Low & Slow Issue 22 1973

LOW& SLOW

~~

~;~

'

"'

\1~.......

:·~;,.;'. ·(.:" ,

'

I

DO NOTE: Bill Moyes featured in this issue is not the Bill Bennett of the U.S.A ..

Moyes is by for the most experienced on d noteworthy Rog a I lo flying human in the world. Moyes introduced the prone harness to the United States, The movement is fast realizing that there is a seat-prone combination system that will give the plus points of both sitting and prone flying without having to carry the disadvantages of either. Moyes' wing was copied for plans by many of the 'pioneers' of the Rogallo manufacturing movement, although no one yet puts out a sharp nosed conical that matches the sail control found in the Moyes wing.

We thonk Moyes for coming to our 1971 Self-Soar Turkey Fly to permit all of us to meet him.

Unfortunately, we have found that Moyes is not receiving the credit due him from the manufacturer that is most benefiting from Moyes' visit to Torrance. Let it be seen that the rights to make plans and sell them, concerning the sharp nosed conical Rogallo, is wide open. Change a dimension or so and you will hove done about as much as many have done ofter studying the

/;

~--~ ~ ~

//,!

/ / 7 ,

~

;:,'::

(::J 'J

,:-3-1 )t ~1'

i,;~\ '. . ft.

1 ;.

Wink Saville is unofficial ,' ;, Colorful test pilot for all new creations in

' ',~: -17Y Ii

~ V, ~_::----

I"

[ ' / ; ~ ~ ~ Cover: Photo by George Uveges:

photographs of the Moyes wing.

J t -A

,

'

1

'-._.y-"

,,

the San Diego chapter of the Self Soar Association. He is also a regular reporter to L&S. Wink has had the best flights in the original Dial ship. He wants ~o keep the

=vvme,,< de=, he'"°' wo,ks h~&

~ - ~ ? - / -;:.:;: •••

7

·,;

The following pages form a booklet designed to assist learning wing flyers.

Assembling and dismantling procedures, care and maintenance, and the first steps for flyers and crew members are coverei Firstly, let us understand the dif ference between a kite and a wing.

The kite is flown in a similiar way bur has a fixed angle of attack, contrdled by a "V" pull in the ropes towing ir. Ir flys at a high angle of arrack, approxi mately 50 degrees, and receives lift by

11 1•

CONTENTS L&S 22 "•*MOYES of Australia

thru~ting air do,vn fron1 ics under surface

only. Ir needs a cow line tension of. 200 ro 300 pounds and an air speed of 34-36 mph. Altitude is controlled by rhe speed of the boat.

The wing is flown at a much lower angle of arrack and can be varied by the flyer co climb or descend ar the flyer' s wish. It is a true airfoil, hence 70% of the life comes from above the wing and results in a more efficient flying method An air speed of 30 mph is ideal and during level flight a line tension of 50

New large format:1973

$6 for ful I year Self-Soar Association P .0. Box 1860 Santo Monica, CA 90406 ASK FOR COMPLETE INFORMATION Copyright (i;) Self-Soar Association, Inc., 1973

2

•

AUSTRALIA

2024

173

RD.

BRONTE

• •

PHONE 38-8160 WAVERLY,

SYDNEY

Dear Mike Moore, So"y I missed you. l leave for Sydney tomorrow. Enclosed is an instruction manual that I would like your comments on. See you next year.

Bill Moyes --- Joe, I'm convinced that Bill Moyes is the foremost expert on Rogallo-types...

Best u,ishes, Mike Moore 1729 Labona Dr. Eugene, Oregon 97401

INTRODUCING BILL MOYES: FROM SYDNEY, AUSTRALIA Bill is Australia's cop kite flyer, and holds an impressive list of world records. He has been undefeated during 5 years of competitive flying.

In 1967, only six weeks after he began flying, he astounded aeronautical experts when he flew his wing co 1045 feet over Tuggerah Lake. He became the first man to exceed 1,000 feet in a man-carrying kite and gain~d the world altitude record.

Early in 1968 on Lake Ellesmere in New Zealand, behind ·a high-powered boar, and on a 10,000 foot wire cable, he extended this record to 2,870 feet.

During the Australian winter of 1968, he gained the world record for unassisted launched flight when he launched himself with snow ski's from the snow covered peak of Mt. Crackenback in the Australian Alps, and flew co Thredbo Village covering a distance of 1~ miles.

