[reluctantsparrow]

Okay....got these two vids to upload
I guess this is what we called the showstopper set up but I called it the Barj rs line in this video....
Barj rs line stands for:
B/Bill C.
A/ARP
R/Rick Masters
J/ Joe Faust
rs/RS, also short for....restraint....
Line
I connected it to the rear keel piston which failed to work properly, a splice inside the keel piston failed which allowed the 7-8 inches of forward travel but without the benefit of any shock absorption.... First video is the intro to the set up...second vid is the test....
I would say...yes.....this was a success....even though it does not look like it...heres why....
Imagine NO keel piston that allowed 7-8 inches of forward travel ....look at where the pilots head ends up and imagine it not being allowed that last 7-8 inches of travel (the size of a small pilots head).....
Yes, without that keel piston that allowed the extra forward travel i can see this test as successfull on several counts...
We are learning a lot....
1. yes, a rear restraint can handle a full pilots weight and not break downtubes, keels, etc. in the process....
2. the restraint line routed through a lower attach point on the rear flying wires is vital. a line simply attached to the rear of the keel without being routed through lower attach points simply does not work due to the geometry.
3. The geometry of a line routed through lower side sire attach points works....but not with the extra shock absorption device which I no longer feel is needed, there is plenty of shock absorption going on without such a device....the rear wires pulling together, the stretch of the restraint line itself, the shifting of the load on the pilots harness as the load on the mains shifts to the rear restraint line causes some small absorption of energy
4. the showstopper attached directly to the keel (no shock absorbing piston) is the best so far, provides the best geometry and the strongest attach point....and should not interfere with take off, landing, or control movements.
Also, this configuration does not leave any lines draping around the pilot during flight...the showstopper is totally out of sight and out of mind...

I know the new zipline rig still is not perfectly duplicating a whack.....I would really like to not have any lower restraints on the basetube that cause such a viiolent stop and yanks the basetube up off the ground leaving the glider standing on the tip of its nose..... but without those lower lines I cant gaurantee I can catch all the action on camera....need more cameras...better camera person....then take off the basetube restraint lines and just let the rig do its thing...(.in a perfect world...)

[Bob Kuczewski]

Really great videos and a huge effort to improve pilot safety!!




I really liked the credit you gave to all the contributors to this topic and your passing along of Rick Masters' good advice and technique. I'm not so sure about making him the test pilot.

"Rick Masters is the pilot because it's just too scary for me"

It's hard to tell from the video, but it looked like it bounced before entering the video frame.

Either way, I hope you have a great day of flying and we can analyze the results later.

Best wishes Jim, and thanks very much for your really huge efforts.

[reluctantsparrow]

Thanks Bob K., , But it really was a lot of fun. I love crashing things, always have. But My own safety has already improved drastically as a result of my participation in this forum.
Even though I have used throwing myself sideways to save my own neck it had not registered as a teachable technique.
the most important and immediate improvement to pilot safety is the active dissemination of the grab one downtube technique laid out so clearly by Rick Masters......thanks RICK!
After flying later the same day I did the above testing (flying was GREAT BTW, took off from Dog mtn. just after winds shifted north, super smooth to 200 above, then caught a thermal to a thousand over.....fun day)
After I landed I was spreading the one downtube swing through idea with other pilots, only one of which knew to do it on purpose (Scott Rutledge, a longtime pilot of legendary skill).
Stories began being shared, a fellow pilot and friend of mine, James Fiezure (sp?) shared an unintentional plummet from 100 feet off the deck on an Atos.....he was just pulling out when the basetube made contact with the ground. He said he thinks he was doing 50 on impact and that might have been an exaggeration, or maybe not, I have never flown an Atos....anyway...James said he let go of the left DT and kept his right hand on the right DT as the nose was coming over and he was swinging through the A-frame.....Nothing intentional...thats just how it went down....he kept his right hand on the right DT, which, of course, turned his body sideways as he swung through, kept his head in clear air, and allowed his body to slam into the sail sideways,
he took out both DTs, the entire wing collapsed on top of him, everyone watching freaked out and thought he was dead for sure.....rushed out to lift the Atos off of him, and he was totally unscathed....not even a bruise....a very high speed whack that should have been fatal and nary a bruise.....
More confirmation that the sideways swing through technique CAN save a lot of pilots especially if it is taught, learned, and intentionally implemented.
If nothing else comes from any of this sharing of ideas than the sharing of that one technique....How priceless is that?

