USHGA Ground Skimmer February 1976 by US Hang Gliding & Paragliding Association

ONE DOLLAR

I • 11111/

ISSUE NO. 37 FEBRUARY, 1976

EDITOR: Rich Grigsby LAYOUT & DESIGN. Mark Allison EDITORIAL ASSISTANT: Sharon Grigsby

OFFICE STAFF MANAGER: Carol Velderrain Chon Aranda, Susan Mann, Ronda Leggelt

GROUAD ,HlfflffllR

USHGA OFFICERS PRESIDENT: Vern Round lree

fflAGAilftl

VICE PRESIDENT: John Lake SECRETARY: John Harris TREASURER: Lloyd Ucner

CONTENTS

USHGA REG IONAL DIRECTORS REG ION 1· Vern Round tree, G Ii Dodgen. R EG ION 2 · l!ee Slerios. John Grace. REG ION 3: Lloyd L1cher. Dan Poynter, John Lake, Chris Wills. REG ION 4 : Don Beuch. REGION 5: Gary Osaba. REGION 6 · Darryl Smith. REG ION 7: Mike Ziaskas. REG ION 8. Tom Peghiny, Dan Chapman. REGION 9: Vic Powell, Chuck Sl usarczyk REGI ON 10 · John Harr is. REG ION 11 : Dave Broyles. DIRECTORS-AT· LARGE: REGIO N 1 · Bill Johnson. REGION 3 : Kaz Delisso. REGION 8 : Al Mulazz1. REGION 9 : Denni s Page n. REGION 10: Han y Robb REG ION 11 : John White. CONSUMER ADV I SOR Y GRO U ND SKIMMER and USHGA, Inc. do not endorse or take any responsibility for the products advertised or mentioned within these pages. Please consult the HMA or pilots and dealers in your area. G ROUND SKIMM ER 1s published lor t ,ang gliding spon enlhusiasts 10 c ,eato further mlurest 1n rhe sporl, be a means ot open cornmunicat.on and to advance hang glid ,ng methods ano sate ty. Cori trobut,ons are welcome Anyone ,s ,nv,ted lo conlr,b· u le a11,c1es, pllotos. and 111us~a1,ons concerning hang ghd,ng ac11v,1,es. II the rnater,al 1s 10 be 1eturned, a stamped. sell-addressed 1e1u1<1envelope musl be en· clo sed GROUND SKIMMER reserves the right 10 ed,1 contributions whero nocessary Assoc1a11ons and p ubhcal ,on uo not assume reSP0nS0b1hly lor 1ho rnateroal o, op,nions of co nu illutors. The only form ol monetary payment ,s $5 for the pholog1aph o• illus· tra11on thal ,s used on the front cove, .

ULTRALIGHT CONVERSATION

15.

PITCH STABILITY AND CONTROL~AAT 11 by Gary Valle

21 .

BREAKAWAY TO THERMALS: PATHWAYS TO ALTITUDE GAINS AND CROSS COUNTRY FLIGHTS by Trip Mellinger

26.

ESCAPE COUNTRY - THE EVOLUTION OF A FLYING SITE by John Smith

28.

TOWLINE by Harry Robb

31.

OTTO LILIENTHAL AWARD APPLICATION

34.

HANG RATING PROGRAM

40.

CA.LENDAR

40.

CLASSIFIED ADVERTISING

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GROUND SKIMMER IS pubfosMd mon1hly by lhe u n,1et1 Str,tes Hang Ghd,ng Assoc,a toon. Inc wl-ose ma1long address 1s PO Box 66306. Los Angeles. Cahf 90066~n,1wtoseoff,ces areloca1ed a t 11312\o;Veruce Blvd , Lo~ Angele s. Calif 90066. 1e1ep11ane (213) 390-3065. Second-class postage o& paid at Los Angeles. Calif GROUND SKIMMER is printed by S,nc ta11 Printing & Loll'OO. Alhambra. Calif SubSC10ploon ,s availab le only as parl ol membership ,n USHGJ\, a non-profit, mm,be1-contrOltod educatoonat and sc1en· 11fic c:,rg~nozatoon ded,cated 10 exp1011ng alt facets ol lueHess, solf.l;1unched ultralight floght Mernbersh,p 1s open to anyone 1111eies1ed ,n lhls realm 01 flight. Oues are $10 per year ($ 11 lor l0<e,qn addresses) of wh,ch $4 are designated lor SL1bSC10plion 10 GROUND SKIM · MER Changes ol address st.:Juld be sent sox weeks 1n adva nce. ,nclud 1ng name. USHGJ\ rnembers11,p number. previous and new address, and a mailing t;,bel from a recent ,ssue

COVER PHOTO Curtis and Burke Ewing tandem soar at Torrey Pines. California. Curtis confidently leans into turns braced on his masler's back This famous fly ing can ine is so enthusiastic about flying thal he has been known to try to launch himsetf withou I a glider! Tl1is photo was taken by Stephan Mccarroll

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Dear Editor, then,J have been kites

and All the manufacturers who out these are more stable and are easier to fly and maneuver. Well, I have one If these kites are so easy to and so stable then why do 3 or 4 pilot to you have to be a buy one. It seems to me that if these kites are so easy to fly and are more stable than standard Rogallo then the manufacturers that make these kites are studEmts and newthe by not comers to buy the safer machines. Yet sell the the less stable and less maneuverable kite. Is it because feel these kites are unsafe in the hands of a or is it because they don't want their kites to lool< bad because of If it is for the first reason then shouldn't advertise that their l<ites are so safe. And if for the second reason, then they are the out of ting the most Dale Lofton Huntington Parl<, Calif.

/\ND

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Dear 1975 issue I just received the -.orn<>m of Ground "shiny" format bothcir me looks

about the behavior of a full scale kite that there are certain which simply in full won't worl< and/or may be scale form. Be careful on this point in the luture. Second, I letter

Assistant Professor Purdue

chauvinistic de, is inexcusable in a voted to free flight. A feminine

Dear Editor, This letter is an almost accident I with the intent to prone flying. I was happy to find while reading the instructions that the harness is dewhich I'm used for seatf)d to, then into the foot stirrup, you can quickly snap into a prone problem came while to foot stirrup. from H1e rafters in my gar· After and what the age a few the instructions at a 300 foot hill 1c«:i,rn,r1fl (continued on page 4)

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Been tl,inkinq abou1 buying your fost hann gl'lder? Worried that you've been told to still'1 with bi,J investrrnmt in a "training" glidm one you won't won1 after a few months? Wish you could start with something tha1 rnally flies well? Sky Sports lrns the glider for you! Tlw Bobcat II is suitable for beginners but has performance equal to advanced pilut r:apabilities. Through the careful use of trailinq ed9e roach, stability is actually increasrici that of prnvious short-keel Flonallos while rntaininfJ 1he benefi1s: Faster rusponse help you correct for mistakes) and beiter performanco (to lrnep you flyin!I happily long after you would have lrncome lmrnd with lesser modols). l he l3o1Jcat 11 also meets Mike Hmker's World Cup standurds class rulos. Sky Sports expects it to lollow in the trndition of the Bobcill I, which (we believe) has taken mom meets on three continents than any other single modal of hang qlider. Developod by Terry Sweeney, tho Bobcat II is the product of his cxpNtise in flyinq, training, sail dosign, and tunin(J. It was fost flown in Octobrn, Hrlb ,incl has underomw extensive flight testing in the Pyrnneos of the Alps of Switzerland, Germany, and Italy, and Nevv Enc1lnnd's Green Mountnins. We evaluatfld it in actrwl training situations 11s well as advanced flying. Sky Spor1s even turned it loose with tl,ose famed airborne woodsmen, the Bushwackors, We're proud 10 say that the Bobcat 11 passed their requirnrnents tor ruggadnoss and good handling. Of coms,,, if walll added economy or fm o1her rerisons would prefer a (;tundurd Rog,1110, the Sky $5GO)is very popular io tlrn E:ast. For class pilots ready to "go for it," Sky Sports dosen't just have tlrn widely acclaimed Kestrn1($8[)0 $940) .. it has two Kestrels. In addition to l11e original inodel for pilots 135 18[) lbs. (60-85 kq.), vvc, now offer one for those of you woirJhinq 170 lbs. (75.·1oti Not includinq harness or cover, the Boben! II is nvailable complete, remly to fly for $690. Write for the 11 spec sheet, or send $1.00 for Sky Sports' full information kit.

