Lowe & Slow Issue 14 1972

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"When asking tor spec1!ic and short iniormation, either give a phone number to call collect, or enclose a self-addressed and stamped envelope for a :return message. station collect unless you otherwise specify.

I will call station to

*Your publication center is not yet complete enough to pinpoint publication dates. The many facets of serving you are beginning to be shared by more people and local clubs. National level contacts have been being made by your editor.,., these tasks are gradually being shared by other memters.

A stapling system for the booklets is now installed. A fine.r halftone photo-screen has not yet arrived, but when it does we will have a continual flow of fine.r detailed photographs. ~'As competition arises Low & Slow will mobilize all its capabilities to stand healthily. >',<Let us develop the pros and cons as regards cockpit systems and dive recovery systems. These two areas have much in common with each other. >:<Plans and ideas in Low & Slow are not necessarily good or poor.

BE SURE before using them.

,:,The fly meet on May 16-21 in Florida by Bill Bennett was interesting.~ yet not self-soarir;ig.

The fly meet on May 20-21 in northern California was interesting~ yet not self-soaring. The best informative aspects of these meets will be absorbed into the pages of Low & Slow for the development of self-soaring technology. Bill featured the idea of 3/32 11 cable in the trailing area of his sharp nosed dClta wings. The release from tow events gave some time for control practice for the kite fliers.

The highly practiced sharp-nosed Rogallo fliers under Dave Kilbournc's local club in northern California displayed some fine dclta.-wing gliding. More on these meets and the many other meets happening will be r,cportcd in the next few L&S 1 s.

*1000 good (?) fljghts can be .i.chicvcd in ..i. wing that could not recover from a dive. Do you want to know .:i.hc..i.d of tim c what kind of dive rc1?overy your system really does have? Did you know that a gust can tmt your flight into a <live mode quite quickly? What would you and could you do about it?I Have you thorollghly test .i. one-third size model of your system using equivalent weights and pilot model? M:1kc the pilot position .adjust;iblc. Discover pilot actions necessary in dive modes. Drop the model straight nose down. What happens? Docs it happen every tine?

* The F!RST MEMBER SIGNING AS A SELF-SOAR ASSOCIATION MEMBER was Lloyd L;cher, 1972.

Lloyd wa.::. recently elected vice president of his local hang-glider club after your editor withdrew from the san1e position (so the club could hav.e a greater degree of self-determination.since yotrr editor is IOOo/o dedicated to a purism of self-soaring service •...• and wherein the club's direction was obviously tow;:1.rd non-self-soaring habits., •.. ha.bits perhaps good in themselves, but habits that simply arc not self-soaring ..... habits found in good shape already in other organizations.)

,:,usE BLACK PENCIL OR INK WHEN YOU MAKE YOUR DRAWINGS FOR SHARING WITH OTHERS. PLEASE USE VERY WHITE AND CLEAN PAPER. I WILL RETURN THE ORIGINAL if you cannot arrange to send a very good positive or negative copy of your drawing. A Xerox copy will not do.

Draw details of little devices you have discovered.

Please send 3:x:4 to 5x7 black and white glossy photographs of construction and flight. especially shots of innovative construction details. ,:=wORD just came in that your editor will be the aeronaut extreme on an upcoming Dial Soap TV commercial. The scene is half in the shower. half on the flying field. Extras were S-SA members Bob Keeler.

Wink Saville.

Scott Strom,. and the ground teclmical assistant and glider makcr-'5.esigner was Mike Koman. Hang-glider was K-2..Cand was of such nature that no one should build it without contacting the S-SA because of some minor, but important modifications that should c!e!irlitcly be n,;ide on the ship (like adding a full empennage or both super-sizing the spoilers, add a bit of dihedral, and definitely increasing the reflex and sweep on the wing. !)

The shower shooting took 10 hours;, the flight scene~ 14 hours ••.• including some SO kisses!

I think that dial shower will keep me clean for the next six months of hang gliding. IF the 30 sec. comrnercial shows, then L&S will be able to own a quality printing press to serve us all with better halftone photogr.:i.phs in L&S. Be sure to write in to your TV station (if you watch} that you much enjoyed the hang-glider Dial commercial. Mike and I had to take 2 l/2 weeks out to complete this job. You will benefit through a better L&S if our risk turns out to be fruitful.

I promise more details, plans, and photographs ..•... just hang-on a bit., ••• advance your own creative notebook ..... model up and DEMAND OF YOURSELF a habit of safe experimentation.

APEX

COVER STORY··

Michael A. Markowski, president of Man-Flight Systems Engineering, self-soar club organizer, and designer of "Kiddie Hawk" (TM) (a younster's hang glider), shares· with us his all new stabilizing "APEX COVER'\ He says, "By adding a wing apex cover it was found that positive stability could be maintained in normal flight situations, with the c. g. located at the keel center line ! This then indicated that increased stability could be realized with the center of gravity in the usual law position below the keel center line. 11 (and)

ffiHHLIGHT SYSTfffiS fnGlnfffi!nG

"~::~~e7!s;;~!:ie!i~~ing machine and/or ha-e Pl'tOl"DSIONAL EHOINICIE .. 1"10. it analyzed for sui.al.il.ity 011::s1G11 A,.o DnAl"T1Na. ~ of flight, is welcome to RKIIEAftC:>j Al'tD 01::Vl[LOl"Ml:NT, contact us .11 (and) «The performance ~minded can also benefit by using MFSE serP. 0. BOX 37~. MARLBORO. MASS. 017!52 vices. We'll suggest design modifications so you can win that next meet. 11 .

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by Joe Fo..usf) /'172.

5'! Dudlt!y Al'.•~ Venice., CR 'fOZ.'II

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Dick Eipper '- EXTREME AERONAUT

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EIPPER-PERFORMANCE FLIGHT SYSTEMS 1733 BORDER AVE. TORRANCE, CALIF. 90501

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It is expected that 90 % of all self-soaring hang-glider pilots will have a Rogallo wing hang-glid~~ among their possessions despite their personal experimentations with othe:i;- forms of lifting devices (?). A standard class will develop. We will continue to investigate all forms of self-soaring. but the 80° to 90 o Rogallo hang-gliders will be familiar to all. Dick Eipper picked up on this vision over a year ago. With perhaps an hour of sleep per day for a year Dick has pursued his position in the movement ..•.... with great success. Area Code: 213 , 320~313 · Dick is our movement's first and strongest profcssi.~:il who cares to produce top Rogallo wing hardware for the convenience of home builders who do not wish to pay the $500 ;_o $600 for a wing from one of the existing ski-boat kite .manufacturers. Dick will soon have comp'etition from an Eastern U, S. self-soarer, but let us for the moment see what Dick is offe~i.ng.