[Rick Masters]

Even though I have used throwing myself sideways to save my own neck it had not registered as a teachable technique.
the most important and immediate improvement to pilot safety is the active dissemination of the grab one downtube technique laid out so clearly by Rick Masters......thanks RICK!

I was taught the technique by Bill Dodson and Carlos Miralles in 1978.
It is a difficult technique to master because it flies against your instinct to either hold on to both downtubes for dear life or put your arm out to dampen the blow,
and you have to make the decision to act at the crucial last second.
And if you are a cheapskate like me, you also have to fight the instinct not to damage the glider by relinquishing control.
Because it is a technique that is not practiced or used often, one has to keep repeating, during every landing, "If things go wrong...,"
"I am not going to stick my arm out,"
"I am going to grab one downtube with both hands"
and "I am much more expensive to break than the hang glider which is there to protect me."

And, importantly, in a bad crash, "I am going to take out this entire airframe if I have to. It's no longer a hang glider,
it's now nothing but an expendable trampoline that fell out of the sky and I'm gonna bounce perfectly on it to save my life."

...he kept his right hand on the right DT, which, of course, turned his body sideways as he swung through, kept his head in clear air, and allowed his body to slam into the sail sideways,
he took out both DTs, the entire wing collapsed on top of him, everyone watching freaked out and thought he was dead for sure.....rushed out to lift the Atos off of him, and he was totally unscathed...

Like Scott, I've seen guys do this right and crawl out of a wad of wreckage without even a scratch.

I've never thought of it before, but clubs could practice this with your rigging, an old glider, some tweaked downtubes and some hay bales.
That would be great training to reinforce survival instinct and it would make a great "Safe-Splat" YouTube video, too!

-------------------
Note: Don't try this on a paraglider. It would be dumb because you'd have to figure out which parts of you are expendable.    
Oh, they already do that?    
Unbelievable...

[Bill Cummings]

Jim,
Some videos on youtube show up with the audio and visual out of synchronization.
Could you tell me if the last test crash was in sync., or was it out?
It sounded like initial contact happened before it came into view.
Did that really happen?

[reluctantsparrow]

