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the persua:;i vc porer,:; o.r ilie!:J..'.:.rd :·.iil ".er a.re v ut. ~11 or thic ne'C131G'tter ir: to E,D:ther inf.:>I.TJe.tion c;n eliden that a.re •iaple, inexpene:ive, and. hope!ul,ly, birdlike.
J. Britisher, iiil;:<? Bird. (or all, na~!3} put it thia ffltY; •'J!h.o:t t:'Un I t quite tho li:!.::;t :ier,s of £'.=ed. Lal!lt yee.t" on =,£ the lkylsrl: 3 pilots i."l the Cal.ec!.onit?.l'l Co~::etiUons v(;.::; ni~bling cautiously at the edge o.r a va~t ou-nitib uhcn n. lez.n le.:!t:1ery f4,"Ure .flashed con.peaptuosly pa.st. .& nle:-uler ueb o!" .feather£, :;t~e:tc~ed betucen hio outupwad E!.1'!lS
an::l feet, ferried his entire ceans of flight..
He flecr otraight to
the dn:d:: c2:i'.ltre of the u:;,~ur..:-ent, :·rh2elcd 8 x.,rp~ &nd soared up i."lto t!ie en....""elo:?i.nc'.; DUrlc, ;..tterins an eerie cJ..-y or ti-iuu:,h. 1'he tri:.nG!'orma.ti.:in ~s c.lr.:iost co;.1plete."
I.t r.ruct be !;~!.le of that and envy of the pioneerc that urges us to relive their experie!lces and ir..:.prove on the.i.:: i)er!'or.--;ances. Earl Ser>.::i,?.rs hns •.rritten an ~rticle uu. ..:r.JBiiz.in,; R::>Gallo's effo:rt9 · and descri'uing ~i~lle:::-s t~ct.inc.
Rorten l:.:..d ;:,_ flyin.:; uin,; eoin,::; i:1 ilr;en-tin:•. in 1:,53 or 7.5 LJ. S:99,Ilj 37 kg. (:.·cpty \7ith 1.:,,1 L/D r.u.1C:. lt.".ndin.:; sp.:G-d. -:,f 35 l~:.i/hr. DI. Li!:zm:u1 h8.s o ?f'.;>er out on "i;.t!.ie::;it_"":l. p!'":'.:l~')::i::..•.l for ~ uinit:ru.1:1 ·rrci.;ht (,;'.lider" It is of coav~mtio,u!l co:1.fif;U::-.=.tion .111~ ;·;,:;dc1T1 ;::,;.tcri::tlo
of 34 ft. op:,_~, esti,.ctes 1201b er.ipty, 1:;.2 L/D re>d =tc·ll 30ft/cec.
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At t!1e 'hot tor .. end .or the i-.cr!"o'.!":.-.::m;!:.: l'i cturc iE: the Irvi11 p.?.:r:auinb ty~;e of p~:.r::.cl;utc. 'i':-:i~ ha:..:: il. 2.5/1 I./D, f.:~,~\ of 24ft. '!te quote a •:glider :!.i!:c ;dd~" u::d ti1e con-:.rol~ 01: t~,c nc:.c ~-.t ·:dri.:,.tipc :::-~ cufficient to fl-lrl~ ~u! :;t;:-11; tll.:!.":l .::..~::i S"."lin. So::~ t:)c::'L"l..-:.ls !"l~ve 1::u-n cncountcI'€d er,d it "t";oulc! :.-;..:.e,:. tt~~-t ::oari,1~ fl.!.~;;1t ~houlG b-~ poe=ible. ?ai:: "!lrin,,...:::. up ~o;;:.ll::>t.3 ·•-:irk z•.1:.:..::.:..rizE::U :;,, thci;c t\:o. i;.A::;Ji. TP. D-2922 11 i:ffccts cf !'..~i~ct r.::.tic· r.r.i:! c:.i"lor,y ;;;!';.;!.;::-e =:~1 lo·. sp..:ed r.crodyr~.Hic ch:i.r.:i.cte:1.•i:::tic:..: cf 50 .::eo-r1..:,~ :;-.:q,t _t:tl"~ui:.s:~· .!" J;iiSA Tl'! D-972 "~;x:p!;!ri:'lcntr.l ~-!l..:i. t!~e;orctic-c.l :-i.tt•.6iE~ ,;,f the efiects or cc:.;·.~l:er c:.icl t~:ist o:) t:1c ;!Ero:!y~1,:.:.1ic ct.~r.::.ct~ri,a;1;ic:i of p!!ril:~:int;s he.vi:1z na=i:-:.:..:.1 as:i-ect :·:-.tics of 3 r.1:~ 6. If .:in:_ibc-,:"\y h"°~: o:--..,y ;::c•r.r; ~:"II"? :i:i. th::::, :::···~'='- :::':? .:::. ~=t~. Tl•ese p..-:.ru'.:in.::;s o.r.s cor..icz.l (straia;.':.it leac!i.11:> c:!ce) a.,d c:,liJldrico.l shap2-d (l,elicr.l le~dir..~ edg-e;). ,dnd. t.w-J1cl tc~tc. on a c.:rlinti.rico.l parawins or aspcc.: :t.·.:.tio 6 ;.;ho\:S 16.5 L/D. 'i"he co:iic.:-..1 .:ing has only j1a.lf th€. L/D but is c~rc st::.~le. Thie ·1e the kind of c:,-adc.~t ~Uchard iiille::: :.us i:i::-~n ju.opine off the s1:1d dilnes t:ith. The st.:.bility, c~;-,·~r:>l strenzth, r.-ei,Sht e..'1d ,e~for.:1a.nce L::-"<e tha v;,.riou.:, coc~rmdsGs i:i.te:?.-eDti.1~.. 6tiffn,:.sz see1.ie to be critical e:::.pec:!.:::.lly c~rte:r 40. ,/here c=i.n -rre zet 1;ec!mie.?l stuf.f on .fibregl2-.ss, st:,r:>fo~:. '"'--id r..:incyc.:>~.1b? It look::i .o.=i if .:;.,.., ecc6ptc.ble ~chino or oodc,:nt pe,rforc.::.m::c could be n.:..de but 'lli thout ::i. ztrictly uir.rorth;r ~c.'-:.il1c you oit;."i.t wi.."lc1 up .:-.~ de-oc:.~ o.s Lilientht.Ll e.nc! Filchcr. Loo!c.inc ut it fror.i 'e practical point o.f vie1·:, this M1eszi?Jg arou.'ld clo::::c to t:lc ground is bound to lo~·:e"r you;: t'i.i::::pos~blc i.nc::,i:..;e. ~;t"':.ter offeri,. .sm:.e :,......_fety .o.clvant~ges.. I t,'Onder ho':1" the:.: 1:e.tor ::::kiers on kites [.like out?
Bob liourt.:.eouin of !:iant.a :tk"'-rb.'.lro. has built an,J. flm::n :c.. replica. of a Chenute biplt~e ~nd f,(illor is taking u_;. n coll.!Ction o! 25 l!ol::.::.r ~3.I"CS to get another built.
Kiesel 21154 Sulli·w.:.n ~1:,.y, S:lr.itoza., Cc"!lif.
L&S 4.1 SPECIAL EDITION,$1 non-members.
LOW & SLOW Special Edition:Please take your seat in this multiplace transcendental :flying paper and enjoy a reading of the six and only si~ issues of Low.Slow & Out of Control. For reference see L&S 1.5. L&S was created by a marriage between a modern necessity welling out of you~ presen~ editor and the higher dimension leadership of Richard Miller. The enclosed reprints are photographic reductions of an_original collection that was barely obtainable. Few copies are in existence. Our refreshed new organization is wider in scope but let us appreciate the efforts of those who enjoyed !he steps of seeking the final habit of simple and beautiful flight for the many rather than for the few. Share this and other L&S trips with others. Tell them t~at reservations for trips can be had at 59 Dudley Ave., Venice CA, 90291, for S6 for 12 monthly or faster issues.Thank you. Gopyright@by Joe- Fau;t: 1971
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LOH, SUX4 & OUT OF CONTROL - Vol. 1, Issue 2 JULY 1967 So far we have not come up with plans for a hang glider that is controllable, cheap and strong. The BEOE "Oemoiselle" is the only one that is for sale and it has wheels. It seems that the technical problems are such that even with the greatest . developw.ent we will get a marginal machine. On this pessimistic note I ask that a young, optimistic editor volunteer to continue this newsletter. In good conscience I can't make plans available which I know will injure the builder. As for practical advice, group ownership of a proven machine like the 1-26 with a sport canopy could be a satisfactory compromise. However, I won't shut the door; our goal is not impossible. The remainder of this letter is direct quotes from various designers in regards their machines. DDT - "I cannot in good conscience release the pl ans for reproduction or encourage anyone to duplicate the glider. The DDT was the vehicle for an intellectual exercise and· served the purpose wel 1, but from the standpoint of useful lness and sport it was indeed an exercise in futility, worthy perhaps of description, but most assuredly not of repetition. To be brief let me say first that it flew very badly. Not poorly, but badly! (a) The wingloading and therefor the stalling speed was too high for a "human" type landing gear. (b) The flat plate U-tai1 would stall before the high lift wing because of its location in the very "dirty" air behind the hanging pilot. (c) The elevator was practically useless in the flown configuration for reasons which I believe I mentioned in ll!Y second report. · (d) The glider could not be propelled into flight by the pilot without assistance, because the pilot position was slightly ahead of the static C. G. location. (e) In retrospect the absence of ailerons was sheer folly in spite of the glider's "weathervaning" characteristic." IRVIN PARAIHNG - "The Irvin Parawing (Rogallo flexible wing) is one of the newest entries into the gliding canopy field and 111ay be the first of these exotic new canopies to see production and marketing. The parawing is not inte~ded to be a precision landing vehicle (although once you've gotten the feel of fly1ng the wing, you can invariably fly it into the pea gravel), but rather a canopy which is fun to fly, and it certainly is that. Most non-colf4)et1tion minded experienced parachutists live
for the free fall and consider the p«rachutc a necessary evil l'!hich w·ill t,rin'.J 1:1r,1 back sufficiently intact to allo:1 them to 'JO back up for anothrr n:inutc of fr,~c· foll fun. The Para1·1ing is the first canopy I ever ju,~pcd 1-Jhich had,.~ i\ctu~lly looi:·in~J forward to the canopy ric:e, tir:e after tii::,.~. This ne\'1 feeling o;' c~9e,· ;;,,ticipatio~ of the canopy ride was due to the fact ti1,1t the sens.it ion is r.r.,d; 1J0re U,.~l of fl)'ing than of c!<?scending, which is not surprisi:1~, sinc2 t:1c L/D, or 9lid~ rdt"io, of t:1e Paru\'1ing appears to be about 2.5/1, or akci,t t•1ice thct of th~ Para-Co!::;!:rn,J,,,- (•.,hiC:1 is reported to be Ll6/1 in Air Force Tec;rnical rieport rlo. 66-16). This gives th!' Pan11·1ing a calm air glide slope of approxir.,utely 70 degrees 1iith iln av2r~sl! l',ci9ht individuul as compared to 50 degrees for the Para-Co1omander und~r the sa1::-~ comtitio11s." The BCOE 08moise1le might prove to be an interesting project since it is put out as a glider or with a pm·1erplant added above the Hing. It is macte of a 1umi num tubing bolted together and tile 1·lings are of novc 1 plastic construct ion. There is a kit for it. The cost - approxim;:itely $1,000 a~d one \"leek's construction tim8. I don't knc·,1 what the licensing problcn:s would be. A chapter of the LA.A. probably could give practical ansuers to all of this. In fact, this move,:ent might find it advisable to affiliate 1·1ith ti1cn in the future. PROPOSAL - "I fee 1 that the news letter can serve its purpose best by bcco,r.i ng an idea exchange rr.edium for the people i-1ho shos"! an interest in I.ID 10. It is in that spirit that I send along son:e sl:etches of an idea - or.e of r.:uny that we have explored in the past - that may stimulate so:;:cbody into building a lm1 L/0 craft, which is of course the intent of the nel'1sletter. I visuillize eventuc1lly a kind of rally where all the t,u(fs might n;eet and try out one another's craft rr.uch as they used to do in the early l·lasserkuppc days or in the U.S. during the 20's and 3D's!!" BRITISH_PROPOSI\L -_Elastic Saih1~q_j!ructure - "I have flo:m a replica of Percy Pilcher' s Ha•·ik of 1896 and an i nfl a tab le delta ~1ing and m3de an i nfl a tab le Rogallo in 1962 and in 1955 did my best to dissuude Richard t·liller from procecdi ng 1·ii th the conical Rog a 11 o layout. I distrust the Rogallo and for that matter the Irving Pura1·1ing because of the "luffing" of the sail when the angle of attack becorr.es less than about 20° 25° which may be caused by rough air. Do examine the Sail gl\der designed and flm·m in 1922 by Reinhold Platz, Chief Designer of Fokker aircraft. This is a much more promising starting point given wing battens a bm·1 spars (forward and bacb-,ard s1·1eep and dihedral and anhedral). Richard Viiller should be able to shm·1 you pictures of the Platz glider. I enclose a rough sketch of my proposed deve lopt".ent 1-1hi ch I hc:tve never yet built in full size although mode's were extrer,:ely promising. Rambling on: James Daley, ilox 393, ilashua, flew Hampshire has man pot1ered biplane plans. Thurman Baird, 106 Arthur Road, Asheville, N. C., has hang glider plans. · Octave Chamte, 2515 E. Alerr:eda Circle, Denver, Colorado, may kn01·1 of plans for his grandfather's hang glider. I haven't seen any of these. The !