Dick has served as a powerful president of his local hang-glider club which now claims a membership of 130 members.

He is funneling his experiences into refinements of the Rogallo wing hang-glider system called the "Eipper FJ.exi-Flicr", a refined Rogallo wing hang-glider.

WHAT IS THE ''FLEX! - FLIER 11

Dick researched NASA notes, culled Low &: Slow files, battled the design-concepts of L&S, investigated the (SEE BACK COVER PHOTO) ~904 French Rogallo wing, studied Bill Bennett's skikite ideas and structures. reviewed Dave Kilbourne •s plans and ships and flights, severely tested his own designs for flight and durability. Dick compared the details of all these Rogal.lo systems and came up with the "Flexi-Flier. 11 The ship system has been editorially tested; it has met the winds of storm, and criticism, and competition.. The 11 Flexi-Flier 11 has modified itself in several stages until now ..•• now it is a fine system worthy of high respect (Don't forget we still need a wise pilot to go with the system to make a safe total system).

It has more with less than any system in its class at the moment.

It is the first Rogallo wing h.ang-glider to receive permission) from S-SA and SSA to advertise itself in Low & Slow and Soaring.

In 1972 on May 21, a FlcxiFlie::r: pilot Jolm Linardos broke the local Docweiler Beach soaring duration record held previously

by Dave Cronk. John now holds the record off the 30 ft. dune for 60 second duration, brealg.ng Cronk•s record of 48 seconds achieved in a Cronk Kite 3 system. In the recent northern GaliDrnia Otto party. 7 Flexi-Flicrs were evident. Matt Colver and Ernest Feher showed,respectivel:y; the differences between the 18 foot and 15 ft. Flexi-fliers. Each had made their own ships using a special Eipper-.Formancc Control Bar system and hardware kit. They each bought their own aluminum tubing.

As they save their money, they intend on getting an Eipper sail-form for theit system ••.. -sails of stabilized dacron made by both Dick and sailmaker Michael Huetter, an employee of Ei..pper-Formance Flight Systems.

Michael Huetter can now claim to be a true self-soarer. May 21, 1972, at 3 p. m. , Mike, Eipper's sailmaker, self-foot-launched into a full test of a white dacron sailed Flexi-Flier and did so with style and joy.

We ca.n fully expect that each sail made by M:ike will be blessed with the care of a pilot-sailmaker. And we are glad that Mike was first a sailmaker and then a pilot.

Dick is the pilot-become-Sailmaker. All-in-all Dick has a team 'for sails that will stand up against. any future competition in the self-soaring field.

Further, they have a program to advance their skills in specialty sail forms; the sail-forms that will serve the special needs of self-soarers a field that has been little investigated by sailmakers anyv.rhere in the world.

If you intend having a standard class Rogallo while you experiment with other self-soaring systems, you might consider the savings that can come your way by dealing with Dick Eipper.

You need not research so much to find the standard class design ...•• it is being found already.

Do your research to find non-standard class advances in other wing systems .••.. perhaps. L&S will emphasize non-standard idea development while it in parallel will serve the development of any standard class that emerges. (For instance, L&:S will discuss such items as Frisbee holders on your Flexi-Flier E.ogallo, and lemonade coolers for attachment to the control bar system).

(What are som'c of the better ways to store your dust bombs on yo\ll; Rogallo ...... and how will we release them while,in flight? If you must carry a few tools, where will you carry them ?i' While £liking in your Rogallo ·hang-glider you will want to carry foodstuffs. Where will you put them? What auxiliary lift devices might one put on a standard class Fle:x:i-Flier? L&S will have many discussions and plans that will serve the interest of those who are keeping an Eipper type bird in the home cage, even though L&S will never assume that the wing-type-system is the only answer to self-soaring, because the system is not . . . . . . . . , but it is a system that seemingly will not fail to be very popular.)

HERE IS A L&S LIST:,OF WHAT IS BEING OFFERED BY DICK EIPPER THROUGH HIS COMPANY called Eipper-Formancc Flight Systems and ((also recently added a division called Sail-Forms)) FLEXI-FLIER PLANS in their 2nd main edition including a full catalog of offerings; $5 These plans arc complete and of high quality draftsmanship. The ideas are not half-baked, but rather baked with the heat of thousands of hours of concern.

The plans give complete details for the making of an 18 foot and 15 foot s:ize sy-stem including: all the benefits of the king-post system and control bar system.

Simplicity is the key word, yet for a standard class one would have a neat plan as a conc<::Ptnal bas<:: for anv modificatiQn.~_ds:sired Dick realizes the variations

that exist in our person.al budgets. His plans permit one to build a top ship withom the pilot having to buy any h.ardw.::i.re from his company. But. Dick. recognizing that his spcci:i.li..:ation will distinctly compete with the costs that one will incur when one tries to build 01H: 1s own ship. Actually, one will find it hard to not use the convenient scrvic<.:s of Dick while pursuing the completion .ndpez:fection of.the plans •.

The plan features 11.c:,t little items like tubing bushings of alU:mi~~~ ~~"Y to m.~e them in contrast to copper bushing:; (a.::. rcg~rds to electroly,si:> ~4 c.<>s. ~. 'factors.)

11 A builder will not be.~ frHstratcd by not being able to Nico-pres~.ll Sl';e:,Yes, .?n cables.

The builder c:::m buy a complete harclw,irc kit fro:111 Dick at a reasonable :e.rice, p_rice lower than one could ~ct if one was honest-in adding u~ the hOurs,, C?f's~arCh' for parts, the g.ilsolinc cosl for the search, the travel wear. the mistakes in purchasing, and the uncertainty of quality of parts purchased. Even if you:·do your own cable slc,cvc pi·cssing, Dick h.a::,. figured ::.t. w::.t.y for you to do it in a secure and low and slow way. Sec the next item: ~ 1

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Swagc-It tool.

$9.50

The pressing of sleeves onto ain.:r:ift flex cable is ail art tl:a.t Shccld not be :messed with. A proper squcc;,-.r.: on ,1. copper sleeve: is ~1eeded ·to ··assure one of the safe-hold of the sleeves.