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harness. I had been having trouble all getting into the stirrup, when on about the seventh flight, I for the stirrup while pulling in to gain air at take-off. I apparently stabbed at it rather than ping into it, and it out from under my foot, shot forward and spun around the cross tube of thEi control bar, and I found myself tied to the control bar in a dive. It wrappc'ld so tightly that it took all my strength to push the bar forward just enough to keep from diving in. I really thought it was all over. Since this I've talked to other flyers and many of them have had similar though none of these tangled tightly as mine did and they un-twisted them with their hand. My solution to this is to be 1/21.D. Xi /16" neoprene hose over the nylon down of the foot stirrup. This makes the rigid enough so that they don't tangle around the control bar, but at the same time they are flexible to bend up during launch or ground handling, and an added benefit is that the stirrup straight down without It is light weight, neat looking, cheap and easy to do. It could be helpful on any prone harness with a foot Since I've made this improvement on my harness I've had satisfaction with it, and wouldn't trade it for any other. John G. Winkler Kent, Ohio

Dear Editor, First of all let me say that I don't believe this is a grudge letter or a means to an end; it's just me thinking out loud. I am referring to the accident summaries. I like to think that I am a pilot that res:oects the forces of nature as well as my own limitations. I've read the accident summaries in every issue of Ground Skimmer since you've started publishing them. I think it's good for a pilot to pick them up, read them, and to meditate upon the APC: he'll his sport a little more. But look out if your wife, mother, or sister them up. As we all well know, most of the accidents published are and after the family dithis information, look out for flying of ripped sail, control and bent tubing. Now, while there in a pile of mutilated you can ask yourself, "Is there a better way to communicate safe flying"? Before I close I would like to offer my Why not accidents that of all the and

numbE)rs ot accidents? In other words, report the more common accidents instead of the more drastic. Also make a space to put the fatal number of accidents as well as the total number of fatal ones. if everyone will and send information on even the minor accidents, then I'm sure all concerned can a more accurate impression of hang gliding accidents. Danny Smith Tucson, Arizona

Dear I have used the "Effective Glide Slope Indicator" by Dan Schmitz (Jan Mar '74 and found it very helpful. However, as Vic Powell noted in the same issue, such devices are left in the car when they are needed at the of the hill. I have found that the method shown in the sketch is more accurate than th~l knuckle techique described by Vic Powell and it retains the adof with you. As shown the arm is extended and the wrist is bent to turn the hand nearly perpendicular to the ground. The tip of the middle finger is on the horizon and the landing area is over the extended thumb. The indicated glide ratio is about 3.5 to 1 for me but will with the individual.

1 Dear I would like to take to several which Chris Price made concerning the i 976 Nationals in the November issue of Ground Skimmer. Chris is a pilot and has proved his flying ability in several major meets over the few years. As such, he 1s 1n a position to make about the Nationals. I think that the first nine he makes are valid and well thought out. It is ten to fifteen and seventeen to. Chris that acertain number of meets be estab(continued on page 6)

1976

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and that into U1e National Championships be based on a in these meets. Chris further sug· that no more than nine contests will count toward qualification, and of that nine, no more than three will be in the same year. It takes only small amount of thought to realize that almost without these will limit in t~1e Nationals to a small number of pilots. I am a pilot with many hours in my log book and I am certain there are many other qualified pilots in Washington, New Mexico, North or Hawaii who feel as I do. We have not had the of a manufacturor to us the travol as widely as the I feel that Chris Price's would in effect sot up a professional circuit similar to that found in professional tennis. This would eliminate the vast majority of qualified pilots from tt1e Na·· tionals and turn tho National into the Professional I feel Chris's however, I would follows:

1. Raise the number of contestants in each class from 20 to 2. Fill those five by open tion during the week before the Nationals. 3. Score the open way so that open the~ bottom five can who have qualified by

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I AFHICLE BY GARY VALLE ILLUSTFlATIONS BY MARK ALLISON

35°

I of this article, we discussed some fundamentals of In II we continue this of stability well as elaborating on pitch stability in

What is pitch stability? What is stability'? Intuitively the word "stable" that resists this is accurate, however some amplification is necessary, for there are situations in which this seems to be fulfilled, in fact, is not There are two different ways to consider stability Static stability considers the situation at a particular point in time; stability over a of time. Consider the behavior of a in a bowl. If the is moved from the

it from to bottom, force 1s the bottom of the bowl. If released, the will roll from side to to rest at the bottom. The farther the is moved from the center, the restraining and, once released, t11e longer it will take for the to come to rest at the bottom. The fact that tt1e if u1c,1J1a,,e;,u must be restrained or it will, (in time) return to bottom), indicates that the situation is from side to side with amplitude from the bottom) indicated stability. The time required for the ball to come to rost is a measure of how the motion is. '""'"'""'"'m" oscillations indicate poor If the sides of the bowl were coated with syrup, the would come to rnst quickly the motion of the Hie situation is much the same. Consider a hang of attack, where as previously of attack is the at which the wing meets of attack, the pilot does not have to exert control force to the glider from slowing down or up in other words the glider is "trim" at this of to part I). If the glider rs stable the situation is identical in to the the bottom of the bowl to Because we have assumed the glider is of attack is increased, force is out) or the glider will pitch down to the trim of attack. Likewise, if the of attack is decreased below trim, if no forco is by thfl pilot (pulling forward) the up to the trim of attack. Thfl pitch down or pitch up

GHOUND Sf<IMMf::H

occurs because the line of action of the resultant will fall behind or ahead of the e.g. respectively, with no control force applied by the pilot. The distance from the resultant's line of action to the e.g. determines the rnagnitudfl of the restoring force the the distance, the the restoring force, and, tt1e ing control force that must be supplied by the pilot to from returning to the trim of attack. How does the pilot pusl1ing out Hie glider from pitching down?Consider 3. Where the pilot is not pushing or pullin~J. The line of action of the resultant is behind the e.g. resulting in negative (nose down) "pitching moment" In 4 the pilot is pushing out-the e.g. is is displaced in such a manner that the resultant lie of action passes througr1 it, and the "pitching moment" is zero (i.e. glider does not tend to pitch up or down). The pilot feels pressure in his arms because by pushing on the control bar and moving his body (and the e.g.) back, he is moving his body away from "plumb." The next time you are checking your harness height above the control bar prior to take off, push your body away from "plumb" and hold it there for a couple of moments that's one of the reasons it's so fatiguing to fly a glider that is even a little out of trim!

4 We've discussed what a statically stable hang glider wants to do. What about a neutrally stable or unstable glider? Consider the ball-bearing on a flat surface 5). If them is no tendency to return to the original position or any other position this is an of neutral stability. A hang glider that is neutrally

stable will behave similarly. If the is no tendency to return to the original of attack or to any other angle of attack. We can surmise that that the position (or orientation) of the resultant must in such a manrn3r that the line of action of the resultant passes through ttm e.g.

the glider from "diverging." mr"''""m discussions in mind, let's look at several r1r~11A111·111c: and the

STALL

characteristics of a Jiang

TRIM

DIVE

5 In Fig. 6, the ball bfJaring is on an "upside-down bowl". Here we see that if the is displaced it will continue to be displaced unlE,ss an opposing force is applied. This is the unstable casE1. Let's take a look at a situation where at the trim angle of attack, the glider is stable and a lower angle of attack (higher airspeed) is unstable.

Extremely stable. control forces necessary to in A of A, and airs-, peed. of attainable A of A and airspeed excessively re· stricted,

STALL

TRIM

DIVE

6 In 7, the glider is trim and stable. In 8, the same angle of attack has been reduced and because of over-tightened

Moderately stable. Moderate control forces Larger range of A of A airspeed,

STALL

TRIM

DIVE

Minimally stable. Small control forces necessary for very changes in A of A and,.."''""''""

TRIM

DIVE

8 or or some other malady, the center of in sucr1 a pressure and/or tt1e orientation of the resultant manner (moved back for instance) that a nose down (destabilizing) pitching moment rather than the desirable nose-up moment pre· vails. If the pilot can push back far enough and for long tragedy might be avoided. In some cases, the instability is so 8, too an opposing force and/or that, as illustrated in 16

Neutrally stable. Very small force (to overcome damping) reto move to any position.

1976

DIVE

STALL

Glider with overtightened

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DIVE

I I

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STALL

DESIRED DIVE TRIM

Trimmcc1d, stable, nose heavy glider. '

STALL

DIVE

TRIM

DIVE

Glider that is so tail heavy that it cannot be trimmed by pulling for· ward. I

An additional "friction,like" force opposes the motion of either the ball,bearing or a hang glider this is the "damping" force. If the ball bearing (stable case, fig.1) is displaced and then released, it will, as previously mentioned, oscillate from side to side ev<mt1ua11v corning to rest at the bottom. If a hang glider is rotated (d1~;p1E1ce,aJ from the trim of attack and released, it will return without oscillating to the original trim position. The difference is that the is poorly damped and the pitching motion of motion of the the standard is highly In the stabil, ity drawing, you can think of the sides of the bowl to be coated with glider 6) syrup to simulatEl the pitch damping in a Progressively greater instabjlity. Slight displacement results in d1sJJlac:err1ent if no force is

TRIM

standard

GFlOUND SKIMMER

DIVE

Consi,dering this illustration, we can see there are two forces eh,~nr11~<:: in position of are: the of the sides of the bowl, and i.e. the the damping force, by the syrup coated sides of the bowl. You can think of this damping of the pitching motions as similar to the motion of a of stiff

plastic underwater. The more area being rotated and the farther the area is from the axis of rotation the the damping of the motion. In Fig.,17, the rotation of A is more damped than B, and Bis more damped than C. Because a hang glider is much larger, it "sees" the air much like the plastic "sees" the water. The end result is much the same.

