Antares instance: Daniel Fitzgerald held his Antares for over 20 years. He offered it to anyone at the US Hawks 2015 big Otto Meet, the 44th annual. Joe Faust took possession of the wing at the meet. Several pilots flew the Antares at the meet at Dockweiler site stewarded by Windsports. John Heiney assisted Joe with a method to shorten hang for his six flights (enhanced wing runs); then John Heiney has a top-level flight with the Antares.. About a week later ownership was transferred again from Joe to Chris Bolfing. Chris has expressed very keen interest in preserving the Antares.
In the first part of June 2015, Chris Bolfing and John Heiney partnered in puzzling over the assembly of the Antares at Torrey Pines flight park; they finally solved the challenge. Then Chris had a 30-minute soaring flight at Torrey Pines. =================================== In this post is a photograph link to a different copy of an Antares Eves Tall Chief's wing:
Artificial Intelligence at ChatGPT was asked to write a poem:
Write a poem about bowsprit hang gliders.
With wings outstretched like a bird in flight, Above the ocean's rolling might, The bowsprit hang glider takes to the air, With grace and freedom beyond compare.
It soars and swoops, on currents high, As if to touch the endless sky, A daring feat of courage and skill, A thrill beyond what words can fill.
With the wind as its guide and friend, The glider flies from end to end, A dance of grace upon the waves, A sight that every heart enslaves.
The sun shines down upon its wings, As the glider soars and sings, A song of freedom and of flight, A vision that fills the soul with light.
And as the day begins to fade, And shadows lengthen in the glade, The bowsprit hang glider takes to the shore, A memory that will forevermore endure.
AI gave another poem:
High above the ocean's roar, Bowsprit hang gliders soar, Their wings of fabric and steel, Carrying them with such zeal.
They leap from ships' prows, Like birds taking to the skies, The rush of wind in their face, As they leave their earthy ties.
They glide on updrafts and gusts, With a grace that's hard to miss, Their sails billow and flap, As they dance with nature's bliss.
Oh, to be a bowsprit hang glider, Free to roam where the wind takes, To feel the sun's warm embrace, And the cool spray of ocean wakes.
For these aerial adventurers, There's no greater thrill or pleasure, Than to fly through the open air, On their bowsprit hang glider treasure.
When pressed, ChatGPT admitted:
It's possible that it could refer to some kind of experimental or specialized hang glider that incorporates a bowsprit-like structure, but I'm not aware of any such design.
photomodifiedbymidsitemanandchoppednowhere UP Mosquito
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Google translation from German, a page quote from Bauteck on the Astir bowsprit:
Astir... one step ahead The Astir is our nose skid construction for the performance-oriented pleasure flyer who attaches particular importance to superior safety, the best sink rate and exemplary easy handling with a small pack size. We have many customers who have come to appreciate the nose spur as a crumple zone in a crash and no longer want to do without it.
The device builds on many elements of the proven Zephir CX. The top battens are fitted with spring loaded batten end caps that engage the hem of the leech. In the area of the nose plates, the leading edge has two zippers that prevent the Mylar sail from buckling during assembly. All our hang gliders are equipped with these zippers. The base of the tower is covered with a protective neoprene bag. The steel cable linkages in the sail are slightly higher than on the CX, which means that there is greater freedom of movement for the cable attachment during assembly and dismantling. The tubes, which are pushed into each other like a telescope, hit massive stops. All components that require greater effort to clamp are stocky to save effort.
The Astir combines the best quality with optimal safety for maximum flying fun. The device has the DHV classification class 2.
The security concept
In the event of a crash, the nose spur protects the pilot, since the flatter impact angle of the device means that he only swings through and does not hit his body. Like the crumple zone of a car, it absorbs the impact energy and largely protects the driver from injuries. Double bracing guarantees maximum safety in the event of a rope tear and a possible tree landing, where you are happy about every additional rope on the device structure.
The assembly and disassembly
The Astir can be assembled and disassembled quickly and easily with just a few well thought-out movements and above all without any effort. Details such as zips for swivel tip mounting and foldable spreader bars make work easier. Transport and storage are no problem with a standard short pack size of just 3.00 m. This means that it fits into most station wagons in a theft-proof manner.