Early in 1968, Bill made an attempt to fly from Sydney to Brisbane, a distance of 500 miles. A boat cowed him into the open sea until huge waves caused the boat to open and sink after 190 miles of cowing. This took 6 hours, 55 minutes and gained Bill the Australian Endurance Record.

Later in 1969, Bill toured the world with the Australian Barefoot Water Ski team , as he is also a competent wa=er skier. On this trip he saw Arizona's Grand Canyon.

Ac 6:30 a.m., July 19, 1970, visitors to the Canyon witnessed a fantastic spectacle when Bill launched from the south rim of the Canyon and commenced a glide that took him down the awesome vastness of the Canyon to his goal, The Phantom Ranch across the Colorado River. The glide lasted eight minutes 32 seconds, and gained Bill records for the longest free flight of 4. 7 miles, and the deepest de scene of 4,800 feet.

3

Bill developed his wings further till they became capable of -high speed. This enabled him to tow by airplane, which is j11~t what he did on October 18, 1971, at Amery Wisconsin, behind a Super Cub. He reached an altitude of 8,610 feet above the land gaining Bill yet another world reca: d. · ·· ' Bill owns and operates a successful Electrical Engineering business in Sydney • This business has succeeded, as Bill is a perfectionist in everything .he does.

His equipment is immaculate and his shop is tooled with the latest machines available .

The boat Bill has for water skiing and kite flying is fitted with a 6.3 litre V8 Rolls Royce engine, and is typical of the high standard of perfection he demands.

This man has now.turned his hands to the production of his wings for those enthusiasts that wish to join the sport. Each wing is capable of any of the feats that Bill has already performed, and is without doubt the finest available in the world.

Inquires about technical information or flying techniques, or the purchase of wings are invited at either his American or his Australian address.

Only well experienced self-soarers ore permitted leaping. A lag and release are signed. Talk to Tom or visit with Barbaro Shea-hon.

FLASH, Captain Stahl, our Self-Soar Assn. national 'safety chairman just flew his Seagull 111 from Elsinore.

More in the April '73 issue.

This is the site our editor used to test out the revolutionizing Seagull 111.

Curt Stahl -helmet 60- ..... age: 14 yrs ....... celebroting the end of his first year of self-soaring in his personalized Seagull I at Elsinore, CA. from a launch out of the lookout porking. Seagull I is a commercially made 16' ,82 degree, sharp>-nosed conical Rogallo. Curt first trained on the Dial ship his father bought from Armour Dial.

The site is a newly established national self-soar launch site.

When not launching, lunch at Lookout 32107 Ortego Hwy., Elsinore,CA 92330 (714) 678-9010 and tell them Low & Slow sent you! The flight down without breez~ ranges from 3)6 to 7 minutes. i

,1

ASSEMBLY PROCEDURE

Choose a grassed area where che sail will not be damaged. Remove sleeves and ue capes. Place the wing cross bar uppermost. Spread the wing bars and rotate the cross bar till it is at right angles to the keel bar. Rolled up with the sail and bars are six wires. Two of these have a 4x 1/ 4 inch stainless steel bolts welded into a tag at one end. These bolts are to pass through the end of the cross bar, then through the center of the wing bar, in that order.

The lock nut is then screwed on the bolt th us locking the two bars together. The tension on this and all nuts is just firm. Do not overcighten nuts or you will risk the possibility of stretching the boles. Invert the "A" frame and connect it ro the "U" bracket at the center of the cross bar with the bolt provided.

The tow release towards the nose of the Wing. Have someone hold the "A" frame erect while you take the "D" shackle attaching one front, rear and side wires together to the gusset in the corner of the frame, then repeat the process with the other shackle.

The wires should not be crossed at front or rear. Attach the floats by removing cotter pin from shaft. Insert shaft into "A" frame until holes are aligned, then push the pin through. Insert battens into pockets in the sail and fasten by lifting the rubbers into the slotted end of the batten. These rubbers will keep tension on the sail and stop sail flutter.

The swing seat can be connected by a simple loop over the bracket on the "A" frame. Then pass the seat through the loop, and adjust lengths till the seat swings evenly.