-/right Bros. glider plans must be available. Old issues of Popular Mechanics huve them but no specifics on this. · In conclusion, the nel·1sletter would appreciate a contribution of $2 for costs of past, present and future. Sincerely, EMIL KISSEL 21154 Sullivan Hay Saratoga, Californi~
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Vol. 1 Iseue 3 December 1967 LOW?
SLOW, AND OUT OF CONTROL
Apologies for the long interval and thanks for the contributions. I am still loolc!ng for a young editor to take over the writing of this newsletter and the gathering of pertinent material and its evaluation. This evaluation requires a degree of optimism and faith and energy characteristic of the young. The purpose of this newsletter is to promote inexpensive and safe gliding by this information and idea exchange. The majority of letters request info but only a few provide it. The builders are especially reluctant to write. A fair amount of · expense occurs in visiting or telephoning these people and this reflects itself in the rather high cost per copy of this newsletter. So far the new subscribers have covered current expenses quite well. I hope "Sport Aviation" EAA's magazine will print these issues since the Experimental Aircraft Assn. seems to be oriented in our area, but "Soaring" may also be interested. As suggested in Issue 112, a Schweizer 2-33 or 1-26 with a sports canopy in a well run club would be the most practical and inexpensive way of accomplishing our objective. An analysis of soaring costs shows that almost 50% is liability. Interest on capital, depreciation, tie-down maintenance and most important--utilization--are the.other cost factors. We can go into detail. The accomplishment of design and/or construction of it yourself is a strong lure and this approach leads us to plans. Our ideal does not exist. "Homebuilt Aircraft" Spring-Summer 1967 _ 304 E. 45 Street, New York, N. Y. $1. 00 page 80 lists 9 US and 4 foreign !igder plans from 10-125 dollars plus over 100 power plane plans. One of them, "Aqua Glider", is described in August 1967 issue of Popular Science. Explorer Aircraft Co., 5325 Candlewood Avenue, Edwards, California sells the plans for $20. I am not peddling any of this but hoped to get this specific long ago. Now how about some feedback from out there? The third route is to design and build it yourself. This is the real objective of this newsletter. From many discussions it seems that hang gliders are not very promising. The wing loading must be very low so you are able to run fast enough to get above stall speed. Because of the large area, the weight, expense and size are considerable. Control, by shifting your weight is marginal, and sometimes fatal. Certainly the simplicity is there. The biplane glider from sitting or prone position, with normal controls, has many advantages. Let's hear if the "Aqua Glider" fills the bill. Going to monoplane gliders increases the performance and would be the ideal if we could keep the weight and expense down. A glide angle of 20-1 and a sink of 4 ft. /sec. would put us up with the hawks and buzzards. It just can't be done cheaply yet. Stan Hall's Cherokee is probably the best achievement. · Now how about mass production"in plastics or metal of the basic structure as Schweizer does on their 1-26 kit? Using a rough ligure of $3 a pound for raw.material, ,ve can sec $1200 for a 400-lb glider. I would set $200-400 as our goal. Let's call it the 20-200 goal. 20-1 glide and i200 cost. This would put us into commercially used materials and IIOme simple structural tests before flight to determine undetected structural failures or weaknesses. 5 G would be a good load factor.
fl."6-a.. '15 \ ) ~ 1 / ~ 3 ' Exotic developments include Magnus effect gliders with Lift Coefficients of 4-6! and glide of 3-1. Tb.is looks like rotating wings with a spanwise axis. William Foshag of 17 Du Pont Circle, Washington, D. C. 20036 is interested in contacting others involved in developing this type. Quite a few letters have come in regarding primaries. I believe we can do a lot better than primaries. If we get enough requests on primary gliders, we can get detailed about that: We have a "Design Proposal for a Minimum Weight Glider" by Dr. Lissaman. He is looking for a structural engineer ta do the mechanical design, preferably one living in the L. A. area.
When you write, include permission to print the material and use of your nan1e.
Eldon Runkel, 28621 Roan, Warren, Michigan. writes: 1) "It is definitely possible to achieve soaring performance in a machine with a man-launchccl (hang-glider) design requirement.
2) "Such a machine may be huilt to less than GO lb empty weight using conventional home constn,c:lion materials (spruce and plywood). LO\\'c,r weight is possible if more exotic materials and semiproduction techniques arc permitted ( fiberglass-balsa sandwiches; !ow-density foan1; moldccl ABS pl:istics).
3)
"Desirable spans are on the order of 32-40 feet.
4) "Construction can be, considerably simpler than in ordinary s:ul·· planes.
5) "It is desirable that the glider folcl into a transportable package about 2 feet in diameter and 10-12 feet long----- a long span and low span loading are absolutely required to achieve good glide angles."
The articulate British corresponclcnts express opinions that the trend to high performance s:ulplanes is rwming the cost out of their range to pay. I "·ondcr if one of them would send in an analysis of costs in their well oiled club system of operation. It's a wonder to behold. Lasham routinely has winch, auto-tow and aero-tow operating simultaneously. I have a feeling that the British or some European country will produce the breakthrough for our goal. I believe the development in the U. S. will go in the mass production direction: high average daily utilization and also in the rugged indiviclualist direction of self designed, built and flown. In the future I wonder how critical the site will be? ·where are we going to fly these machines? There has been concern about the conventional gliders at present. Trespassers of the world unite! You have nothing to lose but your wings.
Dr. Bruce Carmichael furnished the performance graph on the next page, and this pretty well outlines what we are talking about. If you want more of this type of material, it is available. Emil Kissel 21154 Sullivan Way Saratoga, California 95070
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vol. 1 Issue 4 August 1968
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LOW, SLOW & OUT OF COIITROL FLASH - NEW EDITOR NEXT ISSUE. Robert Wister, 4727 North 11th Ave., Phoenix, Arizona 85013, and his group have agreed to take over the editorship. They will continue the function of "promotion and exchange of· ideas" .. They plan an issue every two months. You will receive the first issue with a request for a subscription on a non-profit basis. They need your ideas, plans, construction material, opinions on flight characteristics. To date, our mailing list consists of 70 U.S. and 10 foreign readers. If we could expand into German and French translations, I am sure we could tap a significant group of developers. How about college engineering types? The mail has been about 900/o for info and only 10"/o giving info. I want to thank those of you who contributed money. Quite a bit of it went for things like a car rental to see Dr. Bruce Carmichael, blueprints of a hang glider, copies of photos and phone calls. I must admit I lostsome addresses while editing an issue in Honolulu so I feel you will have an improvement in Bob Wister of fixed habitation.
The Europeans could contribute greatly in theory and we Americans are fortunate to have workshops, which are almost impossible for them.
MISCELLANY National Vulcanized Fibre Company of Wilmington, Delaware 19889, manufactures impregnated corrugated cardboard of structural quality. Good article on glues in Experimental Aviation Association magazine "Sport Aviation", Oct. 67, page 15. It lists FPL 16A as superior to resorcinol and is avai1abie from Huglus Glue Company, 277 Leib Street, Detroit, Michigan 48207.