L&S fully tested a cheap t001 sold for $2. 50 ..•.... that alrnost cost your editor's life. Dick has helped to solve the problem of tool availability in these regards. Nico-press sells a production combination tool for $40, but the home-builder need ·not pay so much to get equivalent quality. The home-builder can get the Swagc It tool from Dick for the going p"i-icc of $9. 50. It operates on several sizes of cable sleeves useful to self-soar builders, although it takes a few seconds longer to operate than the .$40 tool.

HOW EV ER, Dick, for complete hardware kits of the standard 15 ft. and 18 ft. Flexi-Flier systems, will provide precision cable lengths with all the swaging performed on the nico-press sleeves; all thimbles will be placed at the precise distance from the ends of each cable assembly.

All Eipper cable is stainless steel cable.

WHAT ELSE DOES DICK OFFER lN HIS ATTEMPT TO SERVE SELF-SOARJNG PARAWlNGERS? HAR.l~ESS:

Do you want to fly in prone position or sitting position? S-SA recomm·ends that you know that you can fiy well before going into prone position as a regular flight posture. ~rone crashes can be hurtful to the cranium. Dick Eipper has ~ ~ine harness. a4Justable for various sizes of pilots, that will permit a person to have shind-up posture as well as prone posture. It is a comfortable harness; you will not fall out of it e·ven if you turn yourself upside down. If you wish to put birdseed on one of.the ·pieces of webbing for feeding our cousins during flight, you might arrange for Dick to sew such on one.

DO you check you system out entirely before each flight? /? ? ? ? ? ? ? ? ?

SWfi\JG SEAT: E-FFS will serve_you here. Consult him on swing seat needs.

COMPLETE HARDWARE KIT FOR THE 15 FOOT FLEXI-FLIER and 18 Foot FLEXl-FLIER These kits do not include the long tubing {Leading edges, keel. spreader spar). but do include the aluminum tubing finished in a complete assembly as regards the king-post and control bar assemblies.

Also in the kit will be the nose-hinge plates:1 shackles, cable assemblies made-up {remember this is ior the exact standard Flexi-Flier} with their thimbles and swaged sleeves (you could then not have to buy a Swage It tool, but L&S recommends the Swage It tool for your tension experiments for other airframes), stainless steel cable on all cable, required turnbuckles. necessary eye bolts, and all other necessary bolts and nuts.

The hardware kits do not include a sail. Beside the the hardware kit you will need a set of aluminum tubes or equivalent beams that will be compatible with the bolt lengths to be found in the kit. So, if you do not follow the F!exi-Flier plan on sizes of tubing, then be sure to consult with Dick on the matter.

The sail can be made with various materials at home (Poly-film, Mylar, Ty,vek, nylon ripstop, and oth~rs} \With varying degrees of success on up to top-grade style. If you are certai:-t you '!"'ish to continue with the Flexi-Flier wing as one of you:t wings, then you will consider seriously having a st.ilbilized dacron sail sewn to fit your wing to the prcci.sion that Eippcr-Formancc Flight Systems is becoming accustomed to·rnaking.

Dacron Sails for the standard class Flexi-Flier Specify to Dick that you want a sail for a 15 ft. or 18 ft. Flexi-Flier. White sails cost you about $25 less than colored sails. If you choose a colored sail, you'll have a choice of colors in a pattern that you can partially specify (Pattern of lay cannot be changed because of the important aerodynamic and aeroelastic requirements.) But you will be able to plck among the colors for a pattern: Purple, orange, gold. light blue, dark blue, gr"een, or red.

Do not put aside solid colors; you might want to put on your own special syi,,.bol, number, picture, or club logo, or flying team logo.

SAILS for other than the standard wing will be made to your drawing if all measurements are included •.. Consult with Dick on this matter.

Dick made the colored sail you might see on an u.pcoming Dial Soap commercial on T. V. Dick and Mike arc studying the fine points of aeroelasticity~ so that they will be ready for super-aero-fitting of sail-forms. •..•• an art-that·will be critically important in future self-soar systems. Quotes will be returned:_to· Y'?u· WHY SHOULD I STORE MY WING? How should I? Does it need protection?· (GoOd·:i:lea: Si.ii. mt of sun) Dacron wings and stainless steel cable and copper sleeves ...•. aluniinwti ·hi.bing ••• These materials in the standard Flexi-Flier can take a lot of weather'8.buse. but if one wants a wing that stays clean, has minimum corrosion, looks sharp. 1arid retains the highest possible level of reliability, then store your wing out of.su~light~ out of the d.3.rnpness, and out of the way of the main flow of dust; protect it'frdlD'·-the 'ravages of abrasion. In other words, protect your investment so that your wing i:s·'saleablc anii/or neatly flyable for tens of years by encasing it in a heavy storage cover. Dick markets a storage cover for the 15 ft. and 18 ft. model. Send drawing for custom size. He will make them for any hang-glider even for your lOO'long model. Covers: Top-grade Acrilan.

For your experiments with other wing systems: DO YOU NEED NICO SLEE'!ES, CABLE, THIMBLES, SHACKLES? Dick will carry supplies for the 1/16" cable system and 3/32" cable sySE:m.

Word just came in that Eipper-Formance Flight Systems will carry all needs for 1/8., cable systems also.

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Cronk 3: NOTICE LOW & SLOW details: Write to 59 Dudley Ave. , Venice, CA 90291 If you spent $1 for L&S #12, you may get #1 through #11 still for $5 .•.. gives credit of SOf.

L&S #1 through #12 are still available for $6.

Note: An attachment will be coming out to issue #5; that attachment will be enclosed in the issue envelopes of all people who once bought issue NS either as a separate sheet or as a page or 'two of a. coming L&S issue. All members are expected to get on a subscription schedule that makes renewal a low cost item for me.

Most of us are on a 12-24-36-48 .. etc. issue schedule. I will be asking a few to try to get on the same schedule. Once this is solved we all can plan ahead for better issues.

Any back issue may be bought by a member for $1 unless you buy 6 or more issues and then pay only 50~ each. Some people have lost issues and want replacement . .All of us will benefit if your associate readers purchase their own copy to be placed next to their own creative self-soaring notebook.

The 3 week schedule for L&::S is not here yet. Soon! ! I !

Please do not mind if I have sent or will send two issues at once to try to catch up in sharing what is coming into the office from out there.

OveraH, our solutions will best be solved if you will help us grow so that L&:S pays for itself.

That would be the only way to fly.

