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2016-10-20
AEROS is 25!
2014-11-21
Reminder: Safety Directive 017 first published on August 5, 2014. Make sure that your glider is safe
2014-09-08
Safety Directive 018
2011-06-07
Danish Open HG Championships (29.05.2011-04.06.2011)
2010-10-12
Take off with the tailplane on trolley
2010-02-24
We had 2 competitions in 2010 in Japan so far.
2008-09-05
German Open 2008
2008-05-29
Primoz Gricar placed first flying a new Phantom.
2008-05-13
Stan goes big again
2008-05-13
Stan Roberts flying on a Phantom set new New York State record 177 miles!
2008-04-08
Aeros Demo Days
2008-04-08
New Viper certified by DHV
2007-12-24
Sport Results 2007
2007-12-13
Combat L pilots win the biggest hanggliding rally!
2007-11-21
Aeros is sixteen!
2007-09-27
Podbrezova Cup
2007-09-19
Grinenko Cup
2007-09-19
UK Nationals & St Andre Open
2007-08-04
Aeros sponsors Ukrainian HG Championship
2007-07-13
Ellenville local record set with Aeros Phantom
2007-06-27
The Practice Europeans: Aeros representatives win the first two places!
2007-05-31
The Aeros Demo Days before and after Pre Europeans.
2007-04-25
The UK record of Aeros Phantom
2007-04-17
US Nationals: Aeros Phantom is among the leaders
2007-04-11
Bassano Montegrappa: Primoz Gricar is the leader
2007-04-05
Aeros Demo Days Spring in Germany are over
2007-04-03
Hohe Wand Pokal
2007-03-30
Aeros Distributors Meeting
2007-02-22
Primoz Gricar: a new Aeros distributor and a good sportsman
2007-01-02
Sport results 2006
2006-12-26
Aeros Winners 2006
2006-12-04
The Aeros Trolley for aerotowing take off
AEROS PHANTOM PILOTS REPORT

I have been a flex wing pilot until last year, so my only comparison of a Phantom is to a Flex.
Assembly
Assembling a Phantom consists of several steps which have to be done in the right order. This can be learned very quickly, so assembly doesn′t take much longer than for a flex.That became almost boring compared to the exciting assembly of a Phantom.The constructional solutions and ideas are simply cool.
Launching
For foot launch off the hill I mostly use cca. 50% of flaps, following the motto "better too much than too little".
The wing carries very quickly and stable, it gives the pilot the confidence to launch at any launchable conditions and any hill steepness. It has no tendency to nose up or down. The angle of attack before launch is similar as with flex.
The only difference for a flex wing pilot is higher weight to accelerate with and a feeling, that on your shoulders there is a board which will never fly. But this is over after a step or two.
Aerotowing off a cart is even simpler. Here the flaps position is not so important, in Florida I was mostly using cca. 30% flaps.
Handling
Through aileron system handling a Phantom is very light and direct endash very similar as with flex. The wing follows any command, almost any thought. Small, light directional corrections can be made also with weight shift, without engaging the ailerons.
Thermaling
Compared to the flex thermaling is very simple, efficient and doesnt cost pilot much power. Phantom circles in any angle position without bigger corrections from pilot. Circling radius is regulated with flaps. For light, wide thermals no flaps or 10% are used, for narrow, strong thermals the use of flaps can be up to 60% .
Narrow thermal bubles can be felt and used very efficient by the pilot.
Pushing out the control bar in thermals and slowing the wing to 40kph or even less is no problem.
Gliding
Phantom was built for high speed glide.At the moment it is the only rigid wing with RVG system. This system consists of a complicated mechanism inside the wing and of a second cord on the speedbar.
Pulling the cord lowers both ailerons so changing aerodynamical properties of the wing through wing twist. Bar pressure gets lower, wing gets faster and glide improves.
Launching, landing, thermaling, aerotowing and gliding up to 65kph MUST be done with RVG OFF. This way the wing allows very low speeds, narrow turns and gives the tremendeous pitch value, much higher than most flex which is felt on high bar pressure.
RVG ON makes gliding over 70kph very easy. The bar pressure gets lower, getting higher again with increasing speed, glide improves, still very good pitch value increases with speed. In this RVG position max. speeds way over 120kph are possible, 85-90kph is normal gliding speed.
Despite high manevurability the Phantom is very stable at glide, almost no directional corrections are necesarry, turbulence is simply cut through by the wing.This makes aerotowing and long glides extremly easy.
Landing
With full flaps landing aproach is slow and easy, descending angle similar steep as flex with drogue shoot.
When it comes to bringing the Phantom to full stop, there is a diference to the flex wing, which allows less concentrated landing.
The Phantom has sensitive wing tips, that is why the last seconds of the flight need to be done in the right way.
My preferred landing is to make full flaps, descend to ground effect and fly until the end of lifting force then stop the wing with few steps, without pushing the A-frame out.This way Phantom can fly very slow, much slower than flex, so the landing works also at light winds.
When a pilot pushes out energicaly with full flaps, the stall comes very sudden and is not controllable.

Second way to land is to make 30% flaps, apply the drogue shoot to shorten the aproach and at the end push out as with flex. At this flap position the stall is similar as by the flex, it happens at a higher speed.
Trimming
You can trimm the Phantom by changing the hanging point and to move the aileron range up or down by changing the position of aileron control levers.
The hanging point should be adjusted so that trimm speed (RVG OFF, flaps 0) is arround 46 - 48 kph.
Screwing the aileron control levers in or out the aileron position can be adjusted. Experience has showen that moving the ailerons down results in worse aerodinamical properties of the wing, thermaling and landing becomes more complicated (higher speeds), even glide gets a bit worse.
Therefore the serial settings of ailerons is recomendable.
Have fun,
Primoz GRIGAR
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