The two-seater Scheibe SF25B "Falke" VW powered glider holds promise in strong conditions and there is a trend toward high performance powered sailplanes such as the Scheicher ASK-14. "Sailplane and Gliding", December '67-January '68 have a good article on this. A reliable experienced eA-pert has been saying for years that good soaring performance is a must in powered sailplanes. Janes "All the Worlds of sailplanes. "Sailplane and Gliding"
Aircraft" has the best compilation (British) June-July '68 has an
article about: Gliding Angle {increase in%) 10 25 30 40 50
Extra Cost
Increased Performance
"
% 5
30 80 120 130-160 230+
12 15 20 25 )
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It also shows the K6E, Libel! and Phoebua to be "good buys". These ships are way out of the price range we are interested in but illustrate the concern of cost versus performance. The other side of the picture is what is the cost of not being able t:o stay up in marginal conditions. The world goal aruireturn record of a KS in the Allegheny Mountains shows an ·inexpensive ship with low sink and moderate glide ratio to be capable of a world record in good conditions. I think miniroum sink is very important to us. Mitchell Williams of P.O. Box 524, Mulga, Alabama, believes bamboo and plastic holds promise as a construction material with the highest strength to weight ratio of any rigid material. Dr. Bruce Carmichael's article in "Soaring" December '67, page 27 - "A practical sport sailplane with performance exceeding that of the 1-26 will be developed with 3/4 the span (30 ft.) and 1/3 the empty weight (120#). Eric Lord of Britain asks about the Japanese 1937 "Tondekevo III" of 32 foot span, minimum sink of 2 feet per second at 27 MPH, about the Fanvel 36 and Horten X. The Horten X went from a hang glider to a landing gear type. We have a report on this and if more of you want it, we will print it in full. of this?
How about Hank Thor and Ben Johnson BJ-1? "S0a.ring 11 october '66 ..
What's the news
The following are views of "Le Minimum", a design proposal by Dr. Lissaman of the California Institute of Technology. Would you readers be interested in a reprint of the complete report? Dr. Lissman is looking for a structural engineer to do the mechanical design.
Thank you all for your contributions; space and money just didn't allow all to be printed. Emil Kissel (Mail future correspondence to Robert Wister)
VOL.1 ~O. 5 ( JO!"~')
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Bello th•~• l'• :,our new editor. A thumb-nail ••etch to aoquain~ 7ou. Soloed a aa1lplane alightl7 over 20 7eara ago. Hoen at it ateadily ainoe 1 57• and am currently a rlight inat1'1.lctor with somewhat over 600 houra on the log. ~ormerly r1ew power aircrart ~ut that can bo liY•d down. I am a treelanoe de•igner or such things as turbcmachine.l'J', airborne air conditioning and electronic packaging. I have done just enough technical writing to mislead myself into taking on this task. Consultation with the postal wi.zards says the postage rates for second class would be l/3 the current first class ln use. This re~uires subscript~ ions that can be proven. A ~3 rate would allow about twice this issue in content for six issues per year. wvhat .say? Parting shot, letters are nice articles such as found in this fssue are nicer, Include clear '.1c:i~n-p~o:o~-=-=-~d: a~wfr • Dear .i,;d; Thank you .l!Jnil for your effortu and grand start on n1ow, Slow & Out of Control", and thank you Robert for offering to carry on. I would like to second the conclusions Emil has come to in the 'Course of his oditorshi:p. (1) Any man carrying orai"t ia enough work to build that it must be cabable of soaring and must be safe as the typical sailplane. . (2) ~ang gliders should be ·discouraged.. Bven when too short span to soar they are too.limited in control by weight shifting to be safe. · (3) Legs tor takeoff and land- · lng should also be discouraged even when combined with control ~urfaces. Good exercize but un~ JBS the wind is· strong it is both eAhausting and dangerous. (4) we need .a .cheap material, • l
aillplo 1n oonstruotion, knock• down into eaay to oan-7 component•• aoarabl• aailplane •hioh 1a atf>ucturally sound ~ hae nice rlying qualities. You .:.'Iced me what I have been up to Xm.11. £a working again on Df1 little 30' apan rly1ng •in8• Have a I/20th acale diapla7 model, a :f'ull scale . . aoolc: up or 1'uesl11tg11 and center .aection and atill muoh design work to do. This is a sit up version and the outer panels fold in to give a 18 1 X 8'X 5' for hauling and storage. Conventlonal wood construction in the prototype. We will devote an entire issue of SOARING in about 6 months to flying wing sailplane and I will be technical editor on it at that time. I have been corresponding with all the flying wing constructors in the course of designing my ship. Will try to get Hank Thor interested 1n a simpler version of his wonderful ship. 1 look forward to your first issue, Robert. Sincerely Bruce Carmichewl Capistrano !:leach, Calir. Dear Ed; I am pleased to hear that the organization is still alive and that there are 80 members. I am afrsid that I (am not) qualified in aircraft design in any way. My experience has been limited to models. · J:iowever I hope I mfl.y offer my thoughts- a few years ago I made some sketches of aproposed lightweight glider.(enclJ what ·see= important is the pilots weight relative to the centre of lirt. ~ ~1th the pilots weight being over 5~ of the all up weight he must be posit.ioned ve?7 near the C.G. For this reason a 8 flying wing" with.a prone pilot seems good otherw1se--cont1nued P 3
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ROGALLO V\IJNG HANGGL1DER by
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EARL
J.
SEAGAHS
Whan aircraft p1oneor Otto · and flying his kites. ·.~ol'klng Lilienthal strapped on his HIGID in an ae-rospnce laboratory had I\IlvG t.A:t>iGGLIDl::.ti and ran do"n a its effect on his kJ.tc; desigI,s. hill in Germany, he glided into He discarded the old kite conaviat.1on J-,istory. A ne:·; and fie;urations and .e:xperimer.ted dlfterent ~;ing tl,at is creating with new shapes. His space ae;e space age historical interest creations combined tl.e doltn ls the f'lexible wing • .1.t• s a shape o:f a hizhly ca:,11..,cred concept tl,at is as_old as the superso11lc v1ing, with 1;he unpterodactyl and is being tested brar>.Jcable structure of the as a glideex· recovery system for parachute. he wind tnnnel space capsules. It consists of tested his designs to fi!:",d a flexihJe material (nylon, mylar} stability of sh"PO and st.aLst1•etcLed acros:; a very rigid ility of position. The static frame usinis a two lobe, singleand ciynamlc lll.toral and longcurvatu:re, suspended-loud design itudinal stubili ty av1,e.'.lr to in a dol ta configv.ra tion. Some be good in tho modol'B. te angle space models have inflatable of attack range. At a too high fabric tubes at the leading angle of attnck, thG .:;11cior edges of the wing and keel to genorally experiences a fugoid provide stiffenin5. The Hogallo oscillation. In too loo, of an v,ing concept of ael'O flexible angle of attack, cano1,y lufflifting surfaces hll.s also bean ing occurs creating a ver-y;, called the para.glider, para.wing, unstable condition. The best fle.xkite, flex-~iing and flight angle of attack approxir.,ates sail. lr.odels up to 50 feet in 20 degrees. length have been ·tested as a Llr. ltoie.llo•s future drea,r.s, rocket booster recovery paraoutside of space endeavors, glider, lr:fl1J.ted mici·ometerconceive development of a . oroid para.glider, a po>iered flex- glider kite w.ith the ability to wing (Ryan Aircraft) and F'leep bG folded up like a parachute. (flying jeep), recmma.issance 11113.gine the thr.111 of carrying dron<~, cargo drop para3lider euch a glider-pack rolled up~ and unmanned cargo-tow gliders. under your arm.s to the top Oi a Mr. Francis 11. Rogallo grew hill and then unfurlin1::, it in up in Sanger, califronia and t:t-,e 111nd to glide dov,n into the when fresh !,larch winds blew valley belO\Y. across the coast range mountains, '!'ho Jlogallo flexible wing he could be foi:.nd flying his design caugl1t the :fanc~ of homemade and designed kites. Richard Millar (former editor It was a .boyhood spoi·t that was SOARI!iG) who not only resurrecneve:r to leave 1,1m. He studied tad, not only the hang glider aeronautics at Stanford Univer.idea, but also the spa.cc e.i::e ·sity received an apointn1ent to ~onl'igurntl.on. '£ha dalta-sh"-J'"d the Langley Laboratory of the hang elldar(in ,vhlch the pilot National Advisory cru,urdttee for hangs suspended beneath the coa ~eronnutics and continued his traption) ls constructed of hob,:,y of deJignlng, constructing t:amboo, mylar plo.stic non-Poro,:, P2
4.12
atu11brane:, rope and faith •.1'he· membrane wing offers very light weight per unit area and makes posaiable a vorru low wing loa~ing. Control is exercised by precisely locating the CG beneath the configuration and then shifting the CG to attain lateral and longitudinal maneuverability. Moving the CG changes the center of pressure on the wing, causing moments which make the wing seek a new angle. Pri.marily,its a two control vehicle, in that it has only pitch and roll control. In the hang glider configuration, the pilot shifts his appendages or body position to maintain control (this·can be quite difficult if he is hanging on tenaciously). The maxi.mum L/D depends on various confi&11rations, but ·tests reveal a range -of 2.5/1 to 13.6/1 with.very favorable characteristics at 6 to 1. According to Mr. Rogallo, one might even be able to soar with such a device ( was he thinking of Texas or El Mirage thermals?). ~o far h1r. Miller has logged some 50 gl~ding flights in the sand hills of Playa del Rey, California. Utilizing the sea breezes and a running downhill start, the pilot is required to maintain a possitfve angle of attack and firm control, Once the nose dips to a negative angle of attack the canopy collapses and there is a sudden increasing·downward vertical movement that quickly converts L/D to D ~ver L. Contrary to some sharp thrills it is inherently stable, simple, ine:xpensive, easily transportable and of light weight conetruction that puts fun back in gliding. When bigger and better flexible wing hang gliders are built, Miller will build them. p 3
.letters cont. sweep forward ot the wing or a cutaway leading edge whloh I do not favor. Hope you have issue no, 5 on th8 wayf I have arranged to aend you ~3 toward expenses. Yours s1nc9rely Eric Lord Tipton, Starrs, Ensland Dear Krnil; -~-I will give you a few details on my concept of a simple banging glider, It has a fairly short fuselage with conventional tail, Pilot flies in prone position like in Ho-x. Total length or fuselage approx 3,5K (12 1 ) , Landing should not be on teat. Fuselage thus has a wheel, Total height of fuselage approx .85M (2.S•j, The wingspan is lOM (33 1 ) , the chord is constant at 1.5M (5'), the aspect ratio is thus 6.7. The stalling speed 1e 'lOM/sec (22 .MP.if), '.i'he empty weight 75 Kg (1651b), The pilot weight is also assumed to be 75 Kg, A conservative(?) estimate of the glide ratio is 19l obtained at 2011/sec (44 11.PH-J. The min ailllk is .93M/sec (3,1 ft/ aec) at 15M/soc (33 MPH), The sinking speed at 20M/aeo (44 idl:'li) is probably slightly worse than a Schweizer 1-26 however my.d~sign has the advantage of a very low stalling speed and, due to its short wing span, a very good manouverability, It can make very tight turns with moderate angles of bank and might therefore be superior to any high performance sailplane in c_limbing performance when thermals are very narrow. At speeds over 25M/sec (55 MPH) I expect nry design to be slightly superior to the 1-26. When jumping from a cliff. under no wind conditions the glider would loose 5M of altitude (17 1 ) before reaching the stalling speed. Thie I say only ~-cont p9
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4.13
TAKING THE LEAP by Richard Killer
It was during llD idyllic six weeks on Cape Cod in the autumn of 1962, much of it spent climbing on the great dune• that face the Atlantic, that the urge to build a hang glider once again rose to the surface. It was during the winter of 1962-63, spent in .iashington collecting a story on the National Air :\!usem for Air Progress, that I met John worth and had the bas·ic desie;n details of the Hogallo wing described to me. Jt was during the sU11Uner of 1963, which I spent at Handall ... irport, 1,iiddletown, N.Y. working for Stare Bennis, that I built the model of dowel and polyethelene sheet that served as design study no.land began , to accumulate some of tlie bi ts and pieces that eventually became the Bamboo Butterfly. In April of 1964, while livine; in a cabin in the hills above Hayr.ard and working week ends for Les Arnold at Sky Sailing Airport I finally got around to the basic work on the bamboo framework and cut and grommetted the sail. At this point I had the help of a young man who was so precisely wrong.. in all his estimates and judgements that he proved to be an invaluable aid. It was only necessary to do Just the opposite of whab Edgar advised to make pieces fit and.sides JIIB.tch. In these same hills the first flights took place. i'hese consisted of running headlong down a steep slope in what. there tt,en was of the glider, hastily atrapped togather for the occasion, and falling into a briar patch at the bott0111.Edgar had been sure the thing would fly just fine, so I wore my ahin guards and reinforced cod piece. I can•t sa¥ I regret the experience. Crashing is by far the
