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bracket with flying wing wires, and control frame fore and aft
wires.
Side flying wires. Some
designs use two flying
wires for each side
Front Flying Wire Downtube
Rear Flying Wire
Control frame corner bracket Control Bar
Figure 3-5. Control frame corner bracket with wire attachments.
Notice the thick structural ⅛ -inch flying wires that support the
wing and smaller ⁄-inch cables holding the control frame in
place fore and aft.
Leading Edge Crossbar
Crossbar Tensioning Cables
Crossbar Tensioning Cables
Attachment to Rear of Wing Keel
Figure 3-4. View looking inside left hand wing from the tip showing
crossbar tensioned and pushing the leading edges into the sail.
Notice the slight bending of the leading edges to fit into the sail
(top). Crossbar tensioning cables attached to rear of keel in flying
position detail. See specific location on airframe with figure 3-2.
(bottom).
Crossbar
The crossbar is two aluminum tube sections hinged above the
keel that attach to the leading edges. The crossbar is tensioned
back with the crossbar tensioning cables, which pushes the
leading edges forward to conform to the sail. These crossbar
tensioning cables are attached at the rear of the keel when the
wing is tensioned into fl ying position. [Figure 3-4]
These crossbar sections are under a compression load and
designed to be stiff with no bending. A larger diameter tube is
typically used to avoid any bending when the wing is fl ying.
A ding, dent, or bend in the crossbar could spell disaster
during fl ight because it is one of the main structural members
that holds leading edges into position during fl ight.
For wing take down and packing, the crossbar haul back
cables are released, the crossbar hinged center moves
forward, and the leading edges rotate in toward the keel about
the nose plates and come together, allowing the wing to fold
down into a long tube for transport and/or storage.
Control Frame
The triangle-shaped control frame serves two main purposes.
It provides the lower structure for the wing and is the control
bar for the pilot. The control frame is bolted to the keel
with two downtubes extending from the keel attachment
to the horizontal base tube, which is the pilot’s control bar.
[Figures 3-2, 3-5, and 3-6]
Control frame corner brackets at the bottom of the downtubes
provide the wing structural attachments for the fl ying cables
or struts that attach to each leading edge/crossbar junction,
and secure the control bar fore and aft to the wing with the
front and back wires attached to nose plates and the aft section
of the keel. [Figures 3-5 and 3-6]
3-5
Figure 3-8. Strutted wing on WSC aircraft carriage.
Figure 3-7. Passenger using training bars which are also used by the instructor during training.
Training bars used
for steering from
the back seat
During fl ight, the downtubes are similar in compression to the
crossbar and must be stiff and straight to maintain structural
integrity. The base tube/control bar is under tension during
fl ight.
Front and rear fl ying wires hold the control frame in place
fore and aft. Side fl ying wires hold the control frame in place
side to side and provide structure to hold the wings in place
while fl ying. [Figures 3-2, 3-5, and 3-6] Strutted wings use
struts in place of the side fl ying wires, which is discussed
later in this chapter.
Training bars are added for dual controls so the person in back
can fl y the aircraft. These are typically used by an instructor
for training but can be used by a passenger in the back also.
[Figure 3-7]
King Post With Wires-on-Top Wing Design
Similar to the lower control frame holding the wing in
position during fl ight, the king post is attached to the keel
and supports the upper ground wires which hold the wing
in position on the ground and negative loads during fl ight.
[Figure 3-2] It also provides a structure for refl ex lines which
is discussed later in wing systems.
Topless Wings With Struts
Similar to airplanes with struts to support the wings, some
WSC aircraft replace side fl ying wires with struts, eliminating
the king post and ground wires on top of the wing. This
provides a number of benefi ts, but primarily, no king post is
needed because the struts can take a compression load and
hold the wings up on the ground and also take the negative
loads during fl ight. With struts, a WSC aircraft is much shorter
in height allowing it to fi t into hangars with lower doors and
ceilings. This can make a big difference in fi nding a suitable
　
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