The wing is now ready to fly, but is inverted. Therefore, to turn it over, take hold of one wing at the position where the cross-bar attaches and pick it up, keeping the other wing and the nose on the ground. Roil it over and allow it to sit on the 3 floats. To dismantle, reverse the procedure by inverting the wing first; then dismantle.

While assembling or dismantling, remove your shoes before walking on the sail. If you fly in salt Wolter, hose the wing off with fresh water before storing.

G-uess whCLt f

." •

•

••

•

"£L6i'I

' •

• • • ..

• •

•

•

... •- • ....• .

-:.

'

"lJO!J" "4l 4lJOM aq ff!M lf ·aw!l 112 JO laaw ,eos-11as lsa2l!!q a4l Ol awo::> .<1nr uo '2U!10J2:) 4lJON ')fM24Alll)I Jt,.>U aapni -<a,por l2 "!H"'Jl Jap!fl! l!ueH

5

PREPARING TO FLY Attach the boat release co the pylon or transom. If it is not within reach of your observer, attach a rope to the trip lever, so chat the observer can release the wing immediately if the flyer falls. Wings and kites are never broken in the air, seldom on impact, but always if cowed under water. An alert observer releaseman is a most essential part of a kite flying crew.

If a learner is to use the wing, a "V" pull will correct high angles of attack chat may alarm a learner if he finds himself over the top of the boat on his first flight. To adjust this "V" pull, attach the 130 foot towline to the wing release while the wing is at rest on its floats on the ground. Have someone hold the towline firm, roughly 40 feet from the wing, parallel to the ground. This should not be above six feet over the ground. Now, cake a short rope, 25 feet long, 1/ 4" diameter, and tie one end to the "A" frame where the seat rope anchors, and splice the other end into the main line so that the main towline is still parallel co the ground. This will stop the wing from climbing more chan 20-30 feet and allow a learner to concentrate on lateral control.

As the learner progresses, you increase the length of the cop line an inch at a time. Lengthening the top line one inch will allow the wing to go 10 feet higher untiD. the flyer is confident enough to fly without the "V" pull. This should be about ten flights. ' We will assume chat we are teaching a learner,ws.ch a learner driver an.cl release man. First flights should be made with as few obstacles as possible, and with wind at.five mph or less • .Al-i take-offs should be directly into the wind. le is essential if the driver is co become wind conscious, and learn to subtract headwind from the speed of the boat, and add tail-wind to it. For example: if you need an airspeed of 30 mph, aqd there is a 5 mph wind; while driving into the wind, the boat speed should be at 25 mph, and downwind 35 mph while ccaveling crosswind about 28-29 mph.

0.K., we are ;ready to fly. Take the wing to the water and float it. The flyer should wear two skis and get_ in position in the wing and put his arms through the ropes of the swing above the back strap. The strap should pass under the arms and behind your back, and the seat like a swing under your rear. The driver tightens the line now until the wing is headed into the wind. At a signal from the flyer, the driver can take the boat up to 15 mph. If the flyer makes a successful start by coming to the surface a.!!-d skiing -- continue. If he lnak'."s, _fod: SC aft, t_he. releaseriui.n, _should activate the boat release. The general rule i's, ifin\foubc·~/r~lease·! -It-may.take several starts until the flyer has learned the start technique. Wh_en he is skiing, continue into the wind ac 15 mph and allow the flyer co remain on the water to get the feel of the wing.

Do not attempt to steer the wing by steering with your skis and dragging the kite. The steering should be done in the air with the wing, and not on the water with the skis.

Just use the skis to follow the wing.

a

Dear Editor, I am particularly interested in the Rogallo-type glider. I've purchased a Moyes wing and think I'm awfully fortunate to have learned how to fly from probably the best in the world.

Thanks for the help, Don J. Krueger 8620 W Auer Milwaukee, Wisc. 53222

6

Ac chis scage, vertical control is being handled by the "V" pull towline, so you only have lateral control to worry about. If you wish to fly to the right of the wake , you move your body to the right with your arms. This shift of weight from center to right will load the right wing and unload the left. The left wing will rise and encourage a right bank. Reverse the procedure for a left bank. You will find Yi to 1 second delay in reaction, so you must learn to anticipate the necessary movement. Continue in the headwind direction until you feel that you can handle a turn. At this stage,you may or may not be skiing with the seat under you, but so far, don't be concerned, as the strap under your arms will enable you to handle the wing until after the turn.If you make a successful turn, the driver should increase the boat speed co 20 mph for the downwind run. You now have an airspeed of 15 mph, as you lost 5 mph due to tail wind.