beet 11ort of experience a ho.ng glider pilot can have, short of being broken on the wheel, so I had e~ery reason to be satisfied with this initial excur11ion. l~hen I moved to San Francisco in the swnmer of 1964 the still 'incomplete Butter·fly w&s stored in the basement of an uncle in San Leandro •here it st~yad until Nove!'1ber on 1965 ,·,hen it was fetched down to Santa Monica. Here the final fettling was done and on tiovember 20th a half dos en of us, includi,'.lg Paul M&cCready and Lloyd Liehr,:i, gathered on the beach at Flo.ya del rley and set about binding the dozen or so joints .;1,ich tr!Ulsformed a variegated asse~bly of sticks struts and sail into a cohesive and dynamic whole. A virtually windless day on the coast, especially in v,inter is rare indeed, but sucl1 was our fortune-possibly the last traces of Edgar's influence hanging about in the truss worl. No amount of running, bo it ever so energetic, was sufficient to permit any of us to get more than the customary one foot off the ground at a time. ~1hile a couple of us were -t,ying a carrot to the apex as an added inducement to the runner, Me.cCready went to the top of the small hill we•d been using, spread .his ar111s ·and ran down using the flats · · of his palm~ and his.armpits a11 a supporting surface. The lift generated by this method, he allowed,was a slightly auparior to the r~sul ts he'd been getting with the Rogallo. I then tried it !ll).d found the t•o methods equal, especially the second way• so v,e cleaned the sand sot of our shoes, fold ed our flying mach1ne·and- ~ p 4
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alipped silently into the a.11og.
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As the reader has already noted, there were al•aya inexplicably long atretehea ot time between the periods when things happened. Such was again the ease, and it was not until the 16th of January of the next year that we went dune running again. In the "'"'"meantime I had reconnoitered the coast of Playa del Rey and found what proved to be an excellent fl:ying site. At the foot of Imperial blvd •• where it meets Vista del Mar, is a section of beach known as Dockweiler State Park. In the main it consists of a toll booth, two large parking lots, one south and one north, and a scattering of fire rings cast into the sand. A broad expanse of beach stretches for a mile or so below the south parking lot. ·Between the beach and the coast is hang glider country. ~he slope runs the entire length of the beach south of Docweiler and is so regular that it appears to have been sculpted wi~h a giant pallet knife. It drops approximately 20 ft. in 60. is largely covered with ice plant and faces the prevailing sea breezas •. Among its amenities are a built-in wind direction and velocity indicator in the form of the smoke that streams constantly form the large stack at the Con ~dison plant (read smog generator ed.) which trem1nates the beach to the south, and the regular passage of jets overhead, outward bound from LAX. It would have been extra• mely difficult to find a more ideal flying site anywhere, much less so very convenient to home. Con Edison's contribution to the L.A. smog was slanting back at a very satisfactory angle when we gathered in the DOuth parking lot on the 16th. F f>
About a doaen poeple showed up · tor this outing including Vern Hutchinson, Earl Seagars and George Uveges. George CSJne regularly after that and ended, as usual, by providing an excellent collection of photographs. The day proved to be great tun, tor the Rogallo finally flew. rt was obvious now, however that the sail area was insufficent, at least for poeple weighing much over 125 lbs. So it was back to the workshop for the addition of three extra feet of sail at the trailing edga. I had left the keel and the leading edge pieces long precisely for this eventuality, so the addition .of more sail was no problem. The change in the center of gravity made it necessary to move the transve?-se tx•uss back a foot or so as a consequence of which it had to be somewhat lengthened. Finally, two small diamond-shaped patches were taped in place in the center of each sail panel where part of the bamboo structure had caused punctures. These, with the new blue section at the trailing edge, gave .the assembled Rogallo something of th.a aspect of the order le£ido tera, hence its name. To.ful y gild the lily the machine was now called the Bamboo Butterfly, Mk, 11 and appropriate festivities were planned.
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In anticipation of the palmy times ahead, I put out an allpoints alert for a festive flying-.tunday, Sunday January 30th 1966. The ·day proved to be ideal. It was marked b~.a good sized crowd munching around the picnic rings, by photography right, left and center, a lot of happy crashery and the beginning of serious rtogallo flying. . By this poin;!; the technique of hang glider flying, at least with the Hogallo, had begun to make itself evid~ttt.
4.15
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, lt'a all right to come clo3e, but there's no bottom to the last step. But with the Rognllo, that there was a definite tech7ou•ve got 1-o pley it clo3a, nique suitea""to the material at for without lowering the nose band. Such as. it is, it does . ·. to the point where the sail not vary t·oo much from normal begine to luff, it is virtually airplane !lying techniques impossible to get l\p sufficexcept for the some.,hat diffient airspeed to become nirbornO• erent scale of things and the Even with the sail in tho eubstltution of body movements optimum attitude is re~uires for those corrections ordlnairjust about all the enorgy you ily made wlth stick and rudder · can muster to get up to spe2d. pedals. Furthermore, you are unlikely The pilot, of course, ls susto have rotntion speed 'by the pended from a set of parallel time you reach the edgo of tha runners which he also grasps slope. Tho trick then ls to hit with both hands in order to vma.x. for level ground as y;:;u maintain ·c.ontrol. 'i'his act seelli3 reach the slope edge, then pick to find people dlvlded lnto two up an additional speed on the camps, those who prefer to downhill stint. It is necessary think ln terms of pointing the to retrim as you go ovar the glider in relation to theil own slope, :nnintaining the luff as mass, and. those who visualize you go. Frotunat,,.ly tho sounds themselves shifting their of the sail gives protty good weight beneath the machine. indication of whRt 1 s hnpp3ning. Perhaps it is convenient to i'he short stretch running , think of it in the first way down the slope wlth the glider, while you still have your feet sail luffing, brings the h9.ngon the ground and ln the second glider pilot to a fairly critionce you•re airborne. The mechcal juncture in his sporting anics of takeoff and landing career. lf he has !aB.od:. to. wlll illustrate what I mean. maintain the luff and permitted The takeoff run at Dockweller the relative wind to fill the. usually began about ten or so sail, he will probably be stopfeet back from the crest of the ped in his tracks, no mattor hill andcontinued six or eight how strong a runner he ls. If, feet down the slope. It was on the other hand, he allows thd very quickly apparent that runnose to drop a bit too much he ning against a 8-10 m.p.h. wind will find himself in a ~verwith 140-160 sq. rt. of sail center" condition for which, he deployed around you made the quickly discovers, there is no going a bit slow. It was e~uacure but crashing. The line belly apparent that to make headtween the two conditions is a 1ray it •.ould · be adviseable to fine one and it is obviously set sail at an angle that deslreable to err on the side of would prod~ce minimum drag. caution. Caution fails to get '.!.'his angle,· upon experimentresults, howeyer, so .the nose ation, proved to be aome~hat goes down bit by bit until nt less than the normal anglela11t you err on the side or rashot-attack and one at which ness and find yours•lf being the sail just begins to luff. bustled down the bill in a sort It should be stressed, as will of bamboo bums rush and th1•m-m .be evident soon enough, that . .tace froward into the sand. '..;'ho luffing sails on a hang glider humiliating aspect of thls rr.isare roughly equivalent to '1le adventure is not the mouthful loaded chamber in the revolver or sand, but the ract that tho with which you play Russian glider, which you were supf~3ed-Roulette:
1here wan nothing at all zysteZ-.: . 1ou• about it beyond the fact·
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to b• flying, got a hold or you., pushed you all th• way to the · bottom of t~a hill and slammed you into tM ground. So you tl'7 not to l~t !t happen again. The ideal, of course, is_ to rotate the glider when you have roached .flying speed and cont• inue on about your business. ?.'he tendency• aa with any .flying, is to overdo thinga at first, however. Over-rotation only has the result ot increas. ing the angle.-of-attack to the point where the sail again atopa all forward progress and ends the flight. Providing all has gone well, the pilot suddenly finds himself airborne, and anywhere from· one to several feet of.f the gr.ound. If he has had a deep longing to be a hang-glider pilot, throwing his weight about to maintain his balance in the precarious element air., he now has the oppurtun1ty to learn very quickly what it was he was looking forward to all the timo. Lesson number one comes as~ bit of a suprise. Lateral movements to turn the Rogai10, or to keep it on·course, call for all the gymnaatical experience one can muster. ~hen the glider turns, it is·in a flat, skid~ ding arc with no bank whatsoever. Longitudinal control is another matter and seems to require only the most subtle movements. I recall one flight, certainly one of themost successtul I made, in whick I went through three or four longitudinal oscillations using only the smallest movement» of my left foot. This was ·exceptional for most of the .flights at Dockweilerwere generally too short to do mush more than worry about ·the sudden uprush of ground. Landing proved to be a far easier maneuver than take of.f lf for no other reason than that you couldn't very well get around it •. It is really only nec1' 7
easary to rotate the sail, or awing the legs backwards, and the g11der slows down and looses 1itt in a way that enables you to run it to a stop within a tew feet. Landing can nonetheleas have its little excitements. I OilJJle to a stop in mid-e.i1• over the bottom or the slope one day, undoubtedly stalled, and parachuted down, rotat1ng 90° to the le.ft as I did so. I was about six feet off the ground when the stall occurred, I would judge, so I had a couple o.f seconds to work up some fee.lings about what was going on as I fell. The solar plexis broadcast on the sa.~e frequency it would in an elevator droping suddenly and my heart speeded up a bit. I did manage to keep my feet and hold onto the glider when I hit, but· I caref'ully noted the fact that the hogallo had-gotten completely out of control and could have been a real treeor at 20 or 30 feet, particularly rushing downwind into a hillside, uoing back uphill proved to be most hazardous part of Hogallo operations, a1toough not to the poeple flying the glider. 'l'o keep the wind from blowing tho sai1 down into protruding ends of bamboo during the retrieve, it was found best to turn the pilot around f'or the return trip, but not the glider. It was consequentlyhoisted onto the shoulders in a more-or-less normal flying attitude for trunsport. in this.position the wind f'illing the sail was generally enough to support the weight of the glider and f'requently enough to t~ke a few pounde off the pilot 1 s weight. Unly the balancing v,as necessary. The moment of truth came when you reached the SUllll!lit of the hill. ~1th the exception of those who wanted to get in-f'light photographs 1 most of the daring aeronauts and spectators wait~ ed on top and in a manner which conveyed some anticipation.