ATTENTION ! Please: Now make a n o t ~ : : r L&S# 12 over the Cronk 3 plans to the effect: 11 These plans a~~ in need modiii"catiOn-£Orbetter dive recovery assurance. Suggested areas of investigation: I. Kingpost over ship to tie in looseness of structure. 2. Replace nose lines Wlith struts or go to triangular control bar. 3. Move cockpit back to give pilot a bit more aft movement.

4. Add battens with slight reflex in them. 5. Be sure you have the reflex shown in the keel.

6. Be sure to have the sail come off the top of the leading edge tube. DO YOU KNOW THAT YOUR SYSTEM WILL PERMIT YOU TO CCME OUT OF A STEEP DNE? If you do not, then be willing to suffer some large model studies on your configuration. The looseness of the Cronk 3 cockpit has its distinct disadvantages in the dive recovery mode. In dives one could run the risk of stressing the keel boom so as to negate some of the built-in reflex and thus add a pitching tendency at exactly the time when it is least wanted.

Dave Cronk is preparing a little critique- of the L&:S #12 plans. Please note the Pop1.:yar Science. June issue.

Pilot C. G. should be about 6 1 from the nose (depending on sail-form ; The pilot should have the ability t,o move aft. Vertical fins are being suggested for the system.

The arts of properly using polyethelene are not easily mastered; Tyvek from DuPont may be better.

Some tests a:re going to be made on full size Cronk 3 ships concerning its dive recovery and spin characteristics. A:ny input from anyone in these regards will greatly beappreciated by alL A dummy weighing 150 lbs. Will be set in place and dropped into a vertical dive as well as into dives of less magnitude; will it recover from the dive?

A drag producing surface off the kingpost may be needed to help effect dive recovery; ribs may be needed. The system is not ready for class 3 self-soaring, but when it is we shall be soaring about the clouds in mild weather.

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Southern California local club celebrated Otto with Northern California John Lamon demonstrated flawless class #2 self-soaring-ah;post ••. :he kept using a car to go back to the top of the hill in the ship that follows the plans of Kilbourne found in this issue. 8 other 1 ships with knowledgeable pilots flew the same design with similar skill.

Taras Kiceniuk performed a first: his first 360° turn •.... and it was nice. Donna Holland once again let us know that flying self-soar systems is not going to be bias by sex: her control and judgement were superb ---may we· all become so cool as she: (Kilbourne: wing--see plan this issue). A complete story and picture support of this and other Otto celebrations will be soon coming to you in L&S. Please continue to send in stories of your local Otto celebrations. SPECIAL NOTICE; Ernest Feher, the young pilot who £ailed to get a landing area wind direction report near the end of the birthday part,v is well: No bones broken nor internal injuries sustained; he may lose proper growth of one fingernail and he: will suffer~ some heavy leg bruises. We hope to have a complete accident report# 16 as soon as we get a good interview with El'nest himself.

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BILBO-PLAN

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SELF-SOAR ASSOCIATION RECOGNIZES THE RESPONSIBILITY TO REPORT ACCIDENTS THAT AFFECT Tl-'.E GROWTH OF SELF-SOARING. S-SA EXPECTS OF ALL ITS MEMBERS A HABIT OF REPORTING CLEARLY ANY AND ALL ACCIDENTS THAT SERIOUSLY AFFECT THE HEALTH OF AERONAUTS EXTREME OR BYSTANDERS. Accidents happen which should not be attributed to the self-soaring activity. Those accidents which a.re attributed to our activity but should -:iot be wjll be reported and explained.

Piease do your best: to report so that all may benefit.

eReport /JI A,_nop-seH-soariog c3.r-tow systen1 accident: NOVEMBER, 1971 Reporter Joy LoveJoy sends 1n clipping concerning a Mr. Ball of California. This incident involved a car-tow system. Many journals have voiced concern about hang-gliding when desCribing this accident. His death, though, must stand as a lesson for all to stay clear of ::ictions for which full

preparaedness was left behind. THIS ACCIDENT WAS PART OF CAR-TOWING SPORT KITING, For tens and tens of years deaths are recorded against car-towing of manned kites. That sport c;;in b('; a ~3.fr on!=, but the checklist for s3..fcty is much longer and rnorc complex than that of una.s::,i.ated mild-weather self-so~lring activity. Please join the Soaring Society of America if you wi::,h to develop the sport of car-towing, airplane towing, and other forms of nonpilot and non-c.arricd tow systems. Self-Soar Association is specializing in flight .systems that are towed by the pilot crew onl~r either in free flight or in pilot-g:ound-based tethering and in any ~i.x of such co_nccpts. ~ SELF-SOARING.

REPORT J2: REPORT

1971: Ventura, CA:

i\nother car--tow accident Fatal.

NOT A SELF-Soar accident.

#3: 1972: Dave Kilbourne. We are awaiting Dave's personal input conccrni."1.g hi5 leg accidental injury_ We h::ive rumor th.at Dave is preparing for us a comprehensive 31.!mmary of safety a3· he sees it as regard~ hi~ own activity.

REPORT #4. :

Torrance Beach, 1971: Foot break, below ankle. Witness: Editor. Nameis in file and will be given when released by tht: injured himself. The day was his first flight day. A few hops at the bottom of the slope gave an air of success and confidence.

The flier was given suggestion by associates and editor that the wind was too high,. the slope too high, and the wing too high a!";pect ratio (not having controls other than weight shift control). and that his experience was insufficient for dealing with the problems that could develop at the top of the hill. The take-off in heavy wind was with one wing too high and too close to the oncoming wind; a-i out-of-control turn began that progressed rapidly_ The turn would have placed the aerona.ut into a i nasty downwind cr.:.i..sh either into a fence or a house. He bailed out at 16 feet abOve sandstone cliff terrain. His foot smacked a hard spot of the sandstone at such a.yj_ angle and emphasis that several foot bones shattered. Editorial: Passion flight .in the fa.ce of options that \,.,ere pctentially sufficiently convincing led to injury. May we eac:1 strive toward giving honor for results that derive from wisdom first; may we 1et our passion to fly be always servi..".lg to our wisdom. This accident was what could be expected um:ier i:he known circunistanccs. Our passion can b,e an asset; uncontrolled it will be a liabilit1•- Unco::1frollcd pa;5sion to fly is like a focl; it will polh;.tc our our atmospheric ,...,ision; keep the air clean for birds ;:md flying aeronauts extreme.

