Hang Gliding

In search of better soaring performance and a wider range of tolerable operating weather, the basic triangular wing form has, over the last few years, been progressively im­ proved. The laws of aerodynamics decree that increasing the aspect ratio, which means more totaf wing span, and cor­ responding reductions in chord are essential to give signifi­ cant improvements in minimum sinking speed. At the same time, the acute angle at the apex of the wing has Qeen reduc­ ed, bringing the planform to a more efficient, though less stable, shape. To get a greater speed range to cope with stronger winds, wing loadings have tended to decrease, the total weight has increased. All these moves make for a much more soarable aircraft, but also tend to make for more dif­ ficulties in control. The more advanced sail wing gliders now are capable of extended soaring flights of many hours’ dura-tion, they commonly fly on short cross-country journeys and have been soared in thermals thousands of feet above their take off points. Inevitably, such exploits expose the pilot to greater risks but those who reach such standards are rarely injured.

Parallel to these developments, various kinds of rigid winged hang gliders have been developed. Volmer Jensen in the USA (who flew a hang glider, fitted with controls, in the 1930s and 1940s) was one of the earliest pioneers in this area with his “Swingwing”, a powered version of which has been test flown within tlie last few months. Other types such as the “Icarus” series and “Sunseed” (tailless types) and the “Quicksilver” have had much success, and still retain the por­ tability and convenience of the true hang gl!der. Meanwhile, in an interesting move from the other side of the spectrum, several very light, small sailplanes have been produced or are projected. Some of these require some sort of towed or catapulted start, others, like the true hang glider, take off with the pilot’s legs and feet as undercarriage, although once air­ borne they become lightweight sailplanes. No less a person than the President of the Gliding Federation of Australia, Mervyn Waghorn, who more usually flies a metal or fibreglass racing sailplane, has lately turned his attention to the design of such a lightweight. In South Australia, approaching the same goal from the other side, David Blackburn has built and flown a flying wing remarkably similar to those produced by the Hortens in Germany about 1934.

How many people are currently involved in hang gliding in Australia is hardly known. Anvone can build or buv, in the local surters’ or boating shop, a hang glider, and he can go away by himself and fly it, with greater or lesser success. The Australian Self Soar Association (TASSA), which claims a membership in four figures, hopes to become, analogous to the GFA, the government-backed controlling body for the sport, and has achieved a measure of official recognition and support. However, hang gliding attracts a good many “loners”, some of such a rugged spirit that they do not welcome even friendly assistance, let alone advice, instruc­ tion and discipline. They value their freedom from in­ terference as much as they do their flying.

There are dangers in the game, particularly for the inex­ perienced and the over-confident. This is true in all forms of aviation, but probably the margins for error are smaller in this than the others. Nevertheless, there must be some limit to the powers ot l;>enevolent bureaucracy to save us trom ourselves. Existing legislation already adequately covers cases where a hang glide might conceivably injure some innocent bystander or damage property. Recent government moves towards more severe restriction and control seem un-­ necessary. In any case, unless every hilltop and cliff is to be regularly policed by the Department of Transport, strict sur­ veillance is impossible. Unenforceable laws are bad laws.

It was sometimes suggested, when the hang gliding movement started, that it would be a short-lived craze. This is obviously no longer tenable, if it ever was. The movement continues and flourishes. Quite large numbers of hang glider pilots, while still continuing with their sport, also move into other forms of aviation, especially sailplane soaring, which is a natural extension of interest. At the same time, many orthodox glider and light aeroplane pilots try hang gliding too, and some find it more fun than they expected. In the long run, the interchange of ideas and personnel can only be healthy for the whole business, and pleasure, of flying.