During the headwind run you had an airspeed of 20 mph. The lift of the wing is now reduced so you should have no trouble getting into the seat, by drawing co the drawbar and loading the nose. This will cause the nose to come down and reduce angle of attack and corresponding reduction in lift will allow the seat to drop under you. Remain in a two skis, knees bent position for the remainder of the tailwind run.

If you experience trouble keeping the seat under you, add a strap and seat belt release and strap it to you. This is not often necessary though. Assuming you make the tailwind run, signal the driver to turn back into the wind. He should reduce speed of 25 mph until you are ready to fly. A boat speed of 25 mph will send you ro approximately 15 feet. Try to fly in a straight line behind the boat, until you learn rn correct unwanted movement. If the flyer is unstable, the driver can slow the boat gently till the flyer returns to the water and resumes ski-ing. If he continues to fly well, keep him in the air till either, the flyer signals or the time comes to turn again. The flyer should return to the water and ski back to the beach to rest.

Three spills in succession is enough to tire a learner and someone else should try, till the original flyer has rested1 as an exhausted skier is not alert enough to _try further.

The next flight can be used to practice flying up and down by moving his weight forwards to descend and backwards to ascend. When this is perfected, lengthen the top line of the "V" pull about 1 inch and repeat this six or eight times till the flyer is flying without assistance from the top line.

You can now cry turns in the air. If the driver is operating speeds correctly, you can also fly downwind, if the boat has sufficient reserve. For signals, nod a "yes" to the driver for speed increase and shake your head "no" for less speed. He should increase or decrease one or two mph at a time, till you cease nodding, that is the signal chat you are happy with the speed. Try to make all landings into the wind .

When you have control, attempt to stay over the wake during turns.

During the learning flights do not allow the wing to fly at an angle greater than 45 degrees outside the wake line. The wing is capable of a line angle of 80 degrees to the wake but only experienced flyers should venture this far outside the wake.

"The Point of No Return." The w1ng must be cowed from the handle bar of the "A" frame for practical skiing and flying. This is not the true aemdynamic center which is above your head, so when a flyer ventures further outside the wake than 45 degrees, the line tension cowards the boat tends to take control from the flyer and send the wing further outside the wake. If the flyer allows chis side line tension to become his master, the wing will accelerate outwards and downwards till the wing and flyer meet the water at a most undesirable attitude and speed. To correct this tendancy, the answer co this and all problems is "nose down," or in other words move your weight co the bar. Tlis weight will cause the wing to descend and slacken che line, so that the flyer can turn tov.ard s the boat and have the wing face the direction of tension. The boat driver and relcaseman can assist here also.The driver should not turn the boat too sharply and cause the flyer to "whip" into this position

7

and if he has a flyer approaching the "Point of No Return" a sudden decelleration, will give the flyer slack line and time to turn the wing towards the boat. If this fails or the flyer is too far gone, the releaseman should release while the flyer is still 10 ·15 feet in the air. This will give the flyer rime to flare out and land. All other times the release should not be activated till the flyer is within one foot of the water. Many times a flyer that looks in a hopeless position at 6 feet will recover his equilibrium before impact and continue to fly.

During the 1971 Australian Championships flyers using the Moyes 14 foot wing '*.ere able to round slalom buoys 50 feet outside the boat wake on a 60 foot line.

This shows that experience can overcome this problem and experienced flyers can ~se this side tension to their advantage. However, learners should stay within their c:apabilities, that is1 close to the wake for the first flights and venture gingerly until he is familiar with these forces.

CHUCK'S GLIDER SUPPLIES KITS -

PLANS -

CHUCK SLUSARCZYK

MATERIALS

4200 ROYALTON ROAD BRECKSVILLE, OHIO 44141

I

Chuck is shown above with his three boys, Charlie,Jr.; Ted, and David.

For a foll year Chuck's Glider Supplies has been the official representative of the Ohio Self-Soar chapter. They have been holding meets and setting up displays at air shows. Chuck now has full kits and supplies for a sitka spruce Hang Loose, for a whole line of special SWOOPER rogallos of his own designs. His teaching generosity is comparable to the west coast Dave Kilbourne. Visit Chuck if you can.