REPORT #5

John from Riverside, CA,in 1971 was e..""<perimenting in the follo\J."'lng manner: He would cut and fly the Rogallo plastic sail tim,e and again with near-hurt crashes on hard hillside ..... cut and test-fly, ait and tow (friends) te:,t .. , the near-hurt crashes werr:: working in such manner so as to end in a era.sh that broke John 1 s ankle. At one of the meets prior to this injury,John, was asked by a committee if he would more seriously consider not towing at the meet because of his repeated high altitudoe: stalls. He did not stop and on one tow hoe: sfulled and came par;c1.chuting straight down onto the asphalt road anci came out fortunately without injury, but the odds'still against }..L-.1. Later in John's career he bee.a.ml".: a 3pokl".:!lman for n1ort: safe practices. He is now a charnpion butt skimmer as well as a skilled non-stallcr.

REPORT ii6 We '1re awaiting for a clear report from Dick Eippcr on his leg injury. We hope that he will provide one whilroh includes eye witness testimony and weather bureau reports defining the site's overall conditions. We are very glad to ~till have Dick with us.

He is adyancing his sail-form ~usiness .anC hang-glider busines.:i while in a cast. He and the subject of REPORT #3 recently met and clapped casts_ Last year Dick hurt his foot, hi5 chest, and maybe more.

Report f7:

May, 1972, Playa del Rey beach, ·90° Roga.llo,,ma.le, age about 38 years, first flight of his lifo on a wing belonging to a relative. ~rt,p,e- height was 33 feet. Wind, 8 mph~ Wing in good sh.ape. Wing own,er was giving·fir.st flights to anyone in his fa.tnily group which included :a. 61 yr. oid m.:i.n, several woman. and the subject injurl".:d. The flight by the injured was smooth, straight out into the wind, glide pa.th about 12 to 1 or a bit shallower in a wing that shou!d cruise glide in a 3 to 4 glide path. His flight path ended when he was about 20 feet over tl:e sand of the beach. He did not dive; he ca.."l".lc dovm very slowly with all things .seemingly symmetrical arui peaceful. His rate of sin.\: was of such rate tha.t would have been entirely acceptable to most children who ju...'"np off a 6 foot high wall. But somehow, the angle of impact oi his left leg, perhaps in tangle with the control bar, caused bis left femur thigh bone to break in its midregion. Now, two weeks{almost)a.fter his break, an operation will be needed to assist proper placement of the bone. Your editor witnessed this flight. The man's teeth were not at all healthy; this may or ma7· not be pertinent to the apparent ease of bone break. At our local sitoe: we have discourage th:: p:::"acticc of lending wings all-comers, and especially the lending of wings to new-comers wl::.o do not suffer the time to learn the fundamentals of whate..,,•er is to be attempted. The first time on a bicycle can be a. treacherous event; so too the first flights in any wing. Let us be responsible.

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Repor~ #8: We are awaiting someon~ ;;-~~rt thi-;- accident from the state of Washington. ' The accident involves a ski"..resort down-slope Rogallo flier who allegedly is yet in critical condition as a result fl.·om head injuries from a crash. Please report. ? ?

Report ff9: All the accidents in towed sailplanes should not be confused with those of self-soaring.

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All the accidents of towed gyrocopte;:s should not be confused with those of self-soaring.

All the accidents of towed kites should not be confused with those of self-soaring unless the towing vehicle or person itself or himself is part of the free-flight system and the towing vehicle is fuel-less. {This distim.ction would show itself in the little used systems like the following: The following is a self-soaring system:Pilot John has a parafoil parachute with shroud lines; he tugs and tows his chute while he runs down. a slope .... he is towing it •... and then he drops himself into a gliding mode; he tows and free glides his O'IND. system; thus, the towing operator is not external to the free-.· flight system. Other exotic systems are part of self-soaring. lf your towing friends~ go up to be part of the free-flight system. then the system is self-soaring.)) ' BUT. car and boat tow accidents of Rogal.las and flat kites belong eithe::- to Soaring Society of America, some ski-boat group. Bill Bennefit, or other group or individual.-

Report /HO: Mid-air collision~. No direct mid-airs have yet been reported. This report number will describe a recent controlled and planned exper~ent carried out by your editor.

Two ships, a Bat Glider by Matt Colver, and a Koman 2 piloted by your editor, inched closer together on successive flights on a mild slope under controlled circumstances under the guidance of skilled observers. We flew short flights until the wing tip vortex of the Eat Glider destroyed the control of the Koman Z glider. At just less than one span-width,.control wa,:;. ,o lost that the Bat Glider's vortex caused t~ K-2 to wing over toward the center t:H th.e B. Glider flight path.

IT IS THE GOAL OF THIS COLUMN TO LIS·: EVERY ACCIDENT THAT CAN SHED LIGHT ON THE MINDS OF AERONAUTS EXTREME. LE!''S DISCOURAGE THE OVER-EAGER by praising only their wisdom, let's train diligently beside the timi·d. let's compete in the event called: 11 Who has a better idea for maximizing the duration of years of enjoyable self-soaring. rr SAFETY AT MEETS: The seven informal major meets of 1971 hel{i, by Self-Soar Association had no accidents beyond bruises and scratches. It is th~ practice of Self .. Soar Association to have a competitor only compete with himself in the event called: "Sharing sel!-.s.oaringly" wherein the competitor seeks to find out whereli.s competitor is self-soaring creatively and then go ahead and share that creativity first by praising the competitor for his doings and senondly by then sharing the situation with others, and thirdly by taking your competitor's creativity results to ondelf and building upon them for new horizons of self-soaring. This process will give the highestof honor to your competitor and also most enhance your own self-soaring being.

Commercialism tends to draw us into less human forms of competition;; It is to the advantage of the manufacturer to have standa.n.d classes; it is to the advantage o£ the commercial designer to have us think that his

designs ought to be copied and copied and copied. Such processes slow the development of new ideas. Standam.d classes will emerge that will make th!

45 to 50 degree sweep Rogallo man:6.facturers flourish and multiplSf. Bill Bennett on May 16 thru 21 will have had in Florida. his national delta wing championships including release from boat tow to free glide.· Although , this is not self-soaring. we can foresee a similar kind of narrowized devel-, opment happening in the pilot-launch fuel-less realm. Self-Soar Association;. will not invest time nor money in promoting such narrowization of concepts.· Many members of Self-Soar certainly will be participating n such meets, and there should be no detraction from your sportive play; hut, simply, there exists another goal •.••. the goal of pure self-soa:ring ••. a concept unfolding and developing that seems to include that the pilot does more than r copy and refrains from encouraging his friends or himself to fly in manners that bring the odds of accidents too high.

