Hybrid design issues

Hybrid design paper:
The framing methods discussed here are a overflow from the cambering methods discussed in the previous topic applied to a crescent planform.
a. This is straight out of the C-quad. Camber is achieved through loose/excess fabric in the cell panels incorporated through the clever use of seams. In flight the frame distorts slightly to suit the bridle dynamics. In the case of the C-quad the wingtips are bent slightly downward. The one major benefit of it's use is reduced bridle lines and relative control over the aerodynamic shape and flight dynamics like angle of attack.
b. An addaptation of the above... the frame is still the same but billow is achieved through aerodynamic profiles between the battens and the sail/topskin. The added benefits are the same as for type A.
c. Here the battens are incorporated into the sail and billow is achieved through a airodynamic profile providing tension across the batten. The chord of an aerodynamic profile is the shortest distance between LE and TE thus if a batten slightly longer than the distance along the top of the profile, between LE and TE, was placed under tension it would take on the shape of the top of the profile. The billow is now a set shape and not dependant on airpressure against the sail and the shape of that billow shouldn't vary as much.
d. Most profiles have nearly straight sections from 50% - 60% of the profile towards the TE. This makes the profile in the latter +40% negligable. The most important change here is the use of flat marine sail battens which has a greater stiffness widthwise. They are also lighter and better for shaping across the sail in this implementation.
e. I'm still in the deciding stages of what to do with this one. This method only simplifies the constrution and has little or no added advantage to the above mentioned type D. I have been looking for a source of preshaped battnes as used in hangliders but mostly trying to fabricate something of my own. Using part carbon spar part aluminium arrowshaft, where the arrowshaft could be bent, came to mind.
But I found another simpler alternative on the rec.kites newsgroup: Suggested slitting FG rods in half and gluing them back together again using epoxy and introducing a curve by clamping them to a curve describing the airfoil. Provided you used a simple airfoil shape with the latter 60% being a straight line towards the TE you'd only need to do 4 - 5 battens for the LE curved part this way and join the straight part(using CF for the 60%/rest would save weight and add stiffness) by ferule. Flat battens won't need to be split and can be stuck together as is. Gluing a strip of aluminium to the on side of a FG batten could also help to shape it. The only problem with all these techniques is their impact resistance. Framed kites unlike parafoils are known for being fragile during crashes.

For the last two methods frame tensioning had to be considered to achieve the intended shape. It isn't critical for type D though it should help prevent shape variance across different positions in the wind window or because of gusty conditions. I'm undecided whether it will play an important role in type E but minimal tension will be required. If however you start to implement shaped sail seams to induce camber, batten tension will be of importance. Most stuntkites have a Velcro fastner for the bottom of the spine. It places tension on the sail and reduces movement of the spine in flight. Velcro alone could not provide the necesary tension though it helps to prevent the webbing from slipping through the friction clip. The sail tension is achieved by placing tension on the batten pushing against the LE. Instead of having fixed rubber or plastic batten to LE connectors to whole frame is kept together and in position through the tension placed on it. Because of this proper reinforcement in the tension points is a must!

Methods I use to incorporate batten/spar tension using friction clips and Velcro.