yes Bill, initial contact between rubber donuts on the basetube and ground happened just before the glider comes into view....then it releases from the trolley, then the airframe actually bounces back up into the air and the basetube restraint lines kick in to keep the actual crash within the camera frame.
Actual crash should be noted as the moment the basetube restraint lines go tight and provide a sudden stopping action of the glider airframe.
The only part of the pilot that actually reaches to noseplate is the balloon head as far as I can see, But again, the Barj rs line was attached to the rear keel piston which failed and allowed 7.75 inches more forward travel without the benefit of any shock absorption action.
If I had attached the Barj rs line to the keel itself and not the piston the pilots body would have been restrained another 7.75 inches rearward of the noseplate.....
I had resorted to using a standard measurement as to how much slack should be allowed in the Barj rs line....It is a bit tedious to unload all the sandbags, lay in the harness, adjust perfectly, and then test.....what I am doing now is simply measuring from the center of my own hand to the top of my shoulder, which is 24 inches.......then I pull the test dummy forward thru the A-frame until the shoulder to basetube distance is exactly 24 inches and tie off the Barj rs line rather loosely. I tie it off before any tightness in the BarjRS line causes the rear flying wires to deflect out of a straight line. So plenty loose, maybe too loose.
The Barj RS line could probably be tightened another two inches, causing the rear flying wires to bend towards each other a small amount and the pilot would probably not even notice any pressure on the shoulders in the fully stuffed position....the line was plenty loose....so
tighten up the line a bit.....and attach directly to the keel instead of the piston, and you would probably see the pilots head come to a complete end of forward motion about 9 inches sooner than is shown in this video....
That is why I consider this test a success....along with the fact that yes, we are using a 180 pound test dummy....average weight of most pilots....and no failure of any key structural components.....
I cant do any more testing right now....but I will again as soon as my schedule frees up again.
I need to think through the test vehicle more carefully and upgrade.....I think it is a valuable tool and should be improved. I will probably invest in an actual zip line cable to reduce the sagging of the line which allowed the airframe to touch the ground just before release. I will also invest in a better camera at some point but I reviewed the footage and I am pretty sure the sound is in sinc with the footage.
I like Ricks idea of TEACHING new pilots the swing through sideways technique on an actual zip line capable of low sag and controlled descent rates......start the pilots off with a slow descent rate to learn the technique without any risk to their self....speed it up as they progress....practice both left and right side swing through....so the method would all be purely instinctual in an actual crash scenario...

[reluctantsparrow]

thinking about why the glider frame bounces back up into the air....the initial contact with ground happens before the release from the trolley.....this brief contact between the glider and the ground unloads weight from the line.
That may be initiating the springing back up off the ground....THEN it releases from the trolley just before the base tube restraint lines kick in.....
a low sag cable would eliminate the premature contact with terra firma, actual zip line pulleys capable of handling the load would also increase the speed of impact, although I think we are approaching actual flying speed (need a radar gun to record actual speed.)
There should be a short roundout period so the glider is running parallel to the ground before release from the trolley so the rather steep angle of descent is not a factor....most of our crashes do not occur at such a steep descent rate, although some do.
Instead of restraint lines tied to the base tube....two hooks coming down from the base tube that catch a line or cable stretched across the impact area or a low curb-like bumber mounted into the ground that stops the basetube as it skids across the ground without yanking it back up into the air would provide a much more accurate whack action...and a light line or release of some sort that holds the pilots weight BACK (because most likely the pilot is trying to flare just before impact) until the basetube hits the bumbers would allow the FULL forward swing through action we have seen in our LZs....
Ideally, one of those drone mounted cameras that lock onto a target could track the entire descent a few feet to the side of the test vehicle and catch the crash from a rock solid aerial point of view....
money, money, money.....

[Rick Masters]

How not to crash a high aspect ratio hang glider.
Better to grab a downtube to avoid neck or head injury.
It also appears to me that a lot of lift was spoiled by the incorrect use of his control surfaces during takeoff, causing the accident.

[Frank Colver]

Looks to me like the wing was stalled.

Frank

[reluctantsparrow]

I have decided not to patent my invention I have been working on. It was actually a personal patent search for prior art that led me to the ushawks.
I have not yet figured out how to attach pics and images so I am only going to post textual description for now. the textual refferances to Item #1, item #2, etc. will confuse and not make any sense until I can upload drawings but that will follow shortly.
I call it a suprone bar and yes, I have flown with it, and yes, it has met or exceeded all my expectations for control of a hang glider.
It is also going to provide paraglider pilots with an easy and affordable way to transition into hang gliding using the harness they currently own and are familiar with.
The most important mechanical neccesity, if one should decide to make one their self is the forward portion of the bar needs to be stiff enough to not allow any deformation or twisting of the uprights when pressure and leverage is applied to the rearmost handles of the invention.
I have found the material we are used to grasping for control such as 1 1/8 inch by .085 aircraft aluminum to be sufficiently strong to be used in the construction of this device but I am not an engineer, simply an inventor.
I have already emailed this full description of my invention to wills wing, finsterwalder, avian, and moyes along with drawings, photos, etc.
So if you want to see this thing professionally produced, just pick up the phone and ask them to build you one.
I am not going to build them....I have no interest in conducting business. I am a woodsman and that is where I am going back to spending most of my time left on this planet.....when I am not in the air....