DIVE RECOVERY CONTEST Mike Markowski entered this competition with the following tested concept: Especially on the sharper nosed Rogallosystems: cover the first 15% of the wing at the nose region with a taut membrane.

Drawing will be presented soon.

Mc:l Heflinger: Decalage .•........

REPORT # 11: Rc:portc:r: Bob Buford with clipping from Philadelphia Inquirer, April Z3, 1972.

Injury: Bruises and damaged pride. Pilot: Richard Johnson. Site: IN"SIDE A STADIDM WITH A GREASED INCLINE FOR A SKI-SELF-SOAR TAKE-OFF with crowds of people near the incline, Accident description: A'eronaut extreme, not a S-SA member yet, started fl!s g.rease , slide (does this remind you of fuel?} and got off-course and turned and had a nose dive into ; stands, apparently without injury to any bystanders.

ED: Stadium winds are not known for £or their laminar flow. Johnson had been flying ski-kites for some 15 years and reports that the best time for his own gliding is in calm airs. We do hope that he checks out the airs more 1 carefully when he tries stadium flying. Mike Koman and Charles Slusarczyk both are ~o be in summer air shows in their hang gliders, Perhaps off ramps. Please do extra plannmg.

Johnson is going to give King Hussein private hang glider les.sons. Let's be extra watchful of . of the bystander just as you would in hitting hardballs in a baseball field ........ Come to think 0 :( it, I hope the F. A. A. docs not stop the sport of baseball; have you ever watched a shortstop take a ride on a hard hit ball ..... he hangs on to the ball's flight momentum for a short ride to outfield ..... he probably gets such hang-glights several times in each game.

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REPORT #12: Pilot: Joe Faust Ship: K-ZB Injury: None. close-call to head injury. Date: 5/12Site: Sand slope experimental site. CA. Action: Nose-in from 8 feet. under influence o~ very high pitching moment of wing. Problem: Sail came loose from the keel boom and ·1took · out the influence of the keel-boom reilex and thereby moved the center of lift aft giving a net pitching moment that could not be balanc«lby full aft prone position of the pilot. .

Recommendations: Secure sail to keel boom so it cannot come off. Two errors were here

exercised that con~rib~ted to the acc;ident:

1. The sail was deliberately pulle4 off the keel

to 50% of its le.ngth from noSe_ to mid-keel boom by an associate of the pil9,.t during the I heat of a practice seesion in an attempt to get a better sail-form. Such wouldt!r-i'ave happened had there been no tendency for the sail to continue to be removed from the klel under its 9wn power. Whenever ANY change on a system is made, a very thorough re-think ought to take place. Testing· should be done to confirm notions. For sure!

2. The sail was not Positively secured to the keel boom. It rode atop the keel boom entirely and held down by double sided tape and two strips of single :5idcd 2'' tape. Such method is only the first part of a good method. The second part of the good method had not been completed before the g?'ound skim flights. The second part was to put a strip of fiberglass tape on topside of sil.11 and then positively tie the keel to the fiberglass tape above; holes for the lines should pas~ through the single-sided tape and probably two layers of the single sided tape:

Report 1/13: Pilot: Joe Faust Ship: karus Ill Injury: Sore butt;.clo~e call to more. .I Action: 3: I glide path dive to start of pull ou!" of dive; mi.d-ai.+, p~rall~l bars k1red, \ other tubes kinked, and the two half-span wings folded up and behind pilot. . \ Site: Torrance beach in 1971.

Cause of st:ructu:aal failure is still in controversy.

The pilot claims that the untempered aluminum tubing in combination with the t o thin-wall parallel bars permitted the frame collapse in this order: _parallel ba~s kinking under point stress of under-arm ligaments followed by a fai.lu_re _of co pression beams as a result of the surge of energy from the parallel bar kinking an the soft alloy of those compression beams.

The glider-designer did not buy the parallel bar idea but offers that the N struts were much too weak. After the Cf ash, the owne= designer obtained professional help to finalize the requirements for1a flying system.that will hold much better. The pilot made several mistakes: He:consented to what he had asked for ..... an editorial flight •.. in a ship of soft alwninum alloy that had months of bangs and bruises on it already. He did not pretest thf frame fo2" at least 2 G's of his own 185 lbs. He did not pretest the parallel bars for holding z G's of point-loads.

GOOD RESULT OF THE ACCIDENT: The karurl l found its rightful place: unuseable; and all of us can now benefit by the ~ine work and design that has gone into the Icarus #2 design. Some 300 plans ha11e rieen sold. The Icarus #2 plan has flown only in the Liberty Belle ship made by Chri Talbott Jones flown by the pilot of this accident report. Chris built ~ea11y (75 ~s) and the ship is retired now. Two short flights were made. By next issue we rill have reports on first flight sessions of several otk:r Icaroids. (Friend of Kevin.

Morris; Larry Smith of Te..""'Cas; and????? si;:nd in reports plea~e .... in detail).!

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Report #14: Summary report concerning hundreds of ships th.at exactly utilized the plans of thi original Hang Loose biplane plans: AT four of S-SA meets in 1971 and from scorrs o:£ testimonial letters we have this swnmary report to make; The Hang Loose is la good bone saver so long as the aeronaut does not go very high. Parallel bars break to let the pilot out quickly. Craslrire spectacular in that wings crunch. but pri~arily as a. cushioning effect for the pilot • It is this editor I s opinion that the Hang Loor5"e has savedlives and bones and further has acted as a screen for the movement: the people who discourage easily crashed their Hang Loose and sent nasty letters toj Lambie .and Low & Slow !or the frailty of the ship. Er-arr.those who saw the light ~o put in heavier parallel bars and some controls and who further studied the problems of the larger bi-plane hang-glider 7 we have reports of highly successful flying .it ver.y low speeds. It is the firm opinion of this editor that the biplane in many forms will spot the world of hang-gliding ... more so that many think. Less sb.ruts and ~ires. simpler ribs (if any), and nearly"'a.utomatic collapsibility will give freshness to the biplane movement. Tails will come in all kinds of fancy forms. Art will return.

The Hang Loose has done the best so far in non-hilly cowitry •..• the letters say.

Mark Todd, 3530 Western Ave., Park Forest, Illinois, 60466, is now building a modified biplane-tailed with high aims.. Anyone local to him'? ? ? '?

M~y we have a report on Mac Riley's projects? Please, anyone with progress on a VJ-11? !