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As such states will, this co~municatod itsolf to the occupants of the cars passing on Vista del~ar, not 50 ft. away. There always seemed to be that one driver unable. to get his eyes back on the road once he'd seen the Rogallo appear over the crest of the hill •• ScreecHl -* CUUNClH 'l'INKLEI I, tinkle I lucky we had an Insurance man with us (Segars). l don't recall how many outings we had in all at Dockweiler, perhaps half a dozen. 110 were never becalmed again that I remember, but U1ere were a couple of days when the wind blew so hard that it was impossible to make headv1ay uguinst it with the J..lutterfly, lie surmounted this problem at length by hand launching tho glider with pilot attached. '.!.'his tochni-.ue resulted in some of the most spectacular flights wu had, partlcul:a.rly when we got the knack of it. Our star preforr,1er 1n · the hand launched flights v;as J)[ile Larson, who we managed to throw higher than just about anybody. 0ur sucess with lilike was due in part to his light woight, but in the main his cool-headed pilotage. Ha always looked like he knew just what he was doing while airborne and probably muds the longest as well as the highest flights of all. 'l'he only accident on any consequenco which we had was the result of a moments inattention on the part of the ;pilot. "hile standing at the crest of the hill he (name forgotten) permitted the no~.,) of the glider to get a bit too high and was flipped over on his back. He ended with a lump and a scratch at worst, and there wnan•t enough damage to the Hogallo to warrant an end to flying. A hundred or so flights at Doc1<1r,e 1lor was enough to convince me that the Llarnboo Butterfly had served its purpose.
In the meantin:s Bon Jannsen ihad shown up and matters began to take n new turn. The various conditions that Ben lived not far frorn where I did in Sant,a Monica, that I was currently, renting an apartment from the notorious "Bootsy" J:Jartos, eixMe .109 f.ilot and builder of the oartos 'Phantom" {accent on !tho last syllable), and that Booitsy being a Hungarian by birth epd a gliuer pilot by inclinatior, was just crazy enough to lo tr Bun and I move into his wo!"l( 1 shop with a bunch of struts fnd tubes and bolts and rivets and go to work on a ngv; und imprt' vd version of the Hogallo. 'l'his new glider, lien, who was av ry smart follow, designed Rt •:,oJ:!t with the help of a largo collection of technical papers on the iiogallo that Northrup happened to have in its engineering library. As work progressed on the now glidAr) which v,aa· designed tp assemble in jig tims, wo gz·a<;iually lost intoro3t in !lying the butterfly. '.l.'ho lust time I it was assembled was a few months ago here in San Clemente so , that Bruce Carmichael and Lyle Uaxay could have a chance to ruu downs. gully where a new, road to the beach is being cut near nry house and find out how much out of shape they wero. As for the new glider, which had its maiden flight on Junq 1st of last year, a good deal remalns to be said. It is fs.r superior in all respects to ~he J:Jutterfly, assembles in minutes and will probably provide us 1 the opportunity to do more than ground skims, which ls raallt about all the flights in the I bamboo version amounted to. ! More of that in time. 1
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Back to the drawing board or shop as the case u~y be. p 8
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oont f ? - p3 -to 1ndioat• t.bat littl• bil~t ls needed in th1a theDret1o&l. manosire. The normal t&k•-off would,be fro• a gentl• alope 1'Unning into the wind. Runnung down a :BO degree dope into a 5K/sec (10 K) · wind one need• only .fll/aeo (9 MPH) to reaoh the apoed required tor take-oft. (One takeeiadvantags of the fact that the lift m/1.y be slightl7 less than the weight to maintain flight along a path which makesian angl.e •1th the horizontal). The: length of the take-off run on the same slops llnd into the sruna wind ls only approx 2K {61' i 11 This is because the speed required :for take-·orr is so eas1ly obtained running downhill.I When taking of:f on this slope! ~n a SM/see w1.nd (10 K) the w~d will earr:y tor the uailp~ane. At a weight. or 75 Kg th1s means the pilot carries effee t1vely 56Kg (123 lb/ and this •eight "disappears" in a matter of seeonde going downJ
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tog,thtr •1th other pe9ple ,o Ul'lng·t.11e • - ideal. 1111m Toutanbootd
Boulder• Colorado l'or th~ or you who would 1111a to peraue the flex wing idea further here are some refe:reneea; llA3A TJI D-2052
The design of sailplanes for optimu-.i ,,t.oe~ ·a&e.ring performance· Clareno• D. Cone. Jr. Jan 64. OTS pr1C41• ~l.26 AD 276-':>07
Exploratory sail•1ng researoh at Princtbn - T. E. Sween,y Report No, 578, Dee 51 35 pp. NASA TN D-2922 Effects of aspect ratio and canopy shape on low-speed areodynamie characteristics or 5o.o 0 swept parawings. Frank Ji!. Bugg From_ Cl.earinghouse for Federal. Sei11nt1!1c and 'l'ocbnieal Informat1on1 Springfield, Virg1nl~ Price ~2.00 22151 NASA TN D-972 Experimental and the~retleal studies of the effects of camber and twist on the aerodynamic characteristics or parawings having nominal aspect ratios of 3 and 6. · Pol.hamu.s et,al. 1963
Flying banging gliders could become a sport in itself •1th its own rules. I would rather tly aihang glider than a high performance sailplane - 1.t 1.s more ot a challenge - more like ' flying the way the b1rda do. there, ls no awkward take-orr HA.SA T)I D-1957 Low-speed investigation or the probl~m. like tin~ing the crew effects of wing •weep on the and equipment needed. One does-. aerodynamic characteristics ot nt lllll&d an a1rt1eld.- or eairae parawlngs having equal-length one !B r•str1cted to SUitBbl• leading edges and keel, slope~ facing the wind, ~ut Maeaeth et. al.. 1963 isn•tl one restricted to suit.................................... able places to start sailing LOW SLO~ AiD OUT OF CONTROL a yacht! 1a edited ('I) and published )ly dr•sm ta· to take ,ay own bJ Bobert H. Wister . •hangplane • into the hilly ·4727 ·J. 11th Avenue country.· and to reach the c1ou4a withaut help or engine or poepl•• fhoentx. &rizona, 85013 u.s.A. '·To deaign and build• glider 1• a big job. I ban a family and lllJ spa~• t1.m& 1a 11m1ted. 1 I .. not an enginHr or meohanto. I would like to workp 9
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Jo!iller l:i'ramework, spring, 1964
Uvegee
l,11Ji;e lars on on hand launc.h
!Mi& Um uveges Miller, feet forward to reg~in flying speed
uvegea ~engt Soderholm ot Sweden on hand lw.unch
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Jieft:r
Takeoff. unknown youth Jan 106
iJvege:s Up the hill once more 110
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4.20
Low Slow
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Vo I. 1 No. 6 RICHARD IULLER
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P'l'OII!. the Edi Mad• it thru th• !irat one vi th out &D,T spears in 91" back. Bov to soe i t the qMli ty can be brought to heel. P'or those who vouJ.d submit art vol'k; 1t should be from 111 to 211. '.lh111 issue u:ies 211 since U. ill sharper. BLACK IS the on4' ink to u11t1. Pencil rarel,y ill reproduceable. 1'17 11gain. On photos; the box broVJlie 111 •till the best, vitb it's depth of tield 1 t is hard to get 1 t out of focus. 'lhe !uc,- cameras have loads of goodies and as ma:zy- out of focus aett1ng11. Most of tbom are th• 0119s aubmitted, Have a pro look at your photo be!ore submission. It seems to be an axiom that the more learned tend to be the least legible. The wiser you are the 111ore a typavri tten :subiu.ssion is desired. Helps to prevent errors also. So 111uch for the carping nov om,ard and upward. ED.
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Dear Ed; I Ul a 16 year old who is ver,y interested in hang gliders. I have written to Hr. Richard Miller and have recoived his plan for the "Bamboo Buttorfly". I hope to build this glider in the near !uture. Mr. Miller infor111ed 111e that you were publishing a n9vsletter low, Slow and Ou.t of Control, to which I vould like to subscribe before beginning vork on the Rogallo Wing. · I will appreciate i t if you will please send me infor111ation on its price per year and hov often it is published. Sincerely, • • • DI.ck Jeffords, Jr.