description of invention:

(1) A non-structural bar attached part way up one main upright of the A-frame of a hang glider or ultralight to part way up the other main upright of the A-frame of the hang glider or ultralight aircraft to increase control and safety when flying hang gliders or ultralights in the suprone position…This bar is designed to be added or removed to a Hang glider rigged for flying in the prone position with no modification made to and without subtracting from the certified configuration of the aircraft.

(2) The traditional Suprone position in hang gliding circles is defined in as the pilot positioned above the basetube of the A-frame, flying feet forward in a semi-reclined position. 
This has traditionally been done by the pilot placing hands directly on the uprights of the A-frame which has provided only a limited range of speed that can be acquired due to ergonomic considerations.
The traditional suprone position does not allow a pilot to fully recline and still remain within easy reach of the uprights of the A-frame.  Reclining into the streamlined position places the uprights beyond a pilots easy reach causing suprone pilots to resort to using the aircrafts rear flying wires for weight shift control movements when fully reclined.
Traditional suprone pilots also resort to using the rear flying wires to perform the flaring maneuver during landing as well.  The rear flying wires of the aircraft were not designed to be used in this manner and do not provide a solid connection with the frame of the aircraft to perform control functions.
All this leaves the traditional suprone pilot with partial control over the aircraft compared to other flying positions, such a(1s the prone position.
 Less control and limited speed range are the primary reasons suprone flight has never gained in popularity even though the suprone pilots body positioned within the A-frame with the base tube of the A-frame directly beneath the pilots body provides tremendous potential for surviving an impact.
The traditional suprone position also provides nothing in front of the pilot to prevent the pilots body from swinging forward in the event of a rapid deceleration of the aircraft.

A functionally shaped bar that runs from one main upright of a weight shift aircraft to the other main upright a certain distance above the base tube that allows the suprone weight-shift pilot a solid object to grasp and pull in from to gain the speeds required for safe flight that work well with human anatomy.
This functionally shaped bar, curving around from the forward portion to run along each side of the pilot provide a solid object along each side for the pilot to firmly grasp and perform the side to side and forward and backward movements required for roll, pitch, and yaw control.
The two ends of the invention that extend rearward allow the weight shift, fully reclined suprone pilot easy, firm control of the glider in the relaxed and streamlined suprone position.
The forward center portion of the invention provides the pilot an object to pull in from for speed while simultaneously providing an obstacle that prevents the pilot’s body from swinging forward and upward into the keel of the aircraft in the event of a crash.
The forward portion of the invention also prevents the pilots body from falling forward in the event of a tumble at altitude.
The farther forward two corners of this invention allow the suprone pilot to pull farther into those two corners to quickly lower the angle of attack and initiate roll when one wing is popped up unexpectedly due to turbulence or pilot error.
The forward, center portion of the invention, while providing a firm and ergonomically correct object for the pilot to pull in from for speed, also limits the amount of speed that can be gained, automatically limiting the pilots ability to exceed the placarded limits of the aircraft.
Also, during a rapid deceleration of the aircraft the main support straps of a typical suprone harness, which are always forward of the pilot, will come into first contact with the forward center portion of the invention to absorb initial impact into the harness itself before the pilots body.