How about reports on other modified biplanes. Art Powell of CA just recently completed a year of flying his 20 1 :span Chanute biplane in super styl e to confir!rn our notions that th,;.:20' biplane is going to be a neat package for people. Biplap.es ala Otto are returning. Sailwing biplanes are returning with the new twists that modern materials permit. Full plans are being given by R. Kesler for sharing.

6 biplane _plans are ready to be put into L&tS issues. Hang-on and advance the area.

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Report #15 Eye injury of Art Powell, 1972~ May, while rigging bis biplane. Fortunately the c:ible was sleeved in plastic and it was the pla:1tic :5lceve that scraped his eye. The tis'sue: was re:tnoved only slightly. Had the cable fibers scratched his eye he would have been · in serious trouble.

Lesson: Not only for hard wire, but any wire or cable - let Us tre.it each free end specially. There is no need for the movement to lose even on~ eye.· -Looping over an end carefully can be a good practice. Tape loose ends usin~ care to tape firn:ily and solidly~ Do not be in a hurry when working with loose wi11e• Do not permit unneeded persons to be close to the wire rigging operations. Use ~ble that has high flexibility whenever your design will permitiin contrast to hard wir s or stiff wires, even sonetiines when much means a compromise in stretch or cost. ear prote_ctive goggles when you are doing the wire rigging; such goggles should wra~ to the s1.de of your eye because a free end can come to the eye from the side. not only to the front. We- have a sector of V'i5l.on that does not see..; a wire end can penetrate into that spac~thout our eye seeing it.

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--;,..~.· ,';,.. .R.ogallo Ma.y 21. 197Z. 4:30 p.m., .Ernest Feher Self-launched in a 900 1ijncluded ,angle)ffr.,o,rn,i.m hill into wind that was coming up the slope (allcgedl'.Y,) :at ttlhe 1top. IBnt the wind at the landing area was steady so 'that one intending a l . ~ ~ :in lthe ~spot:..>6£ the accident would have ;.had.to expect a tailwind a£ about ·s m.H.es ,:pet:r:' 1how:. ]Ernest 11 <1.':J ~ i,,had beea. encouraged to expc::rim·ent on the slow speed side of his, :sy:etetn ~ ·speedrr..~e, 0 J\ but up to and including the accident flight. Ernest admittedly w.a:s ;nat .-su~e !howl:he•.was judging his airspeed, but sure enjoyed the speedy flight pattern :he •was i:ittto:tlui'~gt.tbe two days of the birthday party.

Added to the accidcnt-ilight.....v:ind :story ii,stthc\ll.iif:ortunate fact that the wind. in the accident area was part of a downwa·sh -s,ystem c.crea.ted by the wind having to flow over a slope to fill the ca.nycm.area that 1was :the :land~·.site.

The downwash added to downwind flight added to Ernest's high speed =fil:,y.ing ccombin.Od 'to:·give Ernest a very high sink rate ending in a glancing collision ·with ,a 'lf,W ..and .a van windshield. b:npacting his knee on the VW fender., his . foot ,on ,the '¥.Wllui:b,·oap. and bis hand on the top front end of the V W , be continued forward iinto a .tfltp-over.

The kite was uninjured excepting a sheared king-post an.cbor :bolt,cau·sed ~y1.theifl~pover.

The ambulance was 50 feet away from Er~~t'!s ,landing .. Ee was ·on!his,.way to the hospital within 1 minute ·of tli.e landing .. A~~re.full pilot·~s r-epo:r<.t,will:be:,given as soon as such is available. Ernest had his 8 m~ .. movie ,cam.e:ra going,duri.ng, the flight. we think. and we may have a pilot's view of the fl~ght and ila:nding. Whe( cars were p.irked cars. .,, .,.

SOME LESSONS possibly available in review of this accident: I. Ernest said that he did l~k down at the wind sock near ;tbe 'landing site.

He said that the sock re&ister to hi.In: 11no wind. 1 '- The soCk uras a•.very heavy one and further was just behind the slope ·over wbic'b :the ·wind was coming so that the sock was in the regi~ of least wind-.:fiorce. No:other sock nor flag nor wind streamer was about for Ernest to lodk.at. :Jl'he radio communications for flying pu.rposes had ,ceased. Ernest did 1not propose to himself the possibility that the wind was 90° t:o his ·hilltqp experience of wind direction. No one was .a.bout. to tell him until he ,was about ready to land. See below for a furt};e.r. .contributing ,factor of'his confusion.

WE ALL WERE PARTLY TO BLAME FOR N0T lHAV,ING WIND DIRECTION INDICATORS THROUGHOU.T THE FLYING ARE:A, especially since we knew the instability of its direction and the ir.reg.ularity of the ground formations~ Ernest has .bad_d01RD.wind landmg;:at othc:r .. sites~ but not landing areas full af people a:nd cars. Upv.i::ind landings are,quite unevent!ul even ii one lands on people and ~ s . but downwind ,lantl~s at higher speeds is a different story entj+~W... WE were ndt ,determined enough to clear the landing area ofcars .. ~.,..:.."_.parked ca-rs cannot(!=}uicldy move out of the way.

Normally. during a;flilcirng ,trip. ',the :Pilot wOUlid not be tempted to aim at parking lots .... ~ ..... ,.. The ·s'tr.uctuy,e ·of .M'ftific:i:il.l competition tempts .one to fly in patterns: .not,optimn.rn in :ter:ms .ofLsa.fet:y-.

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2. Ernest was in his. second day of expcrienc'e ·on ~he tfas-ter lR.ogailo1;ype.!His year of experience was primarily ~ .rnu4 ~C?Wer and 'la~ger :batvWi:qg:s.

The visual and sensual experience .as reg.ar.ds :the ::re1ationsltjp,of,8:h:specd and ground speed with a prevailing windsp~~d . :i..s ,quite ·dillerent 1for !.'faster systems than it is for slower systems. :S,mne~e-st:ima.tes •-On Ernes.t!s:.~peed experience: Large bat-wing in an 8 mph... wind goi~ upwind ·.When~ll~peed is 18 mph. will see a gronnd speed of l,Q mph.. •. and .downwind .a '.ground speed of Z6 mph. ·I/- fas'ter Rogallo o£ 24 mph in an 8 ,mph. ·wini:l:has ground speeds in the two directions of 3Z mph.. and il.:6 ,r.qph. -;rel:lpectively.