••••••••••••••••••• lov Slow ani Out or Control 1:s published 6 till!es a year. 8ubscr:1ption rate $J.OO/year. Address all inquires to L.S.& o. of c.,,472:1 N. 11th Ave., Htoe!Jix, Arizona 85013
• .• • • * ••••••••••• Dur Ed; Congratulations on an excellent first issua! '!he words and mu:sio com.e out fine. Can ve bops to have twice this much material in ccr.ning
issues 1 I sinco,rely" hope 110 and UI nry eager to read the account. of th• 80-odd(Try 125 aJYl/or more-F.d.) other individuals who a:re participating in !Low, Slav and Ollt or Control". As an ex-editor, I know that it.. takes a llbile !or mattors such as atyle, la;yont am policy to work them:selvu11 out. All thocc issuo,:s will be up to you, of course, but I would like to tcl(o, this oppcrtuni ty to list the sort of flying machines I would like to se" covered in L/SOC1 High L/D parachute Rllplicas Rogallo eartb-akilll::ter:s S:t1lw1ngs In!latllble gliders Antiques Bang gliders Prinaries _ 10-meter clar:u1 Ib'Jlamic soarer:s In general, this co1.1i:ars the L/D range !re;,, (1 :1) to about 25 -which is 1'here the serious (SIC ED) soaring journals take it up. In particular, this vould tend to bring under one roof all those of us 1'ho are 11lllikel,y to get a hearing else1'here. For most of us, because we are eeattered about the-vorld, the newsletter: is going to privide a gr,iat service as a means of cOI:Dounication and a catall!st. !st 111e suggest, therefore that 111embers addresses be printed along with their contribution aJld that a roster appear in L/SOC :somet.illle soon. In this aanner members will ' have a minimum of trouble in contacting one·another and exchanging ideas, Sincerely, RI.chard Miller (Addresses printed on request. Material 11bould be channeled thl'll the mag. for genaral infor111ation, Helps prevent sore !eet !or the local postman.)
•Daar • • • •• ••• • • •• •• • • • Ed:
Seems you are .. beccaing an in:spiNd rep4calln6 t to the once tine maga,.,ine •soaring". (Suppl"Dnt :Ed) I vu tremendously interested in the article on the Rogallo hangglidar, because I had given some thought to building one exactly the see a year ago • After reading the article I am nav detem.1ned to go ahead as I have a ready source or large bamboo. While reading the article·:1: reali2.od that all the Rogallo i:s is a pair o! lov aspect ratio sailboat •ails. - - p 1
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'!be hope b that th• ft]7 larp Vi11g ana ( ovor 250 rt2) am the lff&t.Q' incrNNCl spa!lld.H • f f i ~ "'Y ldll gin • good glide n.t.10 (about S) and a "'ry 1- sink. 1hi• v:ill prov:l.de eas;r soaring potential, az!d :,.t i»t cost. a bit •oni than the •ost sillpl.e Rogall.o. ( Higher speed isalsopossiablebecause o! tl>e p:1'6ventl.on or lntting, allowing a saaller angle of incidence). Yours truly, C. Mitchell W:l.lli-s (116..d the NA.CA reports first. In~tabillt:y'._is.acH.rect result o£ A/R).
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Il!ar Ed:
' ?b.auk :you !or my L. S.& 0-~o.C. llbieh l throrughl,Y Hjoywd reading and !oun:!. 1:1ost iu!ormative. I enblose a draft tor $J, and hope this
Jolill Ml.p.-d.,.• my long distance Juke it awu:rdl I! so, •JI I let J'OU ban aore loot? (No svea t &I.. ) i It is possiabl.e that • v ..:, oloR friend of Jdne, Mrs, Ines Iildnf'.t, •:Y visit her daughter 1r. Rioenix am:! will ti,y- to get in touch 111th JVU• II you could let her uke ~otooopieli ot any 'RIJ7 · ~ bang pider chawinga J wcul.d be . x i - l y srat.:ra:L. She thin.Its I - a . .ntal · ean on a_cconnt ot 't1l:if d•t.ndnat:lon 1.a Hlt-destn,,ct.ic:m in • - Jdnd of ._boilt flyinc . .c:llbm. P.J'laai/JOlll coald con!im tbb bat 111. -
: ~ te:noa. I loall: fo1¥ard to •· 6 or YeJ.. &lid pedlape to • - details .r aapl.e UIIS tJlie that
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I ~ the prcibl- your • .,. vitk L.S.M>.O C. becaUM I ,ilit a - lAtt.er -,.ell. It i• ai...cl. taval'da ti:!• ·f.eenap .-hen at th<t Experi..ntaJ. Aircraft l.uoalaUon. I haff abDat 100 - • on .,. .ullnc ll•t, ~ llbich aboat 20 can be coI>111dered ae~. Ma:q at .,. 1'•llov teens a" i?l'-"tltd 1n lav .-~on,,ance clld&rs u wU ... r'*ll'UJll' sailplanes aai powNCI. &ircra!t. I . . vorid.flg ( 7) on pl.an.5 for an ul.tr-a-llght VW-p:,wered plane, llbich oan probabl,T be built as a glider, i f desired. Note: like mAny others llho are wriUng to :you o.bout design proposal,,, I ""' not an engineer. Ht.er seeing all the requests for •ngineering as~ist.:z.nce, I won't ask directly for al'zy" help. Do you think ve COJ:lld !orm a sort or •engineer1:iig pool" to weed out bad ideas be!ore too much work is cone? I'• wo sorUng out ideas on ,. 1u1mi.-controlable, eelld-hang glide?-•• if anyone can figure out what that is,. Yours truly, Bill Potter 88U :w. 102 Palos Hills, !ll.
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60465 • • • • • • • • • • • • '" • • • • • Dear Ed, I under,,tnad !rom bsue 4 or Low, Slow and Out ot. Control that you have ~•n onr the chair or the aagazine. May I vish you the best or luck in the position. Pl.ease t'im replints or art.fol.es on nr1o118 sailplanes •et, llbic:b !all into th• catecor., ve are intar•steel in. (Huu!-Fd.) I have also •-• dravinp or a series of design abtah•• I iude, dMeloping out or th• ~9)0 Sc1Jd I dHign. I hope you find th• useful aa copy ror future
1••··· ~ • prnioas isaua, I gather th•
llllll aiJa or th• nevsbeet is to exchP1«9 id•u vbicb 1 t 1s hoped nu reduoe th• cost or soaring. .An arb1 tar., at&rt has bden to aiJlz at an L/D or 10 on tll• usl!Jiption tha.t :sneh a low pedon1&Dc• 11'.ill p>:oduee lav
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4.23
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bU111p:; as an instructor, I have ceased developed !!'OJI an early (1930) 25' practical gliding at preaent !or read.,ign to a aod•rn 10 aeter design. sons o! cost and !or SClle years I haYe, 'lh• ultiut. version (photo enclosed) Vith several !rien:ls, be.en sHking a (didn't get that &:l.) is 10 meter, cheaper !om o! aoaring, Jllring varl&lllinar flow wing, (2 piece) Toeious discussions ect, va have examTail vi th a pod aix!. booa fuselage for ined 111ost of the ideas curren~ ainiaua drag. At th• aD111ent it is -· IMoing balldied about. Our conclusions still an idea buuing around in S3' are as follows. 'lhe cheapest fol'll of llii:d (at the present pre-occupied soaring iis. probably obtained by· using with a 2-seat J.C'i design). Another a powered-assisted sailplane, !his sugge~tion is that perhaps.you could ellables-,on• to bypa::,is all the launchrun a feature in each !urtue 1•:sue. iDg parapl111rnalia a::,i:;ociated 111 th o! aey de11ign tba.t. !alls· into our launching normal sailpl.e.nes. Howcatagor,y and has actually flown ••., ever, the fir.st cost is U3ll.ally as 'lhis should include a description, expansive as a convontionsl sailJ-view drawing, JXlOto i f possiable, plane.Various cheap solutions such performance and availability of as the Rogallo Wing, Parawing, ect, drawings with cost and addre:ss of were thro,m out because though the designer of v1indor. Designs that fir.ot cost was cheap our experience come to mind il!mledia tely are Scud I; with conventional low performance (English), Elfe 1, (Sid!i!), Hutter glider.. (Kirby Cadet MK I) in this H-17 (German), Jambuck (Australia), country indicated that frustration Gheppio (Italy), Tondokuro (Japan), :soon se~ in because of the limited EPB-1 Flying Wing (USA), Horten perfoni:iance. Our final conclusion was Ho-X (Argontina},(I would _like to that the optii:lum was probably a homesee more of this design lll.)l'Self), built 10 meu.>r spar design (The maxOther possiab1l1ties Are the imllJ!l practical practical size for home Flightsail,' :Bensen G:;irogllder, R. and hence minilllum cost construction). fl.a tz Wing, HML-LG 1 , finally, is · A perfomance of 25/1 glide ratio and there any reader who could supply 2t ft/sed, minimum sink, A study me with Amari can magazines, parti15howed that existing designs in tho 10 cularly Air Progres8 Honobuilt :etsr c~tago:r; were in t...~e 18/1 to .Aircraft Bi-annuals in exchange for 20/1 ~/D category of 3 !t/sec.minimlllll English Aviation.magazines? sink. Howeyer pr~ctically all these !ours sincerely, designs are old designs. With presentM. G. Adams day knowledge (at present being used "TIROL" to design 44/1 L/D design; costing School Road thousands and hence only available Fawley, Hants. to a lllinori ty) I see no · reason why a England . design specified above should not · P.s. Any chance of is:sue" 1 andJ or now ba possiable. The performance as the newsletter. I haven't got these 11pecified is after all equivalent to and vould like them !or th11 :sake of the best designs available. 10 years having a complete set. ('lhe editor ago (Ol;ympia) arti as such are more does not have 1,2 & J. Tough luck Ed) than adequate !or most sporting pilots. •••••• It is su!ficently high to, ensble cross country up ts, ·Silver C standard, and is not too high to be ob-· Dreams are the father of inv_ention, tainable. '!he ulti!llate woul.d b" a power assisted version o! tho abov. Perseverance is the aother _or products arllplane. Hay I suggest that the readership be sounded out on this proposal and if opinion is favorable, perhaps a firm speoification ¢ould bi, drawn up and a suitable designer persuaded to. hot up his slide rule. Tho sories of drawings enclosed show a line of thought-
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4.24
THE LITTLE WING Orlpnally- traMhtad rr.. an UJJspwoified .lrcentine . .,n1ae b:, Eul J. Seagers.