He will be represented at the coming national self-soar Tactile Flight Meet called by congressm:i.n aid Vic Powell on July 1,1973.

8

GLIDING The flyer can now progress to the next stage, gliding. Assuming that he has went chis far and can fly without assistance from the "V" pull, he is ready for the event.

Practice climbing and descending while tethered, while descending you will note that the line is often slack. Try to control your rate of descent so that the line is often slack. Controlling your rate of descent so that the line is evenly slack all the way down, when you reach to within 8 feet of the water, push the bar gently away from you and you will notice that your rate of descent lessens till the rope becomes tight again.

Climb again and repeat this about 30-40 times. You are actually gliding when the line is slack. Watching the line and keeping it slack is giving you experience in air speed control. When you are confident that you can handle the glide, descend once again till you are 15 feet from the water. Release on descent with a slack line.

A slack line means that you have entered your glide path. A release while climbing or tight line will encourage a stall.

A wing is stalled when for any reason the airflow over the upper surface is broken.

This wing is a true airfoil hence 70% of your lift is created by a flow of air. over the top of a wing. The flow can be broken by too low an airspeed or high angles during attack. The air will not flow evenly over an airfoil with an angle greater than 16 degrees to the relative airflow. To recover from a stall, as before, the answer 1s "nose down." This will happen automatically, when you have your .air speed back again, flare gently and maintain airspeed so chat you don't encourage another stall.

When a wing is approaching a stall, y<;>u will notice that your steering is sluggish. · This is a warning again, "nose down" and get more airspeed. It takes 40-50 feet vertically to recover from a stall. If you stall at 30 feet the wing and flyer will enter the water at an embarrassing angle and speed. · The best policy is to make your appro.ach for a landing "hot" or at about 40 mph so that a sudden tailwind gust or a loss oE headwind du~ to landing behind trees, etc., will not rob you of sufficient . speed to ;,tall th~ wing or c:1use loss of steering. · ·· A turn during glide will increase the load the wing must carry as "G" forces ad/led to your weight. This extra load will increase your stall speed· so before m~ing turns increase your speed and increase considerably for sharp turns.

If you intend to land at a beach do not co~it yourself by flying square at the beach. This leaves you no margin of error if you overshoot and you may finish· in the trees. Approach at an angle so that in case of an error in judgement, you can turn away and pass the beach.

a

ANNOUNCING:

CAPTAIN CHUCK STAHL bas prepared a three part training article for beginning self-soaring. We are prefacing his input with a first person training feature

by OTTO LILIENTHAL himself, holder of uotto 1 .. membership card of the Self-Soar Association.

These and other flight skill training articles shall begin in the January 1973 all-new Low & Slow.

The tow instructions of this issue• s training article is presented only to give full respect to the fullness of Bill Moyes, truly,

9

10

Bill Moyes, featured in this issue, gained his experience mostly from release from boat tow. Above, Ernest Feher and friends tow Matt Colver in their high school yard. They have all forgotten this method and spend their time soaring from slopes.

The pay-off and safety is many times greater than the shown method of towing.

11

ST ART METHODS

At this stage, you should be handling the wing well enough for beach starts, or jump starts! Use one ski preferably,_ a square back or broad back ski and not a slalom ski. Enter the wacer till knee deep. The driver should idle the boat till there is 6 feet of rope in the boat. Slack rope should be handled by the observer and coiled in the bottom of the boat. He should hold the line firm, so that the line is straight to the wing. When there is only 6 feet (more if the boat is not powerful) then the observer gives the go ahead. The driver starts and the flyer should get away dry. This is desirable in cold weather.

The flyers procedure in this operation is co let the wing float. Put his arms through the seat ropes, stand on one foot, fin of the ski resting on the bottom and front of ski above surface in front of the draw bar. Do not anticipate the line tension and step onto the ski as you will sink the ski. Ac the same time the line snaps tight lift the floats ju·st clear of the water and allow the tension co pull you onto the ski. You should clear the beach and remain dry.