The full sized standard Rogallo has much better pitch damping than the small scale model (it is difficult to scale down air molecules) and thus does not demonstrate a tendency to tumble. A stability illustration helps to clarify what is happening in the two cases. STALL

17 Generally speaking then, damping tends to decrease with de· f"r,::,,~c:,r,n keel length or more specifically, the longitudinal distribu-

tion of the wing area. Excessive stability and/or damping will result in excessive control forces; inadequate stability and/or damping can result in very small, unpredictable control forces and a glider that is difficult or impossible to fly. Pitch damping can be enough to obscure the fact that an aircraft is somewhat pitch unstable, for instance see 18. In this situation it would seem to the pilot that the glider was neutrally or even slightly positively stable because of the in angle of attack . . not enough reflex in a resistance to standard rogallo would have this effect. With poor damping, if the ball-bearing is (1) started at the (stall) it will (2) roll down the ramp (pitch down); (3) up the shallow slope (continue pitching down) and have enough momentum to (4) go over the brink (tuck under and tumble). With damping, if the ball is (1) started at the top, it will (2) roll more slowly down the ramp (pitch down more slowly) and then (3) partially up the (continue to pitch down somewhat past the trim angle of and finally (4) return to the equilibrium (trim) position. ratio and Before considerinn the important effects of the billow on longitudinal (pitch) stability, it is helpful to technical definition of longitudinal stability. Consider the "pitching &21 moment curve" and illustration in With the trend toward higher and higher ratios, a possible problem related to insufficient pitch damping should be consi· dered, that of a glider pitching down so abruptly following an aggravated stall that it tumbles! While the possibility of tumbling or tucking under does exist, and should not be ignored, in most currently being flown, i.e. ratio 5 to6, the inherent stability is such that the probability of tumbling is quite small. While researching the Rogallo, NASA accidentally stumbled upon t~1e fact that a small scale model of a standard Rogallo would tumble incontrollably. NASA stated: "Various control manipulations were applied as the model was tumbling in an effort to stop the motion and regain normal flight, 1) back stick was held for several turns, 2) forward stick was held for several more turns, 3) right stick was applied for several turns, 4) back stick and right stick were applied simultaneously for sevmal turns. None of the control input appeared to have any effect on the tumbling motion. The model completed approximately 20-25 turns before it crashed."

O 1

NEGATIVE a of a

r=EBRU/\FlY, 1970

The

of the pitching moment curve is indicative of the of instability; the Section I is a is positive (slopes up). Should the of the curve in that pitch down to sufficiently (negative) angaircraft in les of attack, it would "tuck under". Section II is a of neutral stability, indicated by a of the curve that of stability and up or down. Section Ill is (downward) of the pitching moment curve. Over the year we have seen a trend to and reduced billow What are the effects of these

positive extrapolated value of CMo· (Hewitt Phillips has shown in Ref. 1 that a m~gative value of CMo will rnsult in the aircraft becoming unstable above.some critical of attack,) Apparently, with lower Accordingly, effects of camber, rather than twist, reverse cambering (reflex) is necessary to improve the longitudinal stability. Conversely, in higher aspect ratio wings, tl'1e effects of twist predominate and, accordingly, washout does the job that reflex would do in standard wings. Effect of Billow Angle: The effect of "billow 24 shows that both CMo and the level of nounced. (longitudinal only) stability increases with decreasing billow billow, there is an There is a tradc:1-off however, for with tendency to "pitch up" just before stall. This instability is probably associated with stalling of the "tips" due to decreased twist

the data, the fiffect of ratio (alone) on the overall level of stability is somewhat ill defined. shows that the value of the of the 0

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as· In part II we have discussed stability and some of its varied ramifications. In part Ill we will consider how stalling and diving extremes effect pitch stability in flexible wing

BIBLIOGRAPHY (PAF-1T II) 6. Libby, Charles E., Jo~mson, Joseph L., "Stalling and Tumbling

indicative of the travel of the center of pressure with in of attack. If zero, the center of pressure is said to be "fixed". A value of this indicates a stabilizing pilot movement of the c.p. and results in a stable variation of value of this is desirable be·· control forces. A pilot control forces (push out to slow down, pull forward to up). In stan· dard one of t~1e effects of "reflex" is to .provide a small

GFKJUND SKIMMEH

of a Radio-Controlled Airplane Model." NASA TN 0··2291 7. Phillips, William H., "Analysis and Studies of the of the Second International Control of Hang Gliders," Symposium on the and Science of Low and Motorless Flight, Los of America, 1974. 8. Hoerner, Sighard F., Borst, Henry V. FluidLift, Brick Town, New Hoerner Fluid Dynamics, P.O. Box 342, 1975. 9. Von FUchard, Theory of Flight, New York: Dover Publi· cations, 1959. 10. Hoffman, F!aoul J., for the Custom Aircraft Builder, Franklin, Wisconsin: EAA Air Education Museum Founda· tion, 1970. 19

I PERFORMANCE Full control at a greater range of air speeds. Directional stability. Controlled lift distribution on wing surfaces.

HIGHER

RMAN

Inherent Yaw Characteristics Penetration problems. Truncated Tips (less control in rough air).

Leading Keel . . Sail Area (Plan Aspect Ratio .

. 19' . 14' 178 sq. ft. 5 30'

Billow per Side

June '75

18 X 9 April '75

Wash Out

March '75

Hang gliders of the future will very probably be similar to the Phoenix so why wait 'ti/ then? Conu1ct your nearest Delta Wing dealer or write for our free brochure.

is the end result of the most od. on paper and if they fl

PHOENIX IV January '75

TRIP MELLI MARK ALLI

New in hang sink rates and increased glide us to fantastic new in thermal and cross country flights. No longer are hang glider pilots satisfied to remain in the same lift hour after hour. They are following the incmasing desire to and maintain altitudes and cover have been doing distances with the use of thermals, as for many years. The science of thermaling is by no means new to man and there are many theories and techniques that exist in the field. in this area of should be aware that is the best teacher and that thermals are flown more by feel and intuition than by the written page. However, a basic ground school of t110ught on thermaling technique will help build the necessary foundation for one to develop his and intuition on good thermal flight

LAPSE RATE AND A/Fl STABILITY Atmospheric rate a major role in the development of conditions. rate is the of per ·1000 ft of altitude and will show how stable or unstable will have to be the air is. It also tells us what the ground to allow thermals to reach a certain altitude. per 1000 It has been established that 5.4° F ft increase in altitude is the "dry adiabatic rate" (DALR). It is called dry because no cloud will develop in sucr1 a condition. If the rate is less than the DALR, such as 3.5° per 1000 ft, the~ air is called stable. Stable conditions produce the horizontal movement of the commonly referred to as wind, and do not rate is promote the development of thermals. If the t11an the DALFl, unstable conditions occur which allow the ver1ical movement of the air and thermals to develop.

The next day the made another line B, and the results showed that stable conditions had set in along with an increased temperature inversion at 2000 ft. AGL. You can no thermal activity and straight gliding on a day like this. Of course you will probably not have the rate, use of an airplane to determine but if you notice it is hot at the landing area, but cool at the takeoff site, there could be some good vertical movement of the air. Also, your local weather station should be able to you information on local air stability. , t::1c:1u11 '''1,

/iO'T

UNSTAOLC

Srl\BLE:

Adiabatic: Lapse Rate Condition If lapse conditions (DALR) there will

A thermal rises because it is warmer than the surrounding air, making it lighter and more buoyant. 1) Also, it will cool at Hie DALR as it rises. So if the rate than the of the surrounding air is DALR, the thermal will continue to rise until its temperature equals that of the surrounding air. The greater the lapse rate, the higher and faster the thermal will travel.

Fig. 2 Lapse Rate Chart.

2 shows a conventional rate chart. The diagonal lines represent the DALR. On a particular day, an airplane made temperature readings at varying altitudes represented by line A. Note the resulting lapse rate with a surface tennpeira·· ture of 75° F was greater than the DALR making it a good day for soaring. At 3000 ft. the temperature increases with altitude. At this point, a temperature inversions occurs that will stop most thermals from reaching that level. Inversions occur when the temperature of the air increases with the altitude.

THERMAL BIRTH AND DEVELOPMENT It is interesting to note that as we are thermaling, we are really flying on the sun's power. For when the sun shines without interruption on a, dry surface, the surface will begin to increase in temperature and through convection, heat will be transferred to the above. and This of air will begin to decrease in If the hE,ating surface is surrounded by cooler ground, the cool air will begin to force its way toward the heating air in the form of a wedge and eventually break it away from the surface. (Fig. 3) Disturbances other than a cold such as a passing car, or a of wind, are enough to promote the event If there is unstable air, our heated of air will begin to rise and we have the birth of a thermal. Tt1e temperature in the base level of the thermal is closely related to UH:) surface temperature, so we can roughly predict how higr1 the thermal will travel by referring to the rate chart of the day. Now that the thermal has broken away from its source, it will rise with a horizontal, corkscrew-like motion. The it goes, because the atmosthe more it will phere will become thinner. This ex1:>ar1s1cm will decrease thEi th13rmals' vertical velocity until temperature equilibrium is established. However, if a thermal is enough to break through an inversion into a colder layer of air with a greater and travel to a rate, it can be

COLD AIR

much higher aititude. A thermal can either be wet or dry depending on wtiether or not there is moisture present in the air. A wet thermal is more humid than its surrounding air and will rise faster and higher than a dry thermal because moist air is lighter than dry air and loses heat at a much slower rate. LJepe1nding on the conditions, a wet thermal can reach an altitude where it is cooled to such a that condensation will occur and a cumulus cloud will form. This cloud will conas long as the thermal re .. mains When the thermal stops, the cloud will take about the same time to dissias it did to grow. Good visibility can mean good soaring because the sun can heat the ground faster, but even in very cloudy weather, thermals can if t11e rate is good. to rain heavily, thermal However, if it activity will be Even after a rain, tt1ermals sometimes have a hard time because the sun will the water on the use its ener~JY surface instead the ground. Moderate or strong winds can also suppress thermals by not allowing the air to be heated sufficiently by the ground before being blown away. THERMAL COLUMNS AND BUBBLES When a supply of warm air is being oe11erP1tPirl and the cold air or disturbance continues to break lose thermals at a fixed point, a continuous column of lift will form. This can occur at an obstruction such as the base of a hill, a row of trees or houses. However, most thermals consist of individual bubbles instead of continuous col .. umns. These bubbles are free ot any ground connection and drift with the prevailing wind. Since wind velocity increases with height, the higher the thermal bubble rises, the faster it will be moved from its source. The of a bubble is like a doughnut 3). Its core is called the "vortex ring" which the lift through the center of the bubble and circulates it around the outside of Uie bubble to feed it back through

COLD AIR

Fig. 3 Birth of a thermal and Its subsequent development.

rTr3FlUAFlY, 1976

If tile llft within the vortex the center ring is sufficient, a can remain in the core and rise with the entire thermal bubble,

AI/WPf-.'f.D (MH.ES PER HotJ/l)

1:wo'

IOOO

AIHSPEED (MILES PLrl HOUf1)

5 Rogallo turn performance for various bllnk angles am:! airspeeds. Cm11111,;11 Bob Ormiston.

Fig, 4 of II vortex ring, The arrows im:licatewlm:l direction; the length ol the arrows Indicate velocity.