(12) In this field of using the suprone position for weight shift control of an aircraft, no bar has ever been attached that connects the two main uprights of the A-frame partway up those uprights.
Some suprone pilots have historically added seperate handles to each upright to solve the problem of reaching the controls from the semi-reclined, suprone position but attaching separate handles attached to each upright has never included a bar directly in front of the pilot to grasp and pull in from for speed and safety.
Merely adding two separate handles to each upright does not prevent the pilot from being flung forward through the A-frame in a crash or tumble scenario.
The placement of a well designed, functionally shaped bar solves these problems encountered flying in the traditional, suprone position without such a bar.
Such a bar, properly constructed and firmly attached between the two uprights of the A-frame will provide a firm object foreward of the pilot from which to pull in from for speed and safety in a ergonomically strong manner.
Such a bar also provides a solid object along each side of the pilot that is never out of reach for the pilot to grasp and initiate solid roll, pitch, and yaw input to the aircraft.
Such a bar will also force suprone pilots to stay within the placarded limits of the gliders by not allowing excessive pull in.
  Such a bar will provide crash protection previously unavailable by limiting the forward swing of the pilots body during a rapid deceleration of the aircraft .
Add that to the crash protection suprone pilots already enjoy with the base tube positioned below the pilot to absorb impact and the addition of this bar could transform the suprone position into the safest of all weight shift flying positions presently used.

There are three other flying positions historically and currently used to pilot a weight shifted aircraft.  I will list them in order of current popularity.
The positions are prone, supine and seated in addition to the suprone position described earlier, with suprone currently the least popular.
In the prone position, a pilot is flying head first like superman, above the base tube which the prone pilot grasps to control the aircraft by shifting his/her weight.  The main problem with the prone position is there is nothing to restrict the pilot from swinging forward and upward in the event of a rapid deceleration of the aircraft.  This has resulted in numerous upper body injuries and death.
In the supine position the pilot is flying feet first, semi-reclined, with the pilot’s legs extended forward and below the base tube.  The main problem with the supine position is the pilots lower extremities are below the base tube of the A-frame with no crash protection beneath the pilots body unless the supine pilot is flying a trike aircraft.
in the seated position the pilot remains fairly erect, rear of the A-frame, with the base tube of the A-frame in front of the pilot and somewhat level with the pilot’s waistline.  The main problem with the seated position is the same as in supine.  An additional problem is the seated position creates high wind resistance during flight and decreases the aircrafts performance.

In the prone position a pilot is vulnerable to head, neck, and upper body injury in a crash scenario. 
During a rapid deceleration of the aircraft there is nothing to restrict the pilots body from swinging forward and upward, striking the pilots head on the keel or sail of the glider.
The prone position provides a range of motion that allows a pilot to easily exceed the placarded limits set by the manufactures of a typical hang glider. 
The prone position is not comfortable when flying for extended lengths of time.
In spite of these disadvantages, prone has remained the most popular position because the prone position has provided the widest range of control when piloting a weight-shift aircraft.
In the Supine position, the supine hang glider pilot’s lower extremities are unprotected during a crash scenario and a lower body injury is likely. 
Most supine flying is done on aircraft rigged for prone since prone is currently the most popular glider configuration produced.
A glider rigged for prone has the A-frame raked far forward several inches to be within easy reach of the prone pilot.
In flying supine on a glider rigged for prone, a fully reclined pilot cannot reach the base tube or the uprights of the A-frame without the addition of handles or extensions to each upright.
A fully reclined supine pilot using such handles is positioned so far rearward of the A-frame that the base tube is beyond a pilot’s easy reach and cannot be grasped to quickly gain speed required for safety.   Flying supine in an aircraft rigged solely for supine flight by reducing the forward rake of the A-frame used for prone flight solves that problem but creates another as the base tube, now within easy reach of the pilot, seriously restricts how far the pilot can pull in for safe speed.
 A seated pilot encounters the same problems as the supine pilot.