If you anticipate a long ski on choppy water because of tailw;nds too strong for your boat speed, this is the most important and comfortable way to ski with the wing. A deep water start with one ski should give no trouble if the flyer assists by dragging the other foot. · Where the beach or bank permits, a start on trick or foµess ski's is another method of remaining dry. Dry sand or dry grass provide~ .friction free surfaces co launch from. This means that flying is· one way to eli:terid the ski season. as winter approaches.

OTTO #~-.,-----This is to certify that

is a life member of the universal Self.Soar Association President

TRIMMING

An airplane is trimmed by adjusting the control surfaces so chat the control stick forces are as near neutral as comfortable. This wing can also be trimmed by exchanging shorter or longer shackles at the nose and rear straining wires. A shorter shackle than that which is. supplied will bow the keel bar slightly down. The flow of air across the wing will increase the lift at the trailing edge and make the wing fly nearer the water. This is desirable for beginners or for slalom tournament or for any reason that low flight is desired. A longer shackle will increase the lift at the nose as the keel will bow slightly up. This is desirable for high flights and sharp turns in gliding.

It is a good idea to experiment for yourself, when you are familiar with the wing as it is supplied. You will find the wing alters drastically for small changes in lengths of the straining cables.

All the bars should be straighten. in their relaxed state. Small bends can be straightened. If the bend is acute the bar should be replaced. Follow these instructions with a reasonable degree of caution and you will find a whole new world of excitement that you didn't know exisced•.. as I did.

CAUTION: Above, Mr. Moyes trims a towed kite in a way that that should not be found in a free-flight Rogallo.

KEEP YOUR KEEL RIGGED AT LEAST STRAIGHT IF NOT VERY NOTICEABLY REFLEXED UPWARDS. The dangerous pitching moment obtained by a downward bending keel can set one into a non-recoverable dive.

A further problem occurs with downward bowed keels: The keel is twisted by the sail to left or right, not both.

This sets the wing with a biased yaw problem.

,,.,,.-----··

( I --- .

-~- -~ -·- --

-·~:.;_

-·-=-=-=---- ---·----

-~'7{) IS FAST E/'Jet.Jc1;!J .

-------.--

----

- /

AERODYNAMIC CENTER The forces placed on a wing by the flow of air over and beneath it creates lift centered about 33% back from the leading edge in conventional wings, but about 45% in our Delta wings. This point is called the aerodynamic center, or center of pressure (C.P .). When a wing is in trim the center of gravity ( CG) and the CP are at the same point. The CG is where the cross bar is bolted to the kee, 1 The CP is a fluctuating force and will move towards the leading edge: (i) when approaching stall, (2) extreme angles of attack (3) curve up in the keel bar. This force will also move towards die trailing edge: ( 1) immediately after a stall , (2) curved down .in the keel bar. Knowing these results we can use our shackles to curve the keel bar to trim the wing to our desires.

In the case of a stall, the CP moves rapidly back and it is this force that will send the wing into a steep dive. Although your immediate reaction will be to push the bar away, to level out you should pull the bar to you instead until you have recovered the airflow over the wing. It will then level out by itself. Immediately after a stall if you push the bar away you will increase the angle of attack to the airflow (which is now straight up, as you are falling straight down) and may never recover the airflow over the wing. This is called a high speed stall. The wing and flyer will again enter the water at.an embarrassing angle and speed. The case of the bent keel bar is the most dangerous. IF is possible ro fly a wing with the keel bent down. You will notice while skiing that the wing '\ends to put its nose down, and the front wires will 'be slack. You should taxi it to the beach. If you are foolish enough to fly it the wing will take off only after you have pushed the bar well forward, and increased the angle of attack considerably.

This will move the CP forward and temporarily straighten the keel and the wing will climb. When you reduce the angle of attack, the CP will return to the CG, the keel will return to its bent configuration. The CP will then move towards the trailing edge forcing the tail up and the nose down. Again the flyer will go out of control. The worst feature of this complaint.is that there is nothing you can do to recover. Therefore, before you fly "("1) check all nuts, bolts, and shackles YOURSELF, (2) check all bars and ropes YOURSELF, (3) check boat and . release, and fuel supply YOURSELF, and (4) nominate your driver and releaseman from the more sensible in your crew. Practical jokers are taboo as crewmen.

CONCLUSION If you experience any particular problem not taken into consideration here, drop me a note at my American or Australian address, and I will be too pleased to help.

A film in Super 8 mm is also available for instruction and another for advanced flying and competition.