A thf)rmal bubblEJ, like thermal column, cumul· can contain moisture and us clouds described, Beneatt1 the cloud, bubble may extend to very low altitudes, but many times the lift can only be found very close to the cloud base because of the shallow of the vortex Thermal columns will extend to level where the source is genera!· the tlwrmaL INFLUENCES' ON SUCCESSFUL Tl1Ef7MAUNG

will tell you irnno1rt;:int factors in

thermal flying is thc'J ability to make very accurate clean turns. This is

how it is to to the cor· rect AOA for the best sink rate in or in turn. flight you make, whether or not in conditions, should have a SP<~c111c purpose such as clean turns, or the best AOA to fly for the desired performance. It is how many waste flights glidin~J around the without a ~mH:J:sta,bl1:shE:id work pattern for clean flying, able to orient yourself in relation to landmarks around you along with visualiz· your in relation to the center of l'ift 1t,also to be able to orient yourself in the air so that you can search for better lift away from your thermal and return to where you were if you can not find anything better, part in orientation forco of with onorgy that cannot be seen. Imaginary around markers must be placed in the you to with your chosen land-

marks so that you can outline the thermal and work your way toward the center of lift A variorneter takes a lot of out of in thermals where the lift is smooth and and the human body can not sense it Any glider pilot who is interested in the most out of his therrnaling should PLir'Ch,3.se one. There are several different kinds on the market, but I find the best one to use is visual electric model because of its sensitivity and accuracy. are exoE:ns1ve, around $180, but you will be well rewarded by the improved therrnaling a vario will pro· duce, These units are really light and can be mounted on your control bar,

uevelooinn the ability to analyze Hie weather and to unclc:irstand t11e wide variety of thermal conditions will help build the foundation necessary for your thermal ex1Jeriences

to soar a thermal, you able to make smooth, even 360° turns with little altitude loss Be able to fly your best of attack for the of bank you are initial· AOA is the at which the winfJ meets the air, For each individual pilot· combination, the proper a1n;pe,eci, or sink rate can be obtained by adiiuslina the AOA of the However, vc,l~+i,mcahin between and must be learned for each diffcirent ai1,oe1r-o,11m combination, An article by Bob Ormistrom 6) is on turns and should be st1ows the of in turns, Note how the the the sink Fig, 6 Vl11u11i-type varlometer mounted 011

GllOUNIJ SKIMMEH

control bar,

LOCATING THERMALS When searching for sources of there are several vis,, ual indicators a pilot can use, Areas that beat up quickly and are dry and dark can be good thermal producers, if tbey are in contrast with U1eir surroundings, These source areas are influenced the of the sun rays in heat of the sun, the relation to the source and the amount of shelter from the wind, Be on tbe lookout for sand, bare or dry ground, short dry vegeta,, tion, paved areas, ridge tops, etc, A thermal source will usually oroduc:e thermals at certain intervals, After each thermal dies, nothing will develop until the source has been re,,heated to the point where thermals will once "pop off" If you are flying a thermal column and !he lift dies, don't in that area because there will be nothing but sink left as cool air flows into the source area to the warm air that has The same holds true whEm a thermal bubble dies, sink,, ing air will occur, However, by flyin(:l little wavs upwind toward the source, you may be able to locate another bubble that has "popped off" When a thermal rises, it will travel down,, wind, so don't expect to find a thermal di,, rnctly over its source unless it is a VElry calm day, Search downwind for the area of lift Conversely, if you see another glider flying above you and he is in the lift and you

are not, try

Paul Mac world champion lane pilot, says in one of his many articles 5), "BecausEi of the of thermals by source because of the tendency for , .rv,, m"c.n"t"' to line up along the windline when there is pronounced wind shear, it is often best to t1unt for thermals upwind or down· wind from where you are one", On windy days, thermals can be found coming from areas sheltered from or the wind, such the lee side of mountain, They are called "wind shadow thermals", However, if the downdrafts caused by the obstruction are too they may kill this of thermal Since cumulus clouds can occur at the top of thermals, are very lift indicators, These clouds can also aid us in asi,essing the of the thermal that produces them, Light milky can mean a thHrmal is just in size with firm and A cumulus, a dark, wc1II defined base, usually marks strong thermal. on r,:,,r,r>11ni71n11 a developing cumulus can be obtained studying them while you are on the ground, See if you can guess which one is forming or dissipating, then watch the de 111el1:iprne11t over the next few minutes to find out if you were right

When you spol another glider In II thermal, don'! fly directly beneath ii

lift, search upwind.

upwind !or the lift

If the wind is or there is a pro,, nounced shear line, cumulus clouds can be in a line, These lines are found called "cloud streElts" and are an excellent cross country tooL When flying a cloud street, be aware that very sink may be found between the clouds, Birds can be very useful when trying to locate~ a tr1ermaL If you see one circling and altitude without its he has probably found a thermal, so fly over and join him in the lift Swifts or swallows are good thermal indi· cators because they usually hunt for in· sects carried aloft in the lift

FINDING Tl"iE CENTER OF UFT An,"r>1mt,,rir111 your first few thermals IA!'!rn1r1n what the lift feels like, it is more

concentrate on making smooth C360° turns in the lift area instead of "'''~•rrr11nn for thH center of lift or "core" Get used to the of flying in a thermal and dHvote all your concentration into clean fly. ing until your turns become second nature, De,1elc1p your skills one by one~ and evaluate your progress after each flight Sometimes, instead of circling, use series of turns or a combination of flight and to obtain the best lift Get the of flowing with the lift, ex1:ier1m1~nt:1na with it to make sure you are in the best area, There are nHver two thermals alike ancJ every one you fly will a certain type ot flying teclhni,:iue t11at will have to be u.,c,cu,A, the thermal cor1tinually rlh:::>r1ne::,c: is is it usually means that the thermal is on that sidEJ and you should turn in the direction of the lifting wing to locate th(~ lift Turbulence, buffeting or sink can mean a thermal is and of coursH variometer verifies it lnvestiqate any lift you encounter, not tllat better will be found, Once you tiave sufficient you can become more selective, An,,.rn ,,ntt>rin,11 thH lift, try and determine its size and area, The of tt1ermal is not round and the core of the lift can be off center in relation to Hie entire thermaL Also, several cores can exist in one thermaL TherH are many techniaw3s used by sail,, pilots that have successful in locat1r10 the core, ble to a and you will have to choose the combination that works best for you, your and the particular thermal you are flying in. Let's cover some of the r,nore popular methods, rl::BRUAFN, 1976

Fig. ll Try lo 11i11uaiize the location lh11 th11rmal and move your 360" In !he direction of best lift.

Wl1en you encounter a thermal, circle and determine at what point your vario indicates the best lift. Continue flying for another 270° from the best lift point, roll for 2 or 3 seconds, thc1n resume 8) If you are not flying with a vario, out of your 360° for a few seconds every time you feel better lift, conmoving your circles in the direction of better Iift. An alternative to this flying pattern is on the latter of your 360°, if more lift is felt, you can out and reverse the direction of the turn. (Fig. 9) This method should be used with caution, however, because of the extreme amount of area that occurs. 9 shows how a variometer reacts to lift. When the needle is 9 the vario reads zero sink; ·t 2 o'clock reads 600ft/min climb. Refer to 6)

To thermal the trick is to seek out areas of better lift constantly and tightening your 360°s checkfor better lift. Thermals quite often have multiple cores with varying intensities. 10)

IN CONCLUSION be aware of what you and level flight should bfJ flying in while forU1ermals. In heavy sink, fly fastertr1an your best to away into better air. In calm use your best LID and when lift is encountered, slow down to minimum sink. When approaching a thermal that another pilot is using, always begin in the same direction as he. Watch out for the otr1er guy. Since generally thermal at

direction to center lift.

low altitudes and close to mountains, pilots must remain constantly alert. Beware of that downwind in a 360° that could carry you into the side of a mountain. Also, ther .. mals have downdrafts on their outer and it is possible to over the few falls" and lose a lot of altitude in seconds which could put you right on top of

a The beginning of a thermal can dust devils and thEise should be avoide(1 near the ground because of the severe turbulence they create, on landings. On the other Emd, avoid drawn into a cloud because of the turbulEmce, down drafts and disorientation that can occur inside the cloud. Writing down your thermal promotes a better learning process. a log book so that you can what mis .. takes you make while flying thermals. Re-cord weather information in tr1e log book such as wind direction and velocity, cloud conditions, inversion altitude of of thermals and where they are developing at the flying site on a particular This enables you to refer to the information If when the same conditions occur you fly one all the time, you will find that for each wind direction, the thermals are usually in the same area each flight. The day to look forward to is when rolling cumulus clouds come drifting by as you launch into about 500FPM lift and climb to cloud base. Then, as you glide from cumulus to cumulus, your driver watches you into the distance and won· ders how the devil he is to find you when and if you land. Bibliography 1.

areas of

GROUND SKIMMEFl

1952. 4. Lambie, J "How to Fly Thermals", July, 1964. 5. P. Jr., "Improving Thermal Flight December, 1961. 6. Ormistrom, B., "Rogallo Wing: Turn Per-formance", Ground Skimmer, .June, 1975. 7. Welch, A. Pilot, .John Murrey Co. London, 1957. 8. Welch, A. of Gliding, .John Murrey London, 1957. 9. Wolters, Fl.A., The Art and McGraw--Hill, New

BY JOHN SMITH ,John is a long-time associate of ts1~ac1e Country up proprietor ,Jim Robinson's Public Relations de1ri;:i1·tm,r:mt Ne may be better known to flyers An,r1 .c:,n,:,,~. tators as Country's meet announcer.