The start
The small trapeze and the balanced center of gravity enable a safe and effortless start. Nothing wobbles because the lower tension is already tight at the start. A few steps are enough and you're already taking off. Let the fun begin!
The flight
Always being at the top is no problem with the Astir! The sail has a powerful thermal profile (hollow profile). The light and unsurpassed handling of the nose spur concept helps to make optimal use of even the weakest thermals. A transverse tube that is not available "floats" best.
The landing
Landing is just as easy as taking off. Turn in, slide out, eject and gently and softly the current tears off. Direction corrections on the final approach or landings in crosswinds are easily mastered!
The pipes and steel cables
Wing tubes and keel tube consist of seamlessly drawn, eddy current tested aluminum tube made of the alloy AlZnCu 1.5; 7075 F51. Trapezoidal tubes and tower are made of extruded aluminum alloy AlMgSi 0.5, F25. All steel cables are made of V2A (stainless steel), partially plasticized. The screws, lock nuts and fittings are made entirely of V2A.
The sail
The leading edge of the sail is made of DIAX mylar fabric, the center part of the main sail is made of 4.0 oz polyester and the leech is made of 5.46 oz. Power LL. Own color requests are possible free of charge. There is a depot for the pack sack in the double sail.
Equipment
The batten quiver has separate compartments for sorting the battens. The combi pack sack has zips for short and long pack sizes. Various pads protect the sail from damage during transport.
The quality assurance
Every hang glider goes through numerous production processes before it is finally checked, flown in and released for sale. Our quality assurance system guarantees maximum safety: all components are checked and marked by at least two different employees before they are installed.
The service
Spare parts orders are processed within 48 hours. All repairs - including the sails - are carried out professionally and inexpensively in our factory in Kenn near Trier.
Technical specifications:
Device type: Astir Sail area: 14.7 sqm Span: 10.56 m Nose angle: 130° Aspect: 7.6 Double sail: approx. 85% Pack size: series: 6.15 m / 4.70 m / 3.00 m Number of battens: 26 (6 double sails) Stall speed: approx. 25 km/h Top speed: 80 km/h minimum sink rate: approx. 31 km/h maximum glide : about 37 km/h Pilot weight: min. 60 kg / max.: 115 kg Weight without pack sack : approx. 29 kg Price: € 4,580.00 including 19% VAT
A moment ago I asked ChatGPT (AI platform) a question. Here was the exchange which ought to be combed critically for possible errors or poor guidance:
AI ChatGPT wrote:Can the bowsprit hang glider be improved upon?
The bowsprit hang glider is a type of hang glider that uses a long, flexible pole (the bowsprit) to support the wing. While the design has been used successfully for many years, there is always room for improvement in any technology.
Here are some potential areas for improvement in the bowsprit hang glider design:
Weight Reduction: Hang gliders need to be as light as possible in order to stay in the air longer and be easier to control. Finding ways to reduce the weight of the bowsprit and other components of the hang glider could improve its performance.
Aerodynamics: The shape of the wing and the bowsprit can affect the hang glider's performance. Researchers could explore different wing shapes and bowsprit designs to optimize the hang glider's aerodynamics and increase its speed and maneuverability.
Safety: Hang gliding can be a dangerous sport, so improving the safety of the bowsprit hang glider could help prevent accidents. One potential improvement would be to add sensors or other technology that could detect dangerous conditions and alert the pilot.
Ease of Use: Hang gliders require a certain level of skill to operate. Simplifying the design and making it easier to use could make the bowsprit hang glider more accessible to more people.
Durability: Hang gliders are subjected to a lot of stress during use, so making the bowsprit and other components more durable could help increase the lifespan of the hang glider and reduce the need for repairs.
Overall, while the bowsprit hang glider is a proven design, there are always opportunities for improvement in any technology. Further research and development could help make the bowsprit hang glider even more efficient, safe, and user-friendly.