Smooth landings,

14

......

__ --- -

----~- ------

Ford Walker, age 56 y1'S, , flys bis unique design featuring ..sail finger .. for control - a line attached directly to the sail. We recommend ,attachment only from above the wing to guard against adverse yaw control.

Help Plans BE SUGGESTED IMPROVEMENTS

Author- designer groups should strive to indude in their plan the following: Note: the plan is often the first and last literature a beginner will ever read on bis new sport.

I. 2.

3.

4.

5.

6.

7.

8.

9.

10.

11.

12.

A good dimensional line drawing of eac;h part and each sub· assembly.

A small photogr31;>h of each part type and each sub- assembly. _ Complet~ flight training schedule and description,including mistakes possible and preventave training required to avoid errors.

Pre-flight check-list decal that can be placed in the cockpit and at the perimeter of a system so that a pilot could run checks prior to flights.

Description of material degradation processes, including corrosion, crashes, handling, abuse, storage, usage, sun, warer, smog, vandalism, neglect, etc.

The essentials of weather and wind for the beginner.

Flight skill check- list.

Description of the problems of turning flight.

Challenges and pit- falls of flying hang- gliders or other self- soar flight systems.

How to approach changes in the fundamental design proposed. Presentation of alternative constructions on the basic design that may have potential, but which must be approached with caution and intelligent testing.

List and description of auxiliary devices that expand the recreational potential for the flight system for the fuel-less self- soarer.

List of flight ways that are non- self- soaring, but interesting to many. Like towing and power back packs, for iristance. l5

13.

14.

15.

16.

17.

18.

19.

20.

21.

22.

23.

24.

25.

Description of the gravity of towing flight preparations including a list of new checks that would be required for safety. Also, a description of the difference between self- towing and non- self- soar towing.

How a wing- tip or tail helper can help or hurt flight operations.

Description of the flight dynamics and performance of the particular systems.

Streamlining and drag reduction suggestions for pilot and ship.

Flight sequence photographs of a ship exactly built from the plan presented.

A disclaimer clause that releases the author from aH claims against the designerauthor.

A history of the design effort and flight test effort.

A notice to the buyer that he or she will receive important revisions to the plan as errors or essential improvements are made on the plan when such are very important for safety of the flight system.

A complete parts list including weight, material description, part number, quantity required, part name, mail order source for the part, as well as a yellow page type of business listing which would indicate who carries the parts. Approximately noted retail prices on all parts would be helpful.

Step- by- step assembly instructions should be a part of the plan. Testimony that the author-designer studied at least one beginner while the beginner made the flight system from a finished plan should be given. Such a test is a great tool for designers to de- bug their rough draft. It is best that the final copy be prepared for offset lithography or xerography so that final corrected errors will show up for the customer and reduce the mail cost for notifying the"phn holder of changes.

A notice that the builder is responsible for his own acts and is responsible for bystanders and public property around his flight activities and ·that no liability can be transferred to the plan maker or plan seller.

To a reasonable extent, some parts should have full- size patterns that could be cut out of paper or indexed from the paper. Airfoils should have a step by step description of how to lay out a pattern for the airfoil. Full ordinates can be given, but the plan should have a description of how to lay out the airfoil.

The plan should encourage builders to develop, ideas and to share them with others.

WANT TO HELP PRODUCE A SUPER PLAN? Use this space to jot down what you would like to see in a plan. Send L&S a copy of the notes.

CONTACT KILBOURNE SPORTS SPECIAL TIES ' FOR USE OF THIS SITE.

WE.ST JACK~ON

.rARYIS A YE.

T/l{j!WTIJN AVE.

SITES STAY OPEN WHEN COURTESY RIDES HIGH.

Polyetbelene Sail Making Tips A cle·an floor . Rid it of dirt and grit. Wear stocking feet. Do not stretch the plastic, but be careful to stretch it flat. Tape the plastic to the flow to prevent movement. A tile grid work under the plastic would help measurement.

Anti- stretch fish- net-taping should be done at this time. Use fibreglass reinforced tape so that one does not build into the sail wrinkles that will cause drag. For pilot launch systems the criss-cross pattern of tape need not be as tight as the MK- 1 exhibits.

We need only a bit of tape every 12".