1976 will be a banner year for competi· tive hang gliding. Events are scheduled around tt1e world, including the Second An·· nual World Hang Gliding Championships April IQ-18th at Country in County. This nine-day event is the only open contest on this circuit The glider will best pilot with the best be the 1976 World Open Champion. CBS Sp,ectacLJlar will film the event for national television. Country was the first privately· owned flight in a controlled environwhen Lloyd Licher ment. It all thought our 200 foot hill would be suitable for the July 1973 Lilienthal Meet The grass and weeds were quite high, motorcycles didn't ride in that area, some fliers walked up to the 500 foot hill and flew down, and the Wills brothers and Chris Price flew off that the top of Saddleback, so we Country would be a flyable site. Three hundred pilots showed up as did the "Thrillseekers" television show and a few thousand spectators. After that July '73 meet, we jumped into the sport with both feet Those were the "barn storming" of hang gliding. The only organizational focal point was the Southern California Hang Gliding Association (which later be· came the USHGA). A hang glid·· ing sanctuary did not exist. This is where hang gliding was in late 1973 and we knew time would be the key to a constructive sport entity. So we concentrated our ener· into developing the first flight park. Roads were improved to the two hundred foot hill, then to the five hundred foot hill.

The three-acre landing area was cleared and the area was formed. With no precedence, we embarked on a trial and error learning process. Few meets had been held so our tember 1973 gliding meet introduced the A and B classes. Competition consisted of 360 turns, bulls eyes, and duration. The event was a super success, with the exception our rip-off and $5 entry fee. This belief supreme for a long time which was somewhat

understandable. Pilots were used to ping wherever and flying whatever hill they liked. They didn't understand the expense in preparing a flight or the thousands we paid monthly for taxes, insurance, empetc. However, as more and more sites were closed for various reasons, peocame to realize there must be a price to provide and maintain an action sport facil· ity. Well, after the '73 meet, competition became a monthly occurrence.

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FEBFlUNN, 1976

Meet In there was another ,000 meet by F~AC Industries. The year ended with the United State Gliding Association's Nationals. 1975 was a different yE:)ar for us. We had ovc1r a dozen meets under our belt, so tl1is was Hie time to our gliding market and to the possibilities of world open contest We concentrated our efforts on implementing and safe methods at our flight school. This off with a ·1975 average of over 100 students per montt1. This growth and financial success made it to set our sites toward that world open con· test. countries, Entrants from and national television coveragEl from CBS, made it a super-international event The 1976 World Open to be nothing short of Jim Robinson and I are negotiating with two sponsors. Televi· sion is confirmed and many are set to go. We are also building staurant, recreation room and swimming pool which should be completed by April 1Otl1. We still believe the only way to secure hang gliding's future is through more privately-owned flight We don't know all the answers but we do know many of the pitfalls and will work with anyone who wants to build a flight Jim and I thank you all for your support in 1975 and we look for· ward to involvement in the Sec· ond Annual World Gliding Championship. the time 1974 flew into existence, a han· gar had bc,en built, flight school was in and we were flying from the 1500 we our first foot hill. In ""''""''"' meet. KAPX Radio gave away to Hawaii, a and a stereo. In March of that year, KYMS was the sponsor; in April, Pacific Stereo. The A and B classes started to fado. The structural and of daily. in Evonts turns and duration be·

a higl1or as the run and aE:)rial slalom. May of 1974 saw tho hang gliding trade become involved in our meets. Hang Glider The Emporium and Sunbird Gliders provided Beer put up the first money for a meet at Country by donating ,000 casl1 in thf~ ,June meet. CBS' on prog·· ram came to the August $1,500 San·

ANNUAL WORLD OPEN

..., ·---·------·~ R:lr more information and reservations, write or call The Delta Win~J Flight School, PO Box 483. Van Nuys, California 91408. Phone 3) 785·2474 or 787-6600.

=.·~=·•~·••···==~;:."::::::.~:::::·===,=,...._

alter thu course. You will be only from top notch instructors and. of course. the is tho tJOSt availatilu. Lessons with school.

GFlOUND SKIMMl.11

instructions on fliqht 1he student into the thEi instructor.

It's very to read another well written letter on tow launch in the !ember 1975 issue of the Ground Skimmer which arrived just three before the completion of this month's column to USHGA. The lead time for publication of any makes it difficult to comments on letters to the editor while the ideas are still fresh in the reader's mind. Russ Bozeman is a very fine hang pilot and tournament competitor, and he certainly has stated very clearly the two main problem areas of towed flight. Both he and Bernie prepared their letters about the same time as The Tow Line was getting underway, so it is fortunate that both have valuable information which can be discussed in this month's column. I was interested in the letter from Wallace Wiley regarding review of articles and let· ters in Ground Skimmer. I agree that it would be helpful to read both sides of any difference of opinion concerning flying techniques. The material in The Tow Line is coordinated with enced tow launch in Florida who have competed in at least a half dozen top level meets. Nevertheless there remain some basic differences as to certain towing tech· niques. The use of the bridle con·· nected to the control bar frame at two points as illustrated in the photo last month is probably the most discussed item at this of our development. The points made by Bernie and Russ are all correct and I can only suggest that there is room in the of flying capability from novice to expert for both points of view. Referring to yet another letter "Flying Down Under" from Ian Hamilton, I would certainly be remiss in not crediting Bill Moyes with his unquestioned '"'"·rlorch,n and contributions to towed glider design and flying techniques. During his visits to this country the three years, Bill has been unstinting in discussion of his ideas with all Interested ""'"'"'"'·""'""'' and I have spent many hours on the flying safety requirements and restrictions con· tained in the Tournament Rules which are also used in Australia. Boat tow launch hang glider flying, in competition at owes much to the two "Bills" Moyes and Bennett, for the rapid cie,,eH-in-

in the flatlands. ment of this On the int,~rnational boat tow launch has been included in the program of the World Water Ski Union whose current president is Alan Clark of Australia. This has been a normal affiliation since the most boat drivers for towing have been those towing water skiers. Many of these boat drivers have earned their formal Driver's within U1e water skiing with towing Deltas in water ski shows, they have provided trie talent for towing Deltas in the competition tournaments now gaining popularity and interest of tournament sponsors. With the inclusion of boat tow launch in the recognition of hang gliding by the Fed .. eration Aeronautiq ue Internationale and the National Aeronautics Association last June, as by Dan in the July Ground Skimmer, both of hang gliding can now be coordinated in their progress and advancement of flying throughout the world. Information on the organization of eact1 of the two international Federations was at the first forma I of the CIVL in Paris in November by Dan Poynter as the of USHGA.

On the American scene, the of the first National Board Vern Roundtreei lists committees and their members at the Their purpose is to on-going policies and standards for the USHGA role as the national and policy maker for the gliding vis a vis tt1e FAA and other federal hang to contact any glider pilot is committee chairman with ideas for consid·· eration by communication through USHGA which will. forward the letter. Boat tow launch and foot launch hang glider pilots all have the same of achieving a stable environment of relative safe flying areas which can be used by devotees of hang gliding as do most of the other popula.r sports in this country. It will be unfortunate if any of ~ ~e c~~e~~oore the common sense and the efforts of those members willing to work with Meanwhile, back on the beach we had launched a flyer last month and left him hanging in mid-air on the end of the tow line, so to What next? As Russ Bozeman states, we are now confronted with the first of two The of attack and rate of climb of the hang in towing is controlled by two forces. The of the tow boat the primary source of air It can be insufficient to sustain controlled flight, which may be relatively safe in that a controlled landing on the water can be made, or it can be dangerously excessive to tr1e extent that the flyers has no gravity shift control over the of attack of his This situation can result in a structural failure of the in the letter from Scott Lambert However, in order to the glider between these two extremes, some form of communication must exist between pilot and the boat. We must refer to the Delta Glider Flying outlined in last month's Tow Line, wt1ich are contained in the Tournament Elules and have been coordinated with all the most flyers in this country and in Australia. They allow com·. munications between all involved in take-off and in towed flight on FEElRUAFW. i 976

standardized basis. In addition, the boat involved in take-off and towed flight should discussed before take-off in trie instructions to the tow boat driver. It is realized, of that most accidents occur when neither thE~ nor the boat tr1e drivers of take-off and tow In these tl1e have no effect when the tow boat personmio cannot or clo not what For this reason, it is of even the S::ifetv,,F1Bleasfl,,rmrn of the pm,sible oiroblen1s countered by the action on his own without any from the in trouble. What more

attack. The Tournament used in boat tow launch crnnoetition naments contain many lir,o:;mi::,nt<, and restrictions in outlining the events. Inasmuch details of the can be enthese rules and forced if tho contestants wish to qualify for the tournament and continue to compete, any of the events, we can illustrate their of the two orclblEims discussed, quoting from the rules. "With or without bridle attached to tho tow lino, the of attack and of climb to assure ade· control in of tow line failure, or inadvertent release of tho release on either the tow boat or tho Delta. f)i~:rA,t::irr of by the Direc· tor on stoop climb may result in u,;,qu,i:1111111,;a· tion from the This restriction tow boat crew avoid excessive boat in any for greater tow speed when not to maintain al· titude or safe of climb." The Tournament Manual in

from the to the Driver. At the same time, he watches for any unsafe maneuvers. Ho must pay attention to the follow, of the towed flight On the initial climb after take-off, the flyer must limit his of attack to retain ado· quate control in of tow line fail· ure, or inadvertent release of the rel1:)ase on either the tow boat or tho Delta. Amnmmn the bridle which may be mcmclat<JrV on each Delta in the toumamm1t wing or less, effective in this, othcH contestants with heavier and bridle should