(14) The bar I have devised is an aftermarket device used to fly in the suprone position on aircraft rigged for prone requiring no alterations to the certified configuration of the aircraft rigged for prone flight.
This functionally shaped bar instantly converts an aircraft rigged for prone flight to be suitable for suprone flight.
The portion of the invention directly in front of the pilot provides an object within easy reach of the semi-reclined suprone pilot to quickly grasp and pull in from to lower the angle of attack of a weight shifted aircraft and gain speed required for safety in an ergonomically strong manner.
The invention allows a pilot to pull in farther forward than merely pulling in from the uprights.
The rearward extensions of the invention keep all control within easy reach of a fully reclined suprone pilot.
The feet first suprone position is comfortable and  greatly reduces the risk of head and neck injuries prone pilots suffer from.
The forward portion of the invention also provides an obstacle to prevent the pilots body from swinging forward and upward in the event of a crash.
The forward portion of the invention provides a limit as to how far a pilot can pull his/her weight forward thus preventing a pilot from exceeding the placarded limits set by the aircraft manufacturers.
The rearward portions of the invention provide a solid object to grasp and easily perform the flare maneuver often required for safely landing a weight shifted aircraft.
This functionally shaped device addresses and solves the problems currently encountered by pilots flying suprone without such a bar while still placing the suprone pilot deep within the safety of the A-frame, which offers the most crash protection of any position currently in use.

The invention in its current embodiment is an 8 foot length of 1 1/8 inch by .095 aluminum tube of 6061-T6 aircraft aluminum bent into a functional shape as shown in figure A.  This bar could also be constructed using other technologies and materials including plastic, fiberglass, and graphite technology.  I am going to refer to this as item #1 from here forward. The best version of this invention will incorporate item #2 described below directly into itself and attach directly to item #3 which is also described below.

Item #2 is currently a simple clamp device constructed from UHMW and two bolts. Item #2 is used to firmly connect item #1 to item #3 (described below) without causing any deformation or damage to item #3.  A similar device could be constructed with modifications made to existing clamp designs created to clamp car top carriers to round or airfoil shaped  automobile roof racks which have similar shapes as item #3. The best version of item #2 would be item #1 constructed with carbon fiber technology that directly incorporates item $2 into itself.and also provides for shock absorption.

Item #3 are the ordinary uprights, also known as down tubes, also known as queen posts of the A-frame, also known as the triangle control bar, of a weight shift hang glider or ultralight aircraft.  While Item # 1 is intended to be used with item #3 with no modifications to item #3.  The creation of item #1 opens up many possible improvements that can be designed into item #3 to facilitate attachment of item #1.  Item #3 could also be redesigned to function as an integral part of a crash protection system in conjunction with item #1 and item #2.

How items #1, item #2, and item #3 work together:

Item #1 is clamped onto item #3 using item #2.  Order of attachment is not important.  Whether or not item #1 is routed inside or outside of the A-frame which incorporates two of item #3  and one base tube is not important.
What is important is that item #2 grips firmly to item #3 and does not allow slippage or twisting when pilot control inputs are applied to item #1.
It is also important that item #2 clamps to item #3 without creating pressure points on item #3 that may cause damage to item #3.
Item #1 should be constructed with low or zero flex.  Excess flexibility in item #1 could, due to leverage, cause a twisting action upon item #3 and cause failure of item #3. Using suitably strong, low flex materials to construct item #1 is important to not cause any failure of item #3
No method of attachment should be allowed that would compromise the integrity or certified airworthy configuration of item #3.  For example, no holes should be drilled through item #3 in the process of attaching item #1 unless item #3 is reinforced to allow holes to be drilled and all reinforcements or alterations are approved by the aircrafts manufacturer.
Again, the best version of item #1 will incorporate Item #2 directly into itself giving item #1 the ability to attach directly to item #3 with no need of item #2.  This Best version of item #1 and item #2 molded together to attach to item #3 directly will likely be constructed using carbon fiber, molded plastics, or similar technologies.