Bowsprit HG packs for transport? There is a full spectrum of possible packings of a bowsprit HG from "keep it full up, no pack down" to tiny packing. Packing will depend on the particular bowsprit HG involved; that is, highly endowed or enhanced bowsprit HGs may not lend themselves to much packing down. But one may envision a minimum HG of questionable performance might be made for tiny packing. Packing efforts for packs that are 5-ft or shorter are discussion matter in the forum thread: https://www.ushawks.org/forum/viewtopic.php?f=2&t=1916
There is a full spectrum of possible packings of a bowsprit HG from "keep it full up, no pack down" to tiny packing. Packing will depend on the particular bowsprit HG involved; that is, highly endowed or enhanced bowsprit HGs may not lend themselves to much packing down. But one may envision a minimum HG of questionable performance that might be made for tiny packing. Packing efforts for packs that are 5-ft or shorter are discussion matter in the forum thread: https://www.ushawks.org/forum/viewtopic.php?f=2&t=1916
At Gold Hill we got our first glimpse of a bowsprit glider which was being carefully set up, and I for one thought they looked more like the Wright Brothers "Flyer" from the 1900's. We could see the strength in the geometry of the thing and even though it had more drag, and took longer to set up, when it flew it just looked so beautiful. I was with the guys and their early Rogallo's, and watched them "modify" them a bit, sometimes after every flight, and evolved them to the wings they are today.
They were test pilots in the purest form.
I'd like to add this here as a tribute to my friend David Cronk who took us from this;
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and this,
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Here's a question, could a bowsprit glider do loops?
As "performance" gliders became the rage and flooded the market, the older king posters were put on the rack or into the Smithsonian.
In September 1974, Eipper began developing a follow-up design to his Flexi Flier with help from fellow hang glider pioneer and Eipper-Formance chief designer, David Cronk. They named this new improved Rogallo aircraft the Cumulus. The aircraft performed well and pilots won a number of competitions after Eipper began to sell the new glider in 1975. Cronk immediately began improving the design and by year's end, he had completed the Cumulus 5. Cronk made this model with expert pilots in mind and it proved very popular for competition flying. Eipper and Cronk strove to keep the design current. They soon released the Cumulus 5b and less than a year after introducing the '5, Cronkwas working on the '9, a prototype for his Cumulus 10. The Cumulus 10 was ready for production in early 1977 and the designers equipped it with a number of improvements over the Cumulus 5. Where Eipper and Cronkonly used battens near the wing tips on the '5, they employed them along the entire span of the Cumulus 10 wing. The two men also increased the leading edge convergence angle from 110 to 114 degrees. They used a shifting cambered keel pocket to increase roll- and turn- rate on the '10. The keel pocket slackened the sail closest to the turn axis to decrease wing angle of attack, and reduce lift and adverse yaw. They also installed cables called 'deflexors' and strung them across the wing leading edges. Short tubes held the cables a few inches away from the wing. The deflexors stiffened the wing and reduced bending during high-G turns. Eipper and Cronk designed the Cumulus 10 wingtips to flex downward at low angles of attack, reducing drag and augmenting the keel pocket effect. The tips also flexed upwards at high angles of attack, increasing washout effect for better handling at low speeds. All of these improvements in maneuverability allowed the designers to use a larger wing that increased the glider's thermaling and cross-country flying performance. The various modifications also greatly reduced the force needed to control the glider and less effort was required to fly long distances.
The company considered this glider too hot for novices to handle and recommended that only pilots certified to the highest level of flight experience certification, the The Hang-4 Rating, could safely fly the Cumulus 10
.
Eipper-Formance sold the Cumulus 10 in three sizes to accommodate different pilot weights. Prices ranged from $1,050 for the smallest glider to $1,250 for the largest. The aircraft proved popular among competition pilots through the end of the decade. By 1980, flexible wing hang gliders began to appear with large undersurface coverings, or 'double-surface' wings, and 'floating' cross-spars inside the wings.
The Cumulus 10 quickly fell from favor and Eipper-Formance switched its focus from hang gliders to powered ultralight aircraft
in a way that co-opted foot launched Hang Gliding, oh well, it was SoCal.
In 1978, Steve Wilson, president of Eipper-Formance, donated a Cumulus 10 to the National Air and Space Museum
.
The bowsprit gliders were susceptible to "whacks" as any other was, but it's H-4 pilots rarely did it because they were H-4's, and protected their original "Flyer" wings with care, just like you would any "musical instrument". Just sayn'
Sometimes you gotta' push the stick forward while you're lookn' at the ground
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