GFK)UND SKIMMFfl

bar·out" maximum rate of climb." This combination of safe flying technique responsit)le boat driving will of attack, fast-climb pressure on the Delta the control of tho flyer, which has in some instances of unplanned release, caused tho Delta to pitch up and over on its tiacl< with highly undesirable results. As was oro,oo:sec1 last momnth, pilot disand should bo the confactors in safe towed flight Tournament can by rlA:c;innaiina an additional person to rate tho pilot's disciand iudloemEmt The "locked-in bank" is another problem not related to boat driving. As F~uss Bozeman stated, it is a prolonged bank to the outside of turn resultin(~ in with a force the capability of shift control to return to controlled flying Once lot's look to the Tournament Rules and tho Tournament Man-· uaL "In towed flight, the flyer shall not make any turns in his initial climb, and shall not bank away from the boat exceshis to the target At=,<::tt·ictinn <~xcessivo banking turns on the climb to altitude and in towed flight thereat· riA•,im,,,,; to prevent the flyer becorn· in a locked-in bank from which he can neither recover nor release witr1out tho cooperation of the tow boat driver in the throttle." Tho Releaseman "Sl1ould notn any bank of the Delta with no indication to trail behind the boat in climb or level flight, or any obvious loss of altitude in turn when not towing downwind. Inform the boat driver for a pos· sible reduction of throttle and/or a turn in the same direction Um flyer is banking and turning, to release pressure on tho tow line and the Delta to allow the flyer to shift flight control so Uiat he may continue his flight to the maneuvers area release point" Obviously, tho burden of ro<::n,')n<:1n111111 lies with the tow boat crow. boat drivers and releasomon who may not be fully aware of the of this problem, the mandatory flying prior to the start of every boat tow launch tournament can serve the educational forum for a com· discussion of the of all concerned. Witt1 the introduction of the short keel models into competition this past summer, the locked·in bank seems now to bo not so much an exclusive factor of excessive banking on turns into tho wind, it may be normal manifestation of the increased of these models in all axes of control. In other words, as

inherc1nt of tho standard Qnn<:illn wing is traded for increased mance, so does the reaction timEJ of Hie pilot need to be You bolter be These new short l<eol models can slide on towed take-,off into lockGd-in bani< almost before the pilot realizes it. That is why we last month that stabilized climb bo established immediately aft(~r take-off. Thorn's no need to Gmbarrass some well-known expert who have this rJroblem by thGir aborted tal<o-offs. Problems must wo talk about problems? I l'1ave bEion asked many times why the of these from my of boat tow launch tournaments these past three years hasn't been passed on to all tow launch Unfortunately there t1as been no "bulletin board" or with wide circulation available for articles of this and I that tow will join in their ex" ni>ri,11·1r'.c,c:: in all of towed flight As Russ Bozeman stuck his neck out to prop· ose that two eel flig lit is safer than foot launch I should propose that all typos of flying are statistically safe if tt1ey pursue proven course of instruction which can take of all sources of information and utilize the best course to follow. Talking about is not popular with some, but it does contribute to the advancement of the flying of glider flying. One more item before we wind it up for this issue. There is no doubt that wo do have some mechanical with tho release mechanism. In U1e discus, sion on tt10 lockod,,in bank, there has been some doubt as to tho of rnl,oC><::.inn from the tow line under tho extrerno pres" sure exerted by this uncontrolled man" euver. Although it would seem unlikely that the pressure of the tow line on tho hook r<>t:aininn the tow line and the conthe end of the hook could oo5,sib,lv overcome the force of tho release cable and handle, this cannot be discounted in some of the accidents suiting from a locked-in bank. Since the causitive factors are not obtainable, we must surmise that there may be de· ficiencies in tl1e entire mechanisrn. We have found that the cable attachment to the release handle may loosen, It appears that sometimes the cable may stretch so that the range of of tho handle does not release the tow limi hook from its housing. Wo have also ~µ1t:J<;t;11:11eu that the flexible cable may not be sec:ure,iv attached, tl1us allowing the cable action to its force or

within the housing itself, t11us not re·· leasing the spring retaining the hook within the safety release housing. Now that the locked-in bank is being more readily and immediately emergency release from the tow line has been effected in most cases without adverse affects on the capability of the flyer to maintain gravity shift control, so we must reply on the:, dependability of Hie release. The incidents of s release mechanisms failure are statistically rare, but we must acknowledge and plan a method of safe free flight and landing with the tow line attached to the Delta Let's refer to the Rules and Tournament Manual. "On the final climb to altitude, the flyer should release the upper release in a of his bridle -·· when used straight ahead climb, never in a turn. If for any reason, the lower release should release, or be released in error by the flyer, with the upper release still attached, the should inform ttie Driver so that r1e may plan to avoid any turns in trm boat pattern while the flyer is deciding what to do with the tow line attached to the Delta only by the upper release. The flyer may signal for a slower boat ro relieve some tow line pressure for easier relEiase. If the release has a definite malfunction, the flyer should signal for "cut power" and the Releaseman

to release the tow line at the boat pylon. To avoid the problem of the tow line trailing behind the flyer as he descends, where it will act as an anchor, flyers have~ chosen to turn and spiral down around the tow line so it will not interfere with their to control the Delta." There is no way to anall the problems, but we are talking about known successful responses to the problems we have seen in tournaments. If we believe that "It's easier to out of trouble that to out," then we should in respect the value of pre-flight infinite detail! We'll continue to talk about tournament hang glider flying since that is where tho statistical but the of Hie novice flyer vory important and the boat that may not be answered by the reforences to tournament Tow launch<~rs, this is your column Question, use it to your reo, amplify and present your viewpoint. There are no absolutes at this of the of the there are no limits to bang TtH, USHGA has officially adopted the tow launch naall members of the truly tional Let us ~1ear from you.

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AWARD

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S:ilver Gold

Distance Distance

Duration Out--and-Return

the continuous sorveillance of the USHGA superv:ised or othc~r

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USHGA Official Observer'

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RULES AND PROCEDURES FOR 1.

6. 7,

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minute. hour. miles . m:iles). ujr(~mE,,nt: 20 kilometers . 4 miles) total distance around a at least 10 kilometori, miles) away. must be within a radius o:l' km. miles) o:l' Lirnnch Point, The must be alone on each A count for o:E an Award. Fl launched the Launch or If auxil Point is where the towli.ne is released or must be that it was not used

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USHGA Off:i.cial Observor are defined or Instructors for USHGA' Award . or any o:l' a Turn Point Observers may be on th0, date. Award Observer

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385 386 387 388 334 Richard Miller, CA ;389 335 Patrick Martin, CA 390 336 Mark F1oberts, CA 391 337 Ken CA 392 338 Thomas MD 393 339 ,John Borden, VA 394 340 Jeny Lanhan, MD :395 341 Rob MD '..l96 342 Tim Rit:e, ,197 343 Robert Martin, MD 398 344 Marion Fisk, OR 399 345 Stephen Mueller, WV 400 346 Larry Smith, MN 401 347 Gerry McR,me, CA 402 348 Bill Bernal, CA 403 349 Romuald Delik, AZ 404 3SO Larry Bohannon, GA 405 406 351 Doug Baxter, TX :1s2 Marvin McManigal, IA 407 353 Ed Berry, IA 408 354 ,John Jameson, NM 409 355 Flobert CA 410 356 Mike Turchen, 411 357 Tom Grein, TX 412 358 Michael Dunn, CA 413 359 Randall Gay, AZ 414 '.360 Marvin Drewry, VA 41 361 Lindsay Fleming, VA 41El 362 J. Evans Fleming, VA 4'17 363 John Young, VA 418 364 Stanley Alderete, NM 419 365 Dan Armstrong, OR 420 366 Russell Lindeman, NE 421 367 Steven Lindeman, IA 368 Jim Jorski, OK 423 369 Grant Loyd, IA 424 370 Pete Lanners, MN 426 371 Robert Smith, NV 372 Robert Burns, AK 427 428 373 Jerry Thomas, CA 374 r1ichards, CA 429 375 Pat CA 430 '.376 Tim Bauer, CA 43·1 377 Judy Lucien, CA 432 ,l78 Tracy Harbor, CA 433 379 ,Jim Griffiths, Jr., CA 4'.34 380 Kenneth Hill, CA 43S 381 Paul Lucien, CA 436 382 Jim Griffiths, CA 437 438 383 ,John Holden, Ml '.384 Robert Christy, CO 439