Thia revolutionary llhip !me characteristics completely naw. Shortly after Dr. Horten had the idea, the plans were drawn. 'rests on Rumanian pine were conducted with pretty good results. It broke by flexing at 6 kg. when other woods broke with a weight 'ot 4 to 5 kg, For the main spar, a board was used ,nth a breaking be811l utrength of more than 7 kg. As soon as we had material and plans were made, we started making the ribs. Plywood of o.e mm. thickness wea used. Next was the assembling. The gluing of the main spar was made using 100 cl811lps we found all over town. Following the spar we started to put ion the ri ba and do the finishing 'touches. kext came the longest and most delicate job, the covering, In the meantime, we were looking for a place to test fly the ship (\'le live on the plains of Olean), where there vere gentle slopes and where the ,rind blows lllrl.foriiu.y, We tested the ship by laying the me.:l.n spar on tvo points and putting a load in the middle, The three men working on the project were the load, The weight was estimated at 250 kg. and the breaking point was far greater; estimated at 400 kg. Thia means that v.l.th a pilot weighing 70 kg, the breaking by; f1ex-: ion would be near 11n acceleration of i 6 g. Prom t!lere on things vere progreea, ing more rapidly. We made the metal work necessary for the pilot seat and iru1talled it. Then we started attachI ing the back part or the ribs, While 1'igi1eroa worked on the canopy, and !acchi workeci. on the ail&roM. Af'terwarda c ... the conring with oloth, 4ope, oontrole, an,:! cabin, Ve start~ to look for the place to locate the pilot (e»-ec!-.). Thia va11 hard work u we had to re-do ,-rt• •neral
u.•.
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The trailering vas solved by chassis of a small car of which answered our needs pretty well. Tacchi had an automobile axle, I had two bubs, we bought tires and wheels, and after making the support to rest the ship upon, it was ready to use. After a period of rest due to exan.s, license, etc, in January 1953 ve worked in the last details. At the end, the center of gravity resulted exactly where it should be, consequently, there was no need to add any ballast. During the first veek in February we decided to test the ship. We arrived at the Pampa near the village of Olean at about 2:00 p.m., found the location in a nice slope covered with grass and facing the wind. I attached the wings and started to :run, but the wind was inauf'ficient (7 to 8 !an,/hr.) and I couldn't get my feet off the ground. I tried again, trying to run faster but without results. I could notice that much more speed vas not necessary as the controls moved the ship from one side to the other, or frontward or backward when I wanted it. The position vaa fairly confortable and I had enough f':reedo111 ot movement. being able to run faster with the wings on than without them, Scheidhouer tried with the S!lll!e results. In that vay ve passed the afternoon, without being able to tske off, (sounds familiar-ed.). Next day the con<li.tions were the same; lack of vind. At about 2:CX) p.m,, it ••••ed as it the tdnd va,, taster. Va tried in dif!arent places, but the only thing we could accomplish waa a little hop vhen ve pulled the oontrola briskly, !he velocity or th• wind. was not quite 10 kpfilf' buying a
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(7 nph). We round.a location closer to town so it would be easier !or us to roach the place more o!tsn. It was the rancho El Malenguesio, about 20 Im. !ro::ii the city. 'l'bere we tried again with tho san:e results as prnVious'.cy. 'l'his tiua Ye borrousd an anwoi:oter. 'l'be wind didn I t exee~d 10 Im.. /hr. : We docidsd to tow and Tacchi figured an:!. put on a book that worlc-,. od P9r!oct'.cy, but when toYing w1 t.b a oar the ground sp,3sd was too auch, and my logs couldn't keep up with the sp.:,ad so it '""' necessary for me to release or elss I'd be dragged w1 th the llhole thing. About this time the boys had round close to INAV (7) so.:!e little hills just right !or llhat we neaded. 'lhat Sunday tho wind started to blow and I triod again runnill3, without good results. 'Ihon we decided to try a tow. Tacchi and Figueroa were in the car. Dori (girl l love that lrgentina) '!"ith the ane.::tor.ieter was about 100 m. away calling the :sp~od . . 10, 12, 1S, •• whon he said 15, they. start.!d and I shrted to run behind the car. 'Ihe sP"ed was increasing and whon I realized that I conldn~t follow, I notic~d the ship starting to fly and I !elt lightly lifgd, but decendod right .i.11ay due to the change of the wind. When I touched the ground instead of running, I planted my feot on tho ground like the onos on water skis and slid !or a short time. 'Ibo speed continuod increasing and up I vent this t.1.~e to about ]A. high. As tho ru.nus.y was short, I released and zooniing a little approached the ground, landing without trouble. At last I had been up. Altouugh the alt:!. tu.de was in:signif'ieant, tho e:xperienoo was valuabla. (Huza!-Ed.) I tried once mar-a that day but the wind had di!iiinishoo. and it was not the 15 lcA./hr. noce33ary so I couldn't !allow the car and had to release. In view of the g~od results obti.ined towing, we decided to continue tb.i.t way. On~ day in the lliddle ~r 1953 in uhich wa thought tho ~~r.d was strong enough to fly ...-a trled ••veral ti"'"" with .·&uecoss, towing to about _5:n. flying vi th uni!on1 altitude. 'The t.Jce-off's and landp
5
ingl! were done without difficulty · vi th a wind be twoen 1 .5 and 20 kr:i ./ hr. but in on3 or th• !lights when I role.l:sod with little altit-.ide, · the wind sl=d down and I landod ratbor hard, my legs collapsed azwi I landed on my sto,:iach. 'Ibo le!t aileron was damaged. 'ibi:s in=ident atopped the tests for a long tiz:ie because none at us had the ti~e to work on it. Besides, we realized that we couldn I t »orlc ui th loss than 15 larJ.. / hr. Wind and in Cordoba it is alJ:lost always calm. 'lhen we deeidod to install " :skid wo had bGan tall:ing about !or a long tin:o. In this way ve vore not depending on the wir.d ar.d avoided some prlssibilities or d11::ige. So we designed a skid that did not interfere with running tor ·takeoff. .Also, we mnde dovico to li!t and lower the leaning board for the pilot in such a way that in ei thor standing position or prone ho could be co:ofortable. That took so:119 tii::e and only in Janua!7]' 19.54 could we continue with the testing. That day I made flights of 5, 10, 20, JO Meters of altitude . The last one was with turns. This v.i.s tho first tim9 I had tr:l.od to turn and i t vent per!octly. 'JhoGe flights
a
ware ~ada in p~one position v~ry comfortably and tho visibility was excellent. On Febura:ry 7 we !lew ag.dn. '!his ti.me we installed an airspeed indicator ve had borrowod. I !low !irst to seo i f tbe indicator would vorlt and then Tacchi towed me with a light ropo or 150 m. to an altitude of 80 m. I released, made a turn of 180° to the right, another turn or 1aoo to !ace tho wind but although I still had too much altitude, l had turned widely to both sides. I.made a normal landing. It was a wondor!ul tlight.'lhe controls were soft and very ef!eotive. To land, I dropped the nose and the apoed vent to 100 lo>../hr. right away. 'Ihe turns start noroall;y and in the roll in the turns it crosses v1u7 little-'.(...tverse ;yaw-Ed.) but immediately an$vors to controls. In this wa;y we co~tinuod the tost. Tacchi also !lew ani was very pleased With tho per!o=ce of L'Ali~. 'lb" next rl1.ghts ve inter.d to do with airplane tow. Wo will use a Suitlik parachute, extra light, with the bolt sep..
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arat.d. fl'WII th• chute. Techllical !loot...ils: lbia ulipl.an• bas H9n design9d. ~ Dr. Bort.n t.o pnillote aotorleas fiigbt ,:1:win,: ...wan an inexpensive ship, 111!,iple an:l vith sWar cbaracter:l.stio• to • Gnmau Baby. ilso, the Horten I b al.so in.spensiw to operate 'because if' there ta a MU available, there 1• no nead for toldng, just a little nming ard on" ia in th" air. It could b• d9tined as an intelli-
t.h• •l•von on that aide is lifted an:I its leadin&: edice goes out. under the pro!ile·.o! the wing producing drag turbul.ence which slows the left vine an:l thits aakes the tnrn to that side •. tbat,.is, 1' ha" sillp... li!ied oontrol• eimilat to th• lrocoupe • O,o.racter:l.stica 1
Span----7.50 •. Haximttll cho:rd---2, 50 111.
MinilllUJO chord---0.50 m. Median clio.rd-------1 • 50 11. gent ccobiaation ot a modorn tl,yingArea----11.20 11.2 ving and a glld"r t:rpe •p11ot sus. I.ength-------5.00 m. pended• of the kind that Lillienthal, Weight empt:r----J?.00 kg. Olanute, P:ilch.,r, ect, used to tly in Useful load------75.00 kg. th" psst oontury b"cause it has the Plight weight---112.00 kg, advant~geso! both. With ti.is nachine Wing load~~10.00 kg./111.2 any one who wants to have his ovn ship Coefficient of strength 2n=- 10 can make his drelllllS C0!:111 tl'll.,. 'lhe Structure1 total cost is about $5,000. (Argentine It is only one piece with spa.n, money $65-$100 US at the time-Ed.) ribs, and covering conventional. To build it takes about 2000 hours. :ftie span i'oms an angle of 450 vi th (Scnu:ds high-Ed.) 01' oour.so, it is the axis o! the ribs and it has in · umerst.ood that this is assuming the central part a hole through vhieh that one tbat does the work is an goes the pilot. lbe pilot is plaC3d amateur, not a specialist. Besides in the ship leaning the chest on a v1 th !ev changes like construcUon boatd. and is held with bolts so he in two pieces, spar ta.blo, jigs, ect, remains in a standing position ready it could be done in 11tUe more than to to take ort running • ."Once in the 1000 hours. It takes 5000 hours to air he operates the control which build a Baby Grunau in similar ciraovos the board and then puts his cumst11ncee. lbe necessary room to knees and bis !eot in sona supports build 1 t would be 4 111. by 2111. or aade !or that purpose, When taking course these adirant&ges are more ott by towing the pilot gets into illportant to thoae who consider u th• pl.an• and goes r:l.gbt to the tirst probl8111, the economic aspect. prone position, NISUng the glider About the !lights, I'd like to on the ground on the skid. In this posi t.1011 the only thing that breaks nphasize something that could b4I llisunderetood: the landh,g skid. tb• line of the ll1ng 1• the pilot L'Alita vu designecl like •PJ.emomop,- tor- his head, 110 it results ifero• arid continues to be •PJ.•rn1n a pretty straight ld.ng. 'lheoretic Perf'ormanee: U'ero• otil.T when the skid is added, besides being able to take oft Glide angle--------·-18/1 9 72 km. l'IUlld.ng dO'llll hill, 1 t al.ao can take Sint1aa speed a/eec.-1.00 0 50 lea. · - 1 . 1 1 0 7 2 Im.. ott 111th a tair. lilil pre.t'erred. the tow · - 1 . 9 0 0100 v.. to finish th• t.•t q\d.et-. It bed ued th• other Mthod • van •-·5.2S • 150 Im. tot.l,y depsndent on th• V1Jl4 lilil I.anding •pNd----J6 ka./hr. baTe pro•en that vith 15 ka./hr. Sorry 110 photos but llight \rJ' a aaa take ott b7 Nllll1nl anl Ud.1 •t•toll r - th• descr:lptioa-Er:l. tdJlll •pod 1• •HT to fi.nd. llll the top ot a bill vben the vind 1• , ..tel" than br.tlae p1aiu nut to it. Cont.n1s I 'lhe ~ OOll~ls &l'e tu 'Ile direct.l-1. Ollllvol 111 obtained lilt• tlda, . _ th• hnr 1• t.aJ:tnecl to ai. Wt., tor u.pte, p 6
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elh-.