Thicker plastic or strong woven sail cloth give.s one. a sail that does not require this kind of reinforcement.

REFLECTIONS ON THE FLIGHT-SAIL

Copyrighted in 1962 by Flight Dynamics, Inc. was a plan for a towed Rogallo wing glider called "Instructions for Building and Flying the Flightsail M~ 1."

An aluminum chair for the pilot to sit in was primarily designed for speeds over land in excess of those desired by pilot launch flight systems. Let's review some of the more interesting aspects of that plan.

A most favora·ble aspect of the design is that it necessitates only a few weekend hours to build. A 12 ft. size is recommenMK- 1 dis.covered the same thing we ded for pilots weighing less than a 170 lbs. have, and that is poly - e comes folded in while those flyers over the mark are urged 4 ft. widths. We found it advisable to to make a 14 ft. craft. Of course modifica- place vinyl tape on the inside of all the tions should be approached with caution, manufacturing creases. Be certain to with a quick reminder that the tow speed permit the vinyl tape to completely relax is dependent on gross weight, which is the before placing it on the crease. combined weight of the glider and pilot.

The black vinyl tape stretches when We should note that MK:- l suggested a coming off the roll; that stretch takes several minutes to relax. Also, do not 4" keel boom diameter and a 3" diameter pull the tape off the roll hard and fast ; for the leading edge. The size ·indicates the need to guard against the high stresses take small lengths and regrab to pull out gently. that could be developed in towed circum stances; our free flight non- tow launches Wisely the plan notes that the compledo not require this size condition. Key ted ship should be checked out by a locked or self- locking nuts were cautionec person skilled in the art. Be able to answer all safety questions concerning against.

The MK- 1 cockpit and controls are not your bird. The clubs forming throughout found in our present generation of Rogallo the nation will have people willing to donate a few minutes to review your wings, but if someone wanted an extra final effort. Do not fly until an experlist of weight producers, all the gadgets ienced builder checks out your craft, and could be built, incl~ding such things as never take a checkout as a sign that the car springs, patio chairs, piano pedals, wing is some kind of caretaker. These and more. man fliidit systems need yo~ to know Like NASA, the MK- I plans show your wing as well as you know your own glass- reinforced tape (fish- net pattern) body. In fact you should want to feel placed on top of the .004" polyethelene the capability of your wings through much sail, something not needed with quality wind testing and in - wind ground handling dacron sails. The tape acts like a and jumps. You will then enjoyably be ripltop. Their test on the polyethelc:,ne. able to approach the wonderful beginning permitted wing loadings of 6 lbs. per sq. of man-prominent flight. ft., even though a wing loading of only two pounds was going to be used.

18

CONVERSIONS ... TASTE OF FREEDOM For several years we have been kiting behind boats, parachuting behind cars, and skydiving from airplanes. Being towed or lifted restricts freedom while skydiving offers minimal lateral control. Self-soar systems provide the benefits of each of the ocher ways.

I am going to study the pros and cons of the new Lovejoy design prior to jumping ahead into a standard Rogallo.

Anyone else interested in converting sports like I have might wish to write me.

Dick Koogler 4295 Jan Ori ve Akron, Ohio, 44319

Crosspar not shown for clarity.

A 1962 Rogaiio cockpit idea

by Jim Hobsen. He actually built one with the fore-stay tubes going to the nose.

"

first SWING

Doweled tube holed, aluminum (soft} sleeved, and through cabled. Cab!e with in-line stops swaged for dimension keeping.

REAL AIR PROGRESS" Ed., I am interested in this subject, having envisioned the Rogallo Wing hang- glider in 1962, although I went no further than a model. It is interesting to see that these gliders are very similiar to my concept, ex cepc chat I proposed to seat the pilot on a pivoted arm, which he would move fore and aft by a winch or by a rack and pinion mechanism.

Yours faithfully, CDR M.N. Collis London, England

by Michael Weidman Minnesota Bob Lovejoy's "Hightailer" is certainly one of the most exciting developements of our movement. So simple it is.

Bob has further developed this "Hightailer" so that it is controllable and stable. His all-new Quicksilver should surely bring him some quick silver. The cable - suuced monoplane should spur others to a collapsibility that will rival even the most simple of Rogallos.

•••••••••

19

0

N

Jeepster comfortably carries Taras' Icarus l1 to hidden sites ......