1. Dog Mt., site of the 76 Nationals near Morton, Wash. now requires the following: that all pilots carry at least a Hang<3 card; carry proof of one million <lollars of liability insurance; that flying may occur only on wElekends and under the direction of the flight director. ThEl above is in accordance with terms of a "special use pEmnit" with Lc-iwis County, Wash. For information call or write David Freeman, 5521 25 AvEl., N.E. Seattle, WA., (206) LM-5470. 2. In cooperation with the University of Montana, the 2000' and 1700' launch sites on Mt. Sentinel are now under the regulation of the Montana Hang Gliding Assll. Possession of a Hang-3, proof of insurance, use of a helmet, and the following of all posted site rules are rEJquired. Violators are subject to confiscation of equipment, arrest and prosecution for trespassing by authorities. For further information call: David (406) 721-1477; Jay (406) 542-2725; and "Angel Wires" (406) 549-6169. 3. Due to thfl increase in flyer activity at Sylmar, certain regulations have been established. All pilots must have a Hang 3-4 card in their possession and have been signed off by a Syl· mar observer. Helmets are required. During mid·day thermal activity only pilots with turbulance signed off on their rating card can fly. For further information contact Flyers, c/o Trip Mellinger, (213) 347-0390; Rich Grigsby, (213) 789-6200.

Roger Watson, CA 440 Durkee, CA 441 Nishikawa, CA 442 William Flenkens, CA 443 Steve Groat, CA 444 Flay Shannon, OK 445 William Whitmore, CA 446 Michael Douglas, Ml 447 NC 44!l Mark Glenn Hockett, 449 ,Joyce Waterfield, NC 450 Tommy Hadden, VA 451 John Harris, NC 452 Jim Davis, Ml 453 Bernie Tliul, CA 454 Ml 455 Mark Bill 456 Richard Dyer, Ml 457 Simon Smith, TX 458 Kevin End, WI 459 Bruce Mayo, WA 460 L. Glenn Blaydon, WA 461 H.K. Fenner, CA 462 Neil CA 463 Gary 464 Dave Guse, AK 465 Larry Tanm,r, OK 466 David Chavez, Jr., CA 467 Paul Mathis, OK 468 Steve Mathis, OK 469 Mike Moselly, CA 470 David Waters, GA 471 Raymond Alvarez, CA 472 Wadina, WI 473 FU AL 474 Carlos Vela, CA 475 David Curlis, Ml 476 477 Lane Hinerman, WA Steven Reeves, Ml 478 Mike Proctor, TN 479 ,Joe SwEieney, CA 480 Ken Pool, AK 481 ,Jack Fyfe, Ai< 482 483 Dave Ballard, AK 484 Skip Flichards, AK F1adrniller, CA 485 CA 486 Gary Hirata, CA 487 488 Alan Sandles, OR John La Sater, CA 489 Fion Morgan, CA 490 491 Arthur Londe, CA 492 Michael Allen, OK G. r1ieck, Ml 493 George Blake, 494

styJr,

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o:,

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Mark Victor Powell, VA Phillip Holland, CA D,,an Tanji, Ken Bryenton, Bill Armour, CA Tony Hoover, CA Bruce Mahoney, Larry Newman, NM David Nelson, Ml Flod l<idd, NV Mike Smith, OFl John Zasodny, Heoa, WA ,Joe Fechtner, AK

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r4eggie Jomm, Eileen Preville, CA Craig DeMo!t, OR Doug Fronius, CA ,Jim Lewis, CA Sieve Patmon!, CA Pat Denevan, CA Paul Nicholson, TN Steve Brown, CA John NC Gary Thompson, CA Bill Hamilton, Fritz Braunberger, CA ,Jonathan Edwards, CA Stanley Palmer, TX WA Conrad Lee Flick Herd, Ken Bird, WY Ernest Howard Mi1chell, CA David Reimer, Art Markiewicz, Torn Martin, AZ Charles Lutz, Ted Zinke, Mitch ,Jackson, Bill Broadhead, Charles Persons, CA Ken Bernard, Torn Kroyche, Clarence Gerdes, Robert Will, Patrick Bligh, WA Anne·Marie Bullock, CA Biff Jones, WA f1ichard Siville, Buster Yates, TN Flan Muecke, TN

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435 436

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John Halcrow, CA 4mi Flay Grabier, Curt Kiefer, CA 466 Gary Falkers, Dugan Yeakel, CA 467 William Sloatrnan, CO ,Jack Davis, AZ 468 Mike Julius, CO Jarnos f·'ee, CA 469 Darrell Schoenig, 11onald Flussow, CA 470 Gordon r0 ollock, Dan Johnson, IL 471 R Alan Godman, CO Mike Di Blasi, NC 472 Robert Jenson, Ilene Adames, CA 473 Mark Windonhoimer, F1ussell Coen, NM 474 Philip CO Douglas Hank Phillips, KY Dale Buckler, 476 Bob Wayct1eose, IL. ,John Luck, MT 477 Geoffrey Martyn, CA David Pearson, MT Steve Huckerl, CA

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Size (circle on8) Small, Medium, Large, X-Large T·Shirl Color 11nd Visor Color First choice: light blue, yellow, beige (circle one) I enclose for T-shirts or visors Second choice: rod, white, orange, tan, green, (circle one) $1.00 postaoe and handling for each shirt and Design (circle one) :i0¢ for each visor. NC residents add 4% tax. Total enclosed ... $4.2:i (5 color design) Fly A Kite ... $4.25 (5 color design) Surf the Sky . ORDERS PROCESSED DAY OF RECEIPT ....... $4.25 (5 color design) Got High Fly A Kite . (2 color design) Kitty Hawk Kites Send lo: Kitty Hawk Kites P. 0. Box 386, Head, NC 27959 $1 for poster/catalog

Dan Poynter's JI A NU G LIDJNG !ms 200 fact filled pages mid 350 outstanding: photographs and drawings on foot l aunch.ed flying. l<!ndorsed by every major dm,ler and school, over 1oo,ooolia.vc been sold and now its been completely reviser!. Available in lrnrd cover or soft, this HOW .. 'J'O, WlIJ,;'JlJ,:.'J'O encyclopedia. is truly "Urn ba.sie lrnndbook of skysurfing". Covers ba.sic to advanced flying:, design, nrntorials, construction, history, the law and lists ever,y major kito a.nd glider 011 tho ma.rlrnt wii,b its description, photo, performance specifications and smn·co. Tho book,and its list of over :300 1nanufactL1res, dealers, clubs and scl10ols,is updated at each printing and itJ; been through the press six times! Whether ,you 're bu ilcl ing:, designing, flying·, shopping or just Jooking into the fastest growing sport, this J'irst and only complete refernnco book on tile subject is a must. SOF"l' COVl•!H: $,,.nr, post.pa.id (Californians add :lo¢ sales tax) HARD COVJ<;J{: $0.0:3 postpaid (C,difornians add HOC sa.los Lax)

Kl'l'JNG i a. new bnol, with l 00 pages a.nd !HO i llustra.tions on tow launched hang gliding. It was writ.Len cspecia,l ly for Urn flcltland flyer and those who find their hills covered wi.th trees. KT'J'lNG covers tow lmrnclrnd ultralight flight in dopLh: lannching in slmllow water, deep water, jnm p starts and dock starts. Step by step instructions c,1rel'ully guide the novice through ta.xi practice, towed flight rmd rehmse to free flight. The histor,y and legal chapters are some of Urn most interesting wlJile tho book goos into a great deta,il in tho design and construction of towed gliders as well as the required towing equipment Like HANG GLIDJ NG, KITING is not just a. training manual but a.11 rm cyclopedia of reforonce material. ,JUST: $::l.05 postpaid (Ca.lifornia.ns add ;~4¢ sales tax)

SATISFAC'l'ION GlJAHANTI~l•!D, See your nea.rest dealer or send today to: Dan Poynter, Box 42:32-G, Santa. Barba.rn, CA n:110;3

I I I I FEBRUARY 27·29, Second Annual Maine Open Winter Hang Gliding Championship and Fly-in held at Mt. Abram, Locke Mills, ME. The meet will be sponsored by the Chamber of Commerce and is sanctioned by the NEHGA. There will be trophies and prizes for all classes. MARCH 6·7, Hang Gliding Meet, Escape Coun· try, Trabuco Canyon, CA 92678. For more infor· mation call (714) 586-7964.

CONSUMER ADVISORY: Used always should be disassembled before the first time and carefully for ruined bent or dented bolls the heart bolt), nuts, thimbles, frayed or rusted tangs with non-circular holes, and on Rogallos, sails badly torn or torn loose from their anchor points front and back on the keel and leading edges. If in doubt, many hang gliding businesses opinion on the will be happy to condition of them to

MARCH 13-14, Fly-in at Sail Wing Flight Park, Guadalupe Dunes. From Santa Maria, go west on Hwy. 166 to the beach. Dune buggy transpor· talion available. No facilities, bring your own food and water. For more information call (213) 832·3740.

BROCK82 helmet and 397-5876.

