
INSTINCT: 1,2,3
WILDCAT: 1,3 (2 works, but not clean)
MAVERICK: 1,3 ( 2 only with trick: shorting the outside B-main line for ca. 5 cm!)
INSTINCT XS Acro: 1,2,3,4
NIKITA 2: 1,2,3,4,5
GTO Race: 1, but you will not enjoy it :-)
TWICE: 1,2,3 Nikita 3: 1,2,3,4,5
MAVERICK 2: 1,2,3
INSTINCT 2 XS Acro: 1,2,3,4,5 with a good overload!
INSTINCT Tandem Acro Proto: 1,2,3,4 (for 4 i recommend 5 times/week to go to the fitness studio :-)

Best regards,
Michael Nesler

We have a new 55kg female pilot student that is displaying good aptitude for the sport. We want to help her find the best wing to suit her progress. In a couple of years she really wants to be able to start small acro on a safe progression (although she is also interested in cross country). Will the Wildcat XS be as good as the upcoming XS Instinct 2 (serial) for acro and what would you recommend? Blue skies, Dion.

Definitively Instinct 2 XS (Acro). You can choose the acro version, as the difference is in material, not in safety!

Best regards,
Gudrun Öchsl

Hallo Zusammen, in einzelnen Fachzeitschriften bzw. Herstellerangaben ist immer wieder die Rede von: Der Schirm sollte im mittleren Gewichtsbereich geflogen werden ". Was ist dran an der Aussage oder betrifft es nur die neue Stäbchen-Generation wie Ozone Delta etc. . Wie wird es beim neuen Maverick ? Derzeit fliege ich den aktuellen Maverick L, mit 2-3 kg drüber und bin im Gebirge gut dabei. Sollte ich was ändern ? Was sollte ich also demnächst bei meinem oder dem Neuen beachten oder ändern ? Vielen Dank für Euere Mühen, Gruß Mane

Gerade in dieser Klasse ist Geschwindigkeit erwünscht, denn beim Streckenfliegen soll es zügig vorwärts gehen. Deshalb würde ich ambitionierten, geübten Piloten immer empfehlen, an der Obergrenze zu fliegen, zumal das im Steigen keinerlei Nachteile mit sich bringt. Dazu ein Rechenbeispiel: Der Zuwachs im Gleiten der "neuen" Generation sind um die 0,2-0,3 Gleitzahlen. Der Unterschied im Gleiten eines Modells bei 20 km/h Gegenwind; zwischen Obergrenze und Untergrenze, ist etwa eine drittel Gleitzahl. Bei einer Empfehlung, einen Streckenschirm im mittleren Bereich zu fliegen, würde ich eher vermuten, dass die Zulassung der Obergrenze wohl grenzwertig war und man so das Risiko etwas abzuschwächen versucht.

Daraus sollte man aber umgekehrt nicht schließen, dass ICARO-Schirme im mittleren oder unteren Gewichtsbereich nicht gut zu fliegen sind. Wir legen besonderen Wert darauf, dass die ICARO-Schirme auch gerade im unteren Gewichtsbereich Spass machen. Die in der Zulassung angegebenen Gewichtsgrenzen sind nicht nur fürs Papier gemacht.

Liebe Grüße
Michael Nesler

Das Schlagen mit den Ohren tritt manchmal bei einer ganz bestimmten Gewichtsbeladung auf und weil du bei ganz grossen Ohren die Bremsen mit herunterziehst. Lösungen dafür gibt es einige:

• Je zwei A-Leinen (außen) pro Seite nehmen und weniger tief runterziehen.
• Beim Nachgreifen extrem weit nach oben fassen und darauf achten, sowenig wie möglich die Bremsen mit herunter zu ziehen
• Bremsen loslassen - Schon beim Einleiten des Manövers mit Vollgas fliegen

Liebe Grüße
Michael Nesler

We are working on the new MAVERICK 2 for almost about a year now and we are confident that it will be ready in time for the new season 2011.

There were proto types which were contemplated as real 2-liners (picture in the last DHV-Info magazine) incl. high aspect ratio and also a few carbon mini battens. Finally it will be a Hybrid-3-liner with extremely flexible nylon battens and a new profile. In addition we have rewritten our complete software program in order to gain even more control with the calculation of the tension and to have more control over the ballooning. This will improve the performance without degradation of the extreme flight characteristics.

The aim is clearly defined: same flight safety and simplicity as in the MAVERICK (definitely not EN-C but DHV 2!) with the performance of the latest EN-C gliders on the market.

Additionally it will be a light weight construction, it can be packed like a "normal" glider: cell on cell (use a cell pack bag) and we do not want/like to fear flexed battens!

Best regards,
Michael Nesler

This depends a bit from where and how do you fly. Competition lines don't like sand and, if they get wet, very cold weather. In this conditions and if you flow many Sats or other freestyle manouvers with high g-forces, we recommend to change it after 200 hours. Of course lines can break, if they are going very old. But the probability is very low, as the lines from Maverick are quiet oversized. The bigger problem is the change of the trim. That's why it makes sense to give the glider from time to time to us for checking it. In this occasion all lines will be resetted to the original lengths and the glider will fly like new again.

Best regards
Michael Nesler

GTO is not a serial wing. It can be made for the weight you need. XS is good from 70 to 90 Kg take off weight. Optimum is between 70 and 80 Kg, with 90 Kg it is very fast an dynamic, but performing very well. For the lines: As the main lines are also made with nude aramidic lines, we recommend to check it every 100 hours, for resetting the trim. And the should be changed after 200 hours.

Best regards
Michael Nesler

Hi ICARO team, I am using the cell packing bag of the first generation. All in all I like the system very much even tough I sometimes need a little longer then the other pilots who just stash their gliders into their packsacks.. But what makes me wonder is if the zip has been placed wrongly? As far as I can imagine it should be closed from the other side. Then you could close the zip after folding the glider and shift the remaining air out of the glider. My idea would be to attach the zip on the other side at the trailing edge.

When we developed the cell bag we have actually tried both variants. During the trail sessions we have noticed that the cells kept slipping out. When we attached the zip at the top (the way it is now) we did not have this problem.

I am using the cell bag myself and here my version of packing the glider effectively:
Firstly I put the right cells on top of each other (from the middle) and then the left ones. Now both piles are in front of me. I fix both piles with a compression band. Not too tight because later on when I put down the trailing edge I want to release some more air. As mentioned you pack the trailing edge like the leading edge on top of each other while pushing out any remaining air. After this I put both half's first in front on top of each other and fix eventually both with the compression band and the Velcro.
In addition I close the zip from the top a little and while I am doing this I am putting the remaining glider on top. Followed by folding the glider as before.

I hope I could help you. But should you have any further queries please do not hesitate to contact me personally.

best regards!
Michi Scheck