products   news   links   dealers   about us
home page   site map   email
past models tuareg > reviews > Parapente Vuelo Libre, December 2011 tuareg topics
ambar

arial

bali

bali-2

bantoo

cargo

combat

coral

evo

honey

impulse

kali

kinetik

kinetik fr

kinetik plus

loop

nitro

pulsar

quarx1

quarx2

ru-bi

serak

silex

spiro

syncro

tactic

tecno

tempest

tempus

tonic

tuareg

tucan

windy

zenith

zenith evolution

zephyr

zephyr-2

zephyr pw
products


Windtech «Tuareg»

Super BI

This is the replacement for the Bantoo and the Cargo. The sizes are reduced from 3 to 2 and goes on a diet and weight is 2.2 k less with many of the current innovations. It has a new profile and nylon wires in the leading edge, a high vault closed toward the wing tips and a trim system to accelerate the wing. The planform is very elliptic with a cells's wind range form 33 to 26 cm. The openings are big and slightly trapezoidal and ribs are reinforced with wires in the leading edge and no other classical reinforcement is used (mylar dacron or trilam). the wires are set in all the ribs and measure 80 cm (the bigger in the center). In case there is a damage on any of them is very easy to replace them without removing any stitching. They are made of plastic and are bended in a spiral way so they can not tear the top surface.

The line set up has two floors and the top one goes to every 2 cells and leaving the other 2 cells without attachment points.

The diagonal ribs are unique trapezoidal pieces starting at the attachment point and following the load angle of the lines and finishing in the center of the profile.

The riser length is 43 cm (A risers is split in a baby A' for big ears maneuvers) The rear risers has a trim system to accelerate the wing

The wing designer, Alvaro Valdés explains the goals and the design of this new tandem and also the first flight impression are given by Basilio Silva (Spanish champion, instructor and professional tandem pilot).

Compared to the Cargo this wing has better inflation, a great handling and better glide and speed.

Windtech is also a well known brand for paramotor pilots and trike pilots so this wing it is very well reinforced and has a big surface. A must for the trike high load which isnormally required.

How this wing is?

We wanted a lighter tandem wing, with a better inflation than the others and above all a good handling with light brake input.

The aspect ratio is higher (5.2 Cargo, 5,36 Tuareg) the trailing edge is straight and in the leading edge we replaced the dacron reinforcements for wires, therefore we save weight and the inflation behavior is excellent, specially without wind.

The vault height is the same but less flat and the arch is bigger although the projected aspect ratio doesn't change.

There is a new profile less thick but the same center of pressure and different lines toward the end to improve the handling. Therefore the opening positions is different and the location and shape of the V-ribs (they are bigger to get a better top surface definition). We have also draw a different geometry in the attachment points, V-ribs and lines to reduce the overall weight.

The Cargo had 184 V-ribs, the Tuareg 88 only and the line setup in 3 floors reduce the line consumption in more than 100 meters.

So we have achieved what we wanted. Weight is much less (<9k.).

The Tuareg Tandem wing does launch better, has a better glide and handling is great and less physical.

Text by Alvaro Valdes -designer-

In Flght

The wing inflation is easy and very light although in a high altitude take off as Castejón (2200 m) it seems as it takes a little time to find lift. The trims system is only to fly faster since the normal position is trims closed, therefore all the trim travel is to speed up the wing. When the trims are open the wing flies fast and is very stable.

All the finishing and quality on this product is high -a standard in any Windtech wing. They are quite solid and efficient. The line diameter are quite thick and I have to mention that motor flyers using this wing with a trike will like this plus of resistance in the lines.

One of the improvements that Alvaro commented are the nylon wires in the profiles. They go around the leading edge and make a curve in a spiral way to reinforce the rib. These battens help the leading edge to maintain the shape inflated and launching is easier now. They save a lot of weight compared with the old dacron reinforcements used before.

The first 15-20 cm of brake travel -once you are airborne- is light and you can do gentle turns and light wing-overs. However to make a sharp and quick turn more brake travel is necessary and this becomes now physical. The brake input is getting harder and harder as we use more brake travel. This is quite good to prevent stalling the glider in case we make a mistake and over react.

This wing is quite stable in the pitch control and Dutch roll. It always tryes to stabilize by itself and goes back to the normal position above our head. Therefore to maintain the turn we have to insist with the brakes but it turns really well and the handling excels so you can land the Tuareg in a small landing field or you can fly thermals and do soaring close to the slope since the handling is quite precise. When the wing goes in a thermal it bites the colum and stays in it since the pitch angles are quite flexible and it always transmits safety and the pilot does feel this is a non demanding wing.

New profile with more arched shape, and diagonal lines geometry lighter and simplified. The glider weighs 2 pounds less than the previous tandem.

Since the risers are short the big ears are handy. They are big and they exit by themselves without any input. A tool to lock the big ears is missing. It has not the B system riser as the previous tandem (Bantoo and Cargo) This system used to work really well and it enabled to make B-stall with a tandem wing. Something impossible to do without such a system due to the high load of a biplace.

The landing with the Tuareg needs a decisive input in the brakes to stop the wing since the stall point is quite far and the brake travel very long. A good wrap around the hands of the brake line is helpful to slow down progressively the wing and you need a long glide in the final straight line to have a smooth landing and use all the energy of the final approach. At least this is the feeling I have when landing at 1000 m above sea level.

Basilio Silva's note.


Technical Specification Marks out of 3
Inflation : trims locked, very smooth • • •
Turn entry : first part light • • •
Turn reversal : quick response • • •
Slow turn : it gets physical • •

Handling Marks out of 3
Slow flight : stall point far away • •
Normal flight : confort, stable • • •
Fast flight : with trims open effective • • •
Pitch : stable and absorging • • •
Roll : stable and absorging • •
Handling : correct, easy to control • • •
Stall : amost impossible • • •
Tension : correct and solid • • •

Performance

Wing loading 110 kg (3.74 kg/m2)
Min speed 24 Km/h
Speed 50% brake 36 Km/h
Trim speed 44 Km/h
Max speed (100% accelerator) 48 Km/h
Min sink rate 1.2 to 36 km/h
Best glide Not measured

Manufacturer Windtech (Gijón, Spain) Designer Álvaro Valdés
Production Gijón (Spain) and Sri Lanka
features

technical data

colours

reviews

pictures

brochure

manual

quality control

warranty