4.27
Building wqh Paper Part 1 Br '!be Id.
621/n,. in ~ lb. lots. C:O.pare this '!here are tao major materials which with aluminum in 500 lb. lota at $1. 6.5 will be as:sw:ied to be the 11ain 11truper lb. (no mixed sins), ·· · ctura1 elements ot this propo:sal. !low tor our aeoond aajor mat.rial. ForbonB a product o! NVP' CoapalJiT, Honeycomb produced. !l'OII. paper of rough• 1s available· in sheets, rods, tubes, q the same prop,rtiea a• outlined •trips and !abricat6d shapes, It bas, in bone grade, a density o! 21 cu. in./ before, is availnble !rom th• Verticel ~paJO", Ita !orm 111 1nherlntly rigid lb. The tables or atrongth properties thoUgh i t J11ay be !onned to sO!III• extegive tvo values, d:milar to vood, nt, The torro 111 shown below, I parallel to the grain and cross grain. '!be first valuo vill b:, the grainviae .......;1....................~ ............................................... ll................... ;.... strength. Tensile strength--ps1----19ic-9~5k ., ,, ,,, ·:· ._~ ~.......................................... ........... .... ....,..,•::.•._..._,..,.....t•"':· Hod. ot el.ast.-tens1on ps1x10:7-12 •: .......... .,.~ ........ ••••"':.• .. ••• ... , .................. ,.•.~• '·"-••"':..-•.,w .• ..... , .......... .. nexural str.-ps1-----2Bk-16k '•••'•"'•'"'•"'I .... • ... ~ .... .,..,. • ., .. ,,. ..,.,.41p Compressive----psi--~--35k Impact strongth, Izo1d,edgowiso ---tt. lb./in. notch----1.4-1.0 t~"'"':1...........; ........,.....:••• .. w......._. •• t •,: •"•/_.,,..,.·. .,..!'~ Hardness Rocl.-Yoll R.------100 Bond strength (\::;:::;·:;:;::~:~;:;::!;:;::::;;:";:.::::;:~:;::;:::::; AS'lM D-952----psi---------1.5k •vert1cel • is the registered tradeHeat resis~e. continuous-°F-221 . .rk or the Vertic:ol C=pa.D,T !or thb 1hennal axpa.nsion x 105--in./m./OF core product. Peel apart a recently ---------------,.--1.1-1.7 For a first.glance at the mechanical made door and you will Ulld011b~ ti~ a smoplo. quail ty of the natorlal let us compare '.lhb 111atorial acts.as a lightit with 6061-T6 alumn=. Density--Al weight shear veb !or high strength 169,JIJ/ cu.:ft.-Bone---82,Jt/ cu.rt,, racings. The cell size must be 1111leotratio-2,05. Tensile strength--Al 4ok--bone 19k-9,.5k--ratio ,475-,2Y/, ed !or opt.1= structural UH of th• !acing used. Parts o! an engineering Multip),ying the density ratio by the 1'9port o! tests aade tor the Vorticol strength ratio gives a 97-+1, grainwise Compan,y are repr.1.nt..d vi th their lcind and A 49i Cl'OSS grain &!!icencr COIi• pal'.lson. Not bad, most of our oads pendssion. '.!his should be enough to a.f'e imposed in one direction onl;r. begin a design. !,'hero multiaxial loads are to be SOJ11e thinking au.at be exeroi.Hd to provided !or l8l!d.nations will proobtain the !ul.l benefit o! the aatern.de tho necos15ary strongtb with ial. 'lhe !ollovin&: pagu shov a alt.ornate grain direction. or the usemblu methods Nld tools What might be overlooked. here 111 :nqui:red to vo:rk with th• material. the large '1ll0unt o! ah,,dDW!I carried. AdhHino• al'9 the priae asseabl,y by the average structure to COlllpenrastener and t h - ld.ll recH• a aato for the !astonor·holes. lhru oloH look 1n th• aext part. the uH o! boniil.ng much or that ma t.r.1.al is umieoossary. Jlate.riala ud Wondion: Flexib1ll ty 1a the next quaUon ffl' °'*PaJo'. WUaincton. Dli.u. read:il;r diapoaod. ainae tb• fl•x19699 Atll llanr:etiJIC Dolpt. ural •odulus given 1• ne,rq oent•red in the g•neral ran&• at the tiber;tlass hnin.at.o. '.!be aolutiona Gm.th. &cl__., Oolerado 80110 to those probl-s parallel the ourr.l tlrat aU-te - the coat QI tJa:19 ent przatico in tboso struoblres. pl'Od,>at. caa °be -4e by the prlM i.s for prioe tha aaterial rai,ges ,pos.,d to .r $80.00 a-r 1000 lid. troJ1 75¢/lb. in maall lot.. to -n. tor 1/2• .50-50-15~.
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PHYSICAL TEST RESULTS OF VERTICEL PAPER HONEYCOMB l" Thick (Arithmetical Average of all Tests) yerticel Designation (cell size-basis wt,%of impregnation)
Shear Modulus Psi Longitudinal ASTM C27J-61
Shear strength, J:§.1 Longitudinal ASTM C27J-61
Qomnresston, ~ ASTM C365-57 Method B
1/.z" 40-50-15% ·
2,940
3J,O
4,520
1/2" 40-50-20%
3,470
32,7
4,680
1/2'' 50-60-10%
4,440
39, J
4,710
1/2" 5.0-60-15%
.5,480
45,8
.5,070
1/2" 60-60-20%
6,070
49,4
6,290
1/2" 60-80-20%
8,150
61.6
8,910
1/2" 40-50-0%
Note:
2,450
1/2" 60-60-0%
Since unimpregnated honeycomb is not recommended for critical strutural designs, shear strength and shear modulus values are not listed.
2,510
----·-------------------------------------------------------------------~----------------1/2" 60-80-0%
Hauser Research & Rngineering co. Boulder, Colorado
certified by
('~Juf&f":=
3,100
4.29
'lh• knit• blade IIUllt b• aha~ned ... shown to allow a wide -flat area tor contact vi th the straight edge. A. CU1de on tho rear o! the knit• lliaht be helptal in alig1::1ent. · Feal will eoon doYelop tor the right position of the k!11,te.
'lh• paper (A.) 1• OUllped at 6-10" intervals (D) on a •tit! table. Finn clamping is necesury to proTent croep. MoTl!I clUlps one at a time to complete ciut •. Care J!lUt<t be taken to prevent nicldng the straight edge. '!he table II&)" be relieTod tor a narrow band to p:reTent •t..,,cking•. 'lbe blado aay ha~ a blunt ond for this purpose. All oUHt 111U1Jt be 1::1adc> tor the thiolcneH or tho bJ..!ido. flC.ult 1
'A padded clamp (A) i• used tci maintain the position of the part in vorlc (min 2). A:landor may bo used for roughing. C ropreeonts both a template and the finish eanding block. '!he oontour block is out to airfoil shape plus the thickness ot D to hold the honoyoDlllb in position. 1he guide bars (F) 11aintain tho contour. te111pl.ate &lid sanding bar in the proper position llhile in use. An align:ment lino on tho trailing edge iaust b1I lll!Od to preTent twist or the section. Great care is D9cessar:, at this atep of tho operation.
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A bul.lthond is ~ndo by leminating lnyors (A) to ring form and gluing the~ togather. Hon3yc0l!lb is cut to tho inside ahap~ (B) with op3ninzs !or inaorts (D). '!he ring . and inoorts are as=~::ibled with soi:a intar!erono" and gluod. Tho wholo is choc?:od for flntn~ss protrusions tii"..:ldod down and tho fnoin:;s glu"'d in pla~. Un,1-!om pr,:,:,3u1·a it: 1"'port:1nt. F'i!:rl.sh by snnd.ini; the outside to f11sola:;3 loc~l k~r.
Inserts for p:illoys-boleranlts aro made by l.r.:lill.lltins r.at&rlal OR both ddoa of 1>et&l brnekots. RI.Tots ru.y- bo used to a:::so::::ble the, i,:etal. am ~ pen::itratl>
a l.Jiyer of pa~r !or po!>ition u:n1r:mea. The h.'1dn,r.t.1on.s
. aet 1:1.atch tho -bozioyo:;;ib thiclci:.:,sa. 'Iha objootho is to distribato at11>sa. ,,cu1[ •
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. ---PHYsfcAL TEST RESULTS-OF VERTICEL-PAPER HONEYCCMB !" Thick (Arithmetical Average of All rests)
verticel Designation (cell size-basts wt.% of impregnation)
Shear Modulus, psi --rofig1tudrnar ASTM C273-61
shear strength, Psi -,:ongttudrnar ASTM C273-61
compression, psf As't'M eJ65-S",M•thod B
3/811 40-50-15%
5,650
45.5-
5,660
.3/8" 40-50-2(),{
6,430
51.4
7,010
3/8" 60-60-15%
9,620
71.2
8,700
3/8" 60-150-2(),{
13,200
85
!:1,590
3/811 60-80-15%
14,300
100
10,900
3/8" 60-80-2(),{
17,800
123
12,400
l/4" 40-50-15%
14,300
113
14,900
!/4" 40-50-2(),{
l;,,000
128
15,800
18,400
148
20,200 -~
3/8" 60-60-0% J/811 60-80-0% 1/4" 40..50-0%
Notes
3,720
since unimpregnated honeycomb is not recommended for critical otructural designs, shear strength and shear modulus values are not listed.
5,280
1/4 60-60-0%
5,890 9,030
11
Hauser Research & Engineering ca. B~ulder, colOY'dO
6,230
certified by
,:('
~
4.32
Esti,mated Ho-X eonf'iguration
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