How well can we judge airspeeds and ·g.ron.ndspeied ·diffe:z1entials'? J\n.,airspeed

indicator on boa.rd can tell us. ou:r fli,ght .airspeed.. A yaw :str.ing(canJ.telLus ou.r relative wind direction. We can instrum.e::nt ·ou:r ·S.i:irik':1"ate. ·;;we(.c.n:know our attitude control by mtt,ch ~:a,cti,c.e and ii ·'WI! ,have 'altitua.e ,we, can:;s.tall and become aware of the grom::o.d speed .at stall ,to he'JtP1tJu:,ou.gh (experien~}:find our prevailing 'llriad dit'ectiion and appr'oxirnat.e ~·elocit;y ,:in :the 1:r:egixmnnear the anticipated 1and.ing area.

If we lb:~e :alti:~ude. ,we 1can.dr.qp ,a,du,stbbomb that will give ns a wind dirc,ction r,eadin,g .. on :the !~und.. !It all, cormeS1 ,to this lesso'Il. this editor 'thinks. t'b.at Erne;S:t,,qid cD.at lbavc \enou:gh,e:,g,el."ience in ju.dgu,:g wind and fiig,ht speeds in tbe faster ",yll'tems 'lllli:l <tbat ,twod:!ljtys ,of ttmeet" atmosphere .in the fas.ter syatem?J wit!bin veJr.y Challe~ingttcrnrain if@§ §W)ply naf: :rmfficlent. ·.~. I., g

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Uortw:iateiythc •control ba:r ifirai;ne E~1;=~ was using·was,not,en:ou;gh,of an 1 •A 11 frame .. Let us notice the bo:ttOn'l.,_.P.~~,~·the 11 A 11 ;•it,has,extensions below tbe cross-control bar.. ·The "·spe.e.d.~.11 .c.onnectors used 1by1 tbe:vari:ous mann:fa.cttt.rer·s illld as shown :i:n t:bis i'DSU~s 'Kilbourne wing1do11no~,provide mu.ch of 3D. ,extension below rtb.e ,co?tbrr.ot,(I;~ h.:!Such extensionscootli:ld:act as knuc.lCLe and finger protect~.s.. .Er.nest~ J.ose !(prObahlY:) the:.,good gro'W'tb. cd' ·one of his £ringer.nails h~caus.e*d:hisola.dk of a:llow ..bal."1CX.tension l{probablyl. .Fw:1l"her,. if small W.hoels - . ~ .:Inpurtted .on 1the cros&+ba:r,.·extended, then. perhaps- when a. :Pilat ihas ,:a)~T:d:·lcinding. rthe A 1 fra.mev.w!ill hit the ground and roll ra.'ther tthan .dig.. Volmer Jensen !has !pla~eldv;,,kheels a.t the tfro!It o£ ih1:s ,cockpit £or use ·orily m·atatc!AAHd:ing.; -such will;p:rewicnt abru,pt stop& and is:,ystcrn nose ,damage •. ' -Fr11m:,,))

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Jl1LLER

1972

We still have Richal"d Miller to enhance the world of self-soaring! He has done a good job at introducing self-soaring to the more conservative elements of the American Soaring Movement. Let's congratulate him on his perseverance. And.as few kx:i.ow, Richard has fo\lntl time to !o:rm a. tdoupling that will produce some of the finest self-launch(?) self-soaring systems of the world. He is 1joining his talents with tbose of a young champion modelist Mark Smith of San Diego County, Calif. : Mark has been a wood builder most all of his life; Miller already has him thinking all-metal. In three months the newly formed team has made and tested three pilot-launch gliders. The tlird one broke a spar on its maiden flight, but it appears to be on the forefront of the movement as regards monoplanes. I have some film of the glider and will soon have some photographs to share with y~.

Miller's presence will be felt throughout 1972 more than in 1971. He put up $10 prize money for one of-the local meets recently.

Millf!r seems to be telling us the following: ·· 1. We arc relying more on ourselves than on our machine. New vistas thus lie ahead.

2. In very light wing-loaded and span-loaded wings we seek a higher absolute value of th~ lift over drag equation. Compromises there will be; super rewards will be.

3. Utility. economy. and simplicity of flight is emerging as a vital factor of flying man.

4. The self-soaring movement holds the seed of historically significant aircraft develop~ents; the individual may once again be responsible for such.

Such is the excitefficnt !

5. Our strong unifying drive can be that of providing each other with safe soarable wings that need not detract from the flying time of any of our friends nor members of our £amili_es.

6. Sel£-soaring will be cap~ble of supersoarability. Self-soaring systems will one day attain appearances of fine art. Pilot-launch systems will have a much greater variety than any type of aircraft system yet. Unlimited creativity will £ind an outlet in self-soar:ing.

7. The giant bi-plane with a sink Of l ft.) sec. has a definite unforgettable charm to it.

8. Sailwings without a rigid trailing edge are not as efficient as thoae with a rigid trailing edge.

A rigid frame is necessary to hold the proper tightness of the sail. To avoid the luff problem 0£ the sail, formed battens may help. The lightest structure might be achieved by a spanwise spar beneath the leading and trailing edges.

9. The light wind soaring system will permit one to soar almost anywhere anytime while :perone to extract finer advantage from the winds and atmospheric ch:a.nges. ' IO. The light wind soaring system will climb in thermals faster, stay in th: thermal core :more easily, and more quickly be able to turn and roll into a thermal center. We are tempted to to see the light wind soarer as the dynamic soaring device 0£ the £ut:nre.

11. A fo?'m most promising for the super-light-wind self-soaring system appears t8eone:that that has ,.1. pod beneath the high aspect ratio wing held by a center strut and two flying st:l'lis.

Hand launch friends will not be necessary when the bugs are worked out of the tern.

The system will emerge as a true sel!-soaring system. No boomed tail; pendulum tability; pod completely beneath wirg; low placed rudder on rear of pod;wing-tip wing warpin ·; no ailerons; spoilers mounted in the struts; sweep.

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12. Man-power augmentation of the super-self_-soaring system will extend fl:ying man 1s to the fu:rthest points of Earth.

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PLANS: $5.FLEXI FLIER DACRON WINGS COLORS: wht, H blue, dk blue, grn, red.gold CUSTOM S.AIL MAKING HARNESSES: prone sitting 1111.illllllilllllll. . . ._.. ._.......__......__...___.HARDWARE SETS

EIPPEll·FOBMANCETU. FLIGHT SYSTEMS

STORAGE COVERS std. & custom hv_y. acrilan colors

Phqto sha:re l;>v Mike Moi,.;re Donnita Holland (See L&S 6. 9 ) at M1ss10n Ridge. She invites. other enthusiastic women to obtain the skills that. will bring them a fantastic new re creative sport.