Item #1 is mounted to item #3 using item #2 so that the forward center section of item #1 is within easy reach of a suprone pilot suspended in the fully reclined position with the aircrafts angle of attack set at trim.
Item #1 is mounted to item #3 with item #2 a distance above the base tube so that item #1 is roughly level with the suprone pilots upper abdomen.  Mounted in this fashion item #1 can be easily reached and utilized by the suprone pilot to initiate the weight shift movements required to pilot the aircraft in the suprone position. 
Roll is initiated by grasping the forward portion, side portions, or rear handles of the invention to move the pilots weight to the side the pilot desires to turn.  The pilot can lower the angle of attack of the aircraft by grasping the forward portion, side portions, or rear handles of the invention and moving the pilots mass forward.  The pilot can raise the angle of attack of the aircraft by grasping the forward portion, side portions, or rear handles of the invention and moving the pilots mass rearward.

How these items in their present embodiments can be constructed:

Place a mark along the top and half way along an 8 foot length of 1 1/8 inch by .095 wall tube of seamless aircraft 6061-T6 aluminum marked top dead center to construct item #1.
References are given from the viewpoint of an observer or craftsman positioned near the nose of the aircraft looking back towards item #1 properly mounted on the aircraft.   Directions are given for the construction of the left side of item #1 and then mirrored to construct the right side of item #1 as both sides of item #1 are symmetrical.
Measuring 4.25 inches from the TDC mark on the tube a 4 inch radius a forward bend is begun until the angle reaches 40 degrees.  This is bend #1.  Continue straight from beyond the point bend #1 ends for 5.50 inches and initiate a second 4 inch radius bend towards the left through 45 degrees rotated upward 15 degrees before Bend #2 is initiated.  This is bend #2.  Continue straight for 3 more inches before initiating a rearward bend 4 inch radius bend through 60 degrees and in the same line as bend #2.  This action concludes bend number three.  Continue straight along the tube 15 inches to initiate a 4 inch radius downward 45 degree bend rotated to the left, or outward, 30 degrees before bend is initiated.  This is bend #4.  Continue straight along tube for 3.5 inches and cut tube.  This forms the rearward handle portion of the device.  Repeat process starting from top dead center mark to produce a symmetrical result on the right side of item #1. 
Item #2 is two blocks, block A and block B of uhmw cut 1 inch by 3 inches by 4.5 inches and one block C of uhmw cut 1 inch by 1.5 inches by 4.5 inches.  The profile of item #3 is machined between blocks A and B dead center along their 3 inch widths to gently wrap around item #3.  A half profile of item #1 is machined along the length of block B on the opposite side as the half profile for item #3.  A  half profile of item #1 is also machined along the length of one side of block C.

Block A, item #3, block B, item #1, and block C are held together in that order on the assembled aircraft and two holes are drilled at 90 degrees through block A, block B, item #1, and block C that pass outside the profile cut for item #3.
The forward hole drilled through Item #1 should be where an imaginary line extends beyond the front edge of the forward center straight section of item #1 to touch the side portion of item #1 which is also 1.5 inches to the rear of bend #3 on item #1.  The second hole is drilled 3 inches rear of the first hole.
Two bolts are passed through the holes drilled and tightened so that block C, item #1, block B, and block A firmly clamp down together around item #3.  No holes should pass through item #3.
 Item #1 is the invention and is necessary in some form.  Many existing devices could be modified to perform the function of item #2  so that no holes need to be drilled through item #1.  Item #2 could also be incorporated directly into item #1 and cease to exist as a separate item.  Shock Absorption could be designed into item #2 or item #3 to increase crash protection.  A restraint cable could be run through item #1 to increase crash protection as well.

