Skyhawk Review by Gil Dodgen

Skyhawk Review by Gil Dodgen

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Glider Showcase: Wills Wing Skyhawk

By Gil Dodgen
Originally published in Hang Gliding Magazine, February 1984. © 1984 United States Hang Gliding Association. Reproduced with permission. Photos by Rob Kells.

This review reflects the author's personal experience and assessment at the time of publication.

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This month Hang Gliding begins its Glider Showcase series. As new models become available we will attempt to present as much information as possible so that our readers who are contemplating a new glider can investigate the offerings.

Several points should be kept in mind. Remember that gliders are usually available in more than one size, and that hang glider design is as much an art as it is a science. This means that the glider model being showcased may not fly exactly like the others of the same design but different area. One can scale the glider dimensions but one cannot scale air molecules or the flexing characteristics of an aluminum tube. If you are interested in a particular glider we advise getting a ride on one. Since the handling characteristics of a wing are often a matter of personal preference, you should find out for yourself if a particular design is for you.

Since we will be reviewing new models, some may not be HGMA-certified at the time of the evaluation. Be sure that your glider is certified when you purchase it, and be sure that the particular size you are buying has actually gone through the certification process.

This month I decided to give the Wills Wing Skyhawk a try. This is Wills Wing's new entry in the fun-to-fly category, with emphasis placed on handling and landing characteristics as opposed to high speed performance. Having flown this design I am convinced that, for the recreational pilot, most double-surface gliders have sacrificed way too much in weight, cost and handling for a relatively small amount of high-speed glide. Most of us don't even often make use of this performance in weekend-type flying, where XC is not attempted.

Set-Up

For those who are familiar with the Harriers, the Skyhawk will present no problem as it is virtually identical. The glider employs a break-down control bar which stays with the glider (one bolt with wing nut and safety disassembles the triangle which then folds into three parallel sections) and a folding crossbar that deploys automatically as the wings are spread (the external crosstube being initially free of the keel so that asymmetric spreading of the leading edges does not bind the crossbar). Battens are half-inch cambered aluminum with flexible rear portions for the inboard few, which provide reflex when the sail blows down. Washout tips plug in without hassle and quick-connect tangs are a nice convenience. My only complaint is that the double-purchase batten fasteners, which are highly tensioned, are hard on the fingers. If some system could be devised to provide more leverage it would be greatly appreciated.

Flying Characteristics

I should first comment that I did not get as much time on the glider as I would like to have, but after more than 1,500 flights on at least 40 different hang gliders over the last 11 years, I feel that I have a pretty good impression of what the Skyhawk is up to.

Static balance is quite close to neutral, making the glider easy to handle on takeoff. I launched the glider from a very shallow slope on Marshall Peak near Crestline, California in a virtual no-wind condition. Although I had to give it a good run the glider began lifting almost immediately, making the launch easy. For those who are familiar with the less defined airfoil of a glider like the Raven, which needs to inflate before it can do much flying, this is a welcome feature.

Once in the air I immediately went prone and headed for the point to scratch in the marginal lift. This was a good chance to feel out the handling close to the hill where it really counts. I felt very comfortable immediately. Roll response is more immediate than that of the double surface ships with less bar pressure, although it is not as quick as the Harrier or Raven. In general, the handling seems to be a compromise between the more solid feel of the double-surface gliders and the more rapid roll rate and lower control pressures of the older designs.

After flying out over the landing area, with some altitude in smooth air, I tried some stalls. First I tried slowing the glider up gradually and found that the slow speed capabilities are really impressive. The glider kept flying even after the air went dead quiet; a true stall never seemed to ensue, although eventually one wing began to drop gently as the glider tried to resume flying speed. Even at these extremely low speeds the wing remained controllable, although with exaggerated control forces. The bar was pushing back at me with great force, a feature which should be reassuring to a new pilot who may not have developed a feel for proper airspeed.

I then entered some gentle coordinated 360s and found that the glider flew itself around the turn with only minor control input, a small amount of push-out being necessary to keep the turn going. When the bar was released the glider would pick up a little speed and slowly begin to level wings. A few feeble attempts at spins resulted in nothing. As the glider stalled in the turn it would simply drop its nose, tighten radius slightly and resume the turn. Straight-ahead stalls with more entry speed and a more aggressive pitch-up produced a gentle break with little loss of altitude before recovery.

In general I found that the glider really let me know when I was doing something wrong. It would be pretty hard for even an inexperienced pilot to totally foul up, unless he or she were determined to horse the glider around against a lot of resistance. This ship is a lot less work to fly than the Duck, feels more comfortable up close to the hill working thermals, turns tighter at lower speeds and in general is more fun and confidence inspiring.

Landing conditions this day could not have been better to test out this most important characteristic. As most of you are aware by now, pounding gliders and bodies on landing has become a major concern with the fast-flying blade wings. I landed on a slight down-hill slope in absolutely no wind; I may have even had a one or two mile per hour tailwind. I intentionally slowed down more than I would have in a double surface glider to test the flare response at low speeds. When I could wait no longer I gave the bar an aggressive shove, the nose came up and I walked out in two steps. My subjective impression was that the glider would be a little harder to land than a Raven but definitely much easier than either the Harrier or the Duck.

Extras

The glider comes with a package of spare parts (those most commonly lost such as safeties and velcro ties), a Wills Wing team cap and an excellent 60-page owner's manual. The manual covers specifications, technical information, set-up procedure and pre-flight, flying technique and tuning. A service section covers maintenance procedures and includes a service record form. The manual is illustrated with complete exploded views and photographs. Interestingly, Wills Wing has included an owner survey form and a subscription to a manufacturer newsletter, which is a combination of hype and good information on flying and glider service. I was impressed by a dealer delivery check list which is clearly designed to be sure that the dealer test flies the glider and covers important details with the customer.

I am quite aware that in today's hang glider market personal preference is as important a factor in choosing a new ship as anything. In these glider showcase articles we will try to present information about the design in as objective a manner as possible, with flight impressions to give a general idea as to what to expect. In the end, however, it is you who must decide what is right for you. I encourage pilots in the market for a new glider to test fly several different models, and to never buy solely on the basis of another's opinion.

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Specifications

At the time of this writing (early January, 1984) the Skyhawk was not yet HGMA-certified.