The order of items #1, #2, and #3 can be shuffled so that Item #1 is mounted inside or outside the A-frame of the aircraft with no loss in functionality.  The handle portions of item #1 to the rear of item #3 are not required to be built in to item #1 and could be detachable or foldable.  The handle portions of item #1 rear of item #3 are not required at all except to allow the suprone pilot to control the aircraft in the fully reclined, streamlined position. An Item #1 built without the rear handle portions would work for a pilot who did not wish to recline.  The center portion of item #1 could also be foldable as long as the portion of item #1 forward of item #3 is rigid when assembled and does not allow  flex that could deform or cause failure of item #3.
The functional shape described is not required for a suprone pilot to glean many benefits by simply attaching a less complex shaped bar from partway up one upright, or item#3 to partway up the other upright , or item #3 of the A-frame of a hang glider or ultralight.  The described shape is only for maximum benefit.  The invention is any bar attached to the described objects in the described location to increase control and safety flying a hang glider or ultralight in the suprone position.

How these items are to be mounted to the aircraft and used:

Set up your weight shifted aircraft that incorporates the A-frame, also known as the control bar structure at the angle of attack commonly encountered at normal flight speed, or trim speed.  Attach a suprone harness, motorized, or un-motorized to the regular attachment point used and adjust height until the harness clears the basetube of the A-frame easily without dragging or catching.  Sitting in the harness reach forward to touch item #3 at a comfortable height, this will be somewhere level with the pilot upper abdomen.  Mark that position along item #3 with a piece of tape and mount item #1 using item #2 to item #3 at those marks.  Takeoff techniques for both motorized and non-motorized harnesses will remain unchanged.
For takeoff, grasp item #3 in the normal manner and begin.   As flight is attained and the pilots weight loads up the suprone harness the pilot will retract his/her legs from the rear of the basetube and place them over the basetube for regular suprone flight.  With the device mounted properly the suprone pilot will discover the traditional awkwardness of traditional suprone flight diminished as the pilot now has a rigid framework wrapped around the pilot to easily grasp and initiate control inputs.  For landings the traditional method of flaring from item #3 in the upright position can still be performed.  However, with the rear handle portions of item #1 the suprone pilot will find he/she can easily perform the same flare procedure from the fully reclined, suprone position especially if adequate wheels or skids are attached to the base tube of the pilots aircraft as is often the case.  In fact, the suprone position using the suprone bar opens up the base tube area for landing gear development since the suprone position does not require a bare base tube to grasp for control movements as is required in the prone, supine, and seated positions.

(13) A much more robust landing gear can now be developed to attach to the base tube of a weight shifted aircrafts A-frame to provide a much safer and less stressful landing experience.  A well made suprone harness is not yet common as the suprone position has not been historically popular but a common paraglider harness can be converted to a suprone harness by attaching a spreader bar  available  from several hang gliding manufacturers to convert the two point suspension commonly used by paraglider pilots to the one point suspension required by pilots of hang gliders and ultralight aircraft.

Item #1 could be lowered along item #3 to replace the common base tube of the A-frame used by supine and seated pilots to increase comfort and range of control when flying in the supine or seated positions.  Lowered to replace the common base tube Item #1 could attach directly to the lower ends of items #3 with no need of item #2.  This same configuration could be used by pilots of weight shift controlled trike ultralights to increase the comfort, control, and available speed range ultralight trike pilots currently possess.

The invention provides a previously non-existant object directly in front of the suprone pilot to attach additional devices such as cowlings to direct airflow around the pilot to improve both the safety and efficiency of the aircraft being flown.  Shock absorption could be built into item #2 to allow item #1 to move forward in a controlled manner in the event of a rapid deceleration of the aircraft providing a large measure of safety that did not exist previous to this invention. Item # 3 could be redesigned to provide shock absorption together with item #1 which could have a restraining cable or tether running through its center, firmly attached to item #2, causing item #1, item #2, and item #3 to work together as a crash protection system. 
An anti-noseover device, skid, or nose wheel could also be mounted forward from item #1  triangulated back to the base tube to provide additional safety and protection.  A streamlined cowling could be attached to such an addition to improve the efficiency of the aircraft. The front flying wires of the aircraft could be replaces with struts to provide a robust structure forward of the pilot to mount these additions to but the typical hang glider prefers simplicity and requires foldability for easy transport.