Hang Gliding APRIL 10·18, 1976 World Championships, Escape Country, Trabuco, Ca· nyon, CA 92678. For more information call (714) 586-7964.

into the air? Do you want to fly, but are short We will trade anything to help you fly>. Contact Delta Wing Kites & Gliders 787-6600. _________ . .---

MAY 15·16, USHGA Regional Qualification Meet for U.S. Nationals. Escape Country, Trabuco Canyon, CA 92678. For more informa· !ion call (714) 586· 7964.

CUSTOM BUILT AND TUNED WINDLOFm l's 3). For further informa· (Hang 4) ancj Ill's lion write: 1945 Adams Ave., San CA 92116, or call (714) 298·1962.

JUNE 1976, The Albuquerque Invitational. For more information call (505) 256-9511 or (505) 821·6660. JUNE 12·20, 4th Annual USHGA National Championships, Dog Mountain, Morton, Washington. AUGUST 12·15, 3rd World Delta Chanpion· ships, Boat Tow Launch Hang Gliding. Contact Gardens, Florida Pat Callan, Box 1, 33515. (813) 293-2111 AUGUST 19·2·t, 3rd Annual Festival, Delta Glider Harry Robb, 2909 Gulf to Clearwater, Florida 33515. (813) SEPTEMBER H2, 1976 First World Hang Gliding Championships, Kossen, Austria. For com· plate details write: WOK-Kossen, Klabenstein· strasse 354-A, A-6345, Kossen, Austria, Attn: Erick Lehnert.

Ground Skimmer help you to publicize hang gliding events. Send in at least 8 weeks in "m·"'""'"'

,n,..,c,minn

Calendar of Events Ground Skimmer Box 66306, Los ,~m1"''"'"·

SEAGULL Ill FOF1 SALE Good condition, 372-4006. $400. Phone SEAGULL Ill Red, flown 12 times, like new, $650. Includes Canadian import tax. (416) 447-0102. WINDLORD I

10% OFF SALE Due to a cancellation of a large order from one of our foreign distributors, we now have a limited number of Swallowtail and standard kites in invemtory. To clear them out, we are offering a special sale of 10% off on all inventory and dBmonstrator kites in stock. Sport Kites, Inc., 1208 H. E. Walnut St., Santa Ana, CA. 92701 547-1344.

,,,,.,.,_.,,

CUSTOM BUILT 19· 17. Excellent condition. Prone, white' sail, complete. 224-0778. EIPPER 19' Factory red, white, and blue, w/stars. Prone and Excellent. to an 233-3211 18'). $690 new $550. 6245B Middleton, WI 53562. FLEXl·FLIER 17' 17' Patchwork sail, 5' control bar, cover, good condition, $350. (213) 367-3104 Rob Reed.

LIMITED OFFER while supply la81sl We ar(;, going out of business and must liquidate all re· maining stock of 15' and 16' standard Rogallos. ThfJ8e are brand new gliders being sold at manufacturers cost! Price includes swing seat har· ness, blue/white camber-cut Dacron sail, vinyl·· coated cables, stainless fittings, more. Clean, immediately, colclean, clean! lect, from stock. 25% deposit for Want more information? Send stamp. Sportw· IN 47902. Box 1647,

,,_,,,_,-

FREE·FLIGHT Excellent condition. In· eludes prone harness, bag & sailfeather. Must 341 ·3100. sell. $250. LARK 16', For Bale Good flyabk, condition. Blue/yellow sail. Combination harness. tubes. Steal at $250. (Apt. Dweller needs space!) L. B. Marshall, Flushing, NY, 415-5632. The kite that won the U.S. THE LIGHTNING Open Class, is for sale. Its one-of-a-kind whose optimum pilot wBight is 200 lbs. Call Kites, 547-1344. SEAGULL Ill Good helmet, $350. Dav€! 962•6461 •. \/Onll"\('1 <'

CONQUEST QUICKSILVER Excellent condi· tion. $845. Ed Geller, 3750 79th Ave SE, Mercer Island, WA 98040. 232-3102. CRONKSAIL II One of a kind double surface tailess monoplane. Flawless construction and Must see to believe. Includes box. 328-9100.. Call ,,,,,,,--

ICARUS lib Modified. Exceptional flyer. Placed 5th 1975 World Open, 2nd 1975 Telluride Good condition, must sell. Call 829-3386 N. Calif. Steve ICARUS II ·-$900. Poor student must sell. UFM kit, beautiful blue dacron, red monokote rudders, 2 perfectionists, flown only rib stitched, built few times, condition. Spent $100. on car top box. Will send photograph8. Rich Lyon,

1976

Kalamazoo, Michigan

Soaring Seminars at Fort Funston. Come and check out the new Manta Windlord and the Fledgling. Call Gary at (41 453·7664 or Banana at 669· 1162, Sir Francis Drake, Kenme1a, LEAl~N TO FLY with USHGA rated instructors. The SOUTHEFlN CALIFORNIA SCHOOL OF HANG GLIDING offers all levels ol instruction. All training gliders are for novice to advancec! training. Local for all major For the Hang 3·4 pilot in·· brands of ti;rested in high performance gliders, we offer flights on: Seagull IV, Kestrel, Cumulus, Phoenix VI, Sunbird Strato. Learn how to thermal soar, or semi-private lessons available. 789-6200. THE HANG GLIDER SHOP 1351 E. Beach Blvd., La Habra, CA 90631; (213) 943-1074. Come in, visit, and see our displays featuring Gliders, parts, and other Tw3sclAv through Friday,

Blmiprints Now Available

VJ-24 Sunlun

Airplane controls e All rnetal, except fabric. • Easy to build. • Semi-cantilever. mrJnoplane tiang glicJer. Send $2 for brochure

CANADA is. with truck top carrier. Utah with custom trailer. Fr~,,:;, .. f0 1inht UFM Fantastic Flying Machine! 2ticl·41~12 Texas.

-··-···

ICARUS V -·· Free-Flight kit built by c,v,,AriAm'od craftsman. Complete ready to fly carrying box. $1500 or best offer. Will deliver within reasonable distance. o! Fresno. Box 589, Fresno, CA 93726. 222·8111. QUICKSILVER B

AURORA F!OGALLO INC. Dealer for U.P. Dragonfly, SAT 20x16, RT 19x17, RT 18x16., Seagull Ill and IV, glider hardware, sales, ser· vice, and instruction. Box 91176, West Van· couver, Canada V7V 3N6, (604) 922-7275 Don Whitmore. KANSAS VJ-23 Swingwing

for bac:kp,,ck1inCJ, and shoot the !age Shop, 5935 M~miam sas 6fi203 262-6611. MASSACHUSETTS

above landing areas.

MOUNTAINVIEW GLIDER SPORTS, 300 Pleasant Street, Northhampton, MA 01060, 584·-7233. U.P., Bennett, Seagull, Zephyr, Moose. New and Used Gliders, Flight School, and

ARIZONA

MICHIGAN

ICARUS V complete with aluminum box $750. Near m~w standards (all all in excel· lent condition. $250. $300. 13' tow kite, $75, Super Custom 19/19 Pathfinder $600 and more, new and usc,d. U.S. HANG INC., 11024 N. 22nd Ave., Phoenix, AZ 85029. 944·1655.

Delta Kites of Indian Lake, 7844 Shaver Rd., 49081. Tow flight school, parts, repairs, or custom work. 327·307lj !:Xt fifi, 8 am 5 pm or (616)

CALIFORNIA FLIGHT REALITIES Teaching.

Michigan & Midwest Enthusiasts Systems, Inc. Standard Wings, Ready-to-fly est Kits Michigan distributor for Seagull. Complete stock of supplies, instruction, sailmak· lng. 2275 S State, Ann Arbor, Michlgan 48104. (313) 994-9020. Send $.50 for information pack· MINNESOTA

available. Good flying weather all Realities, 1945 Adams Ave., 16 or call (714) 298· 1962 for HANG GLIDERS WEST-··DILLON BEACH FLY· ING SCHOOL The most Hang Glider facility in Northern Free les· sons with pLirchase of USHGA rated lessons. instructors. Beginning to

GROUND SKIMMER

For the selection and lowest tact: HANG GLIDER SPl::CIALIIS 4110 Meadowlark Lane, Eagan, MN 55122 (612) 454-8229. NEW ,JEFiSEY SKY ACTION SPORTS INC Authorized dealer for Manta and Eipper-Formance. Gliders

• Has been soarnd !or min. on 34'-high hill, 23·slope, 17 rnpl1 wind. • Takes off and lnnds 1n steps in 15·mph wincL Fully controllable in axis. World's first high performance hang glider Send $2 for literature, 3-view, and cnlor pl1oto

VJ-11 So-Lo

• Build the world's first fully controllable hang glider Standard aircraft controls. e Fully engineered. • Can be built in 6 weeks spare time. 1111 Material cost approximately $400 • Snnd $2 for literature, specifications, and photo

Plans & Hrochurns

VOLMER AIRCRAFT BOX 5222 DEPT. GLENDALE, CA. 91201

Kits & Mnturials

OSK AIRCRAFT 14547 ARMINTA VAN NUYS, CA. 91402

in stock including cable and tubing. 2.00 for complete packet of information to: SKY ACTION SPOFHS INC., 16 Weir Place, NEW YORK ATLANTIC HANG GLIDERS Bennett Fli~Jht the "Phoenix", at Mt Peter Ski "''"'""'""'"i Lake, NY. Kite Sales: Manta, Eipper, Bennett, Pliable Moose. CharliEi Kenison (201) 962-6552. Ed Perry (914) :353-0109. Bernie (201) 464-0383. Also Gliding Needs. SafH, water tow lessons. hour NYC. Write NJ 07922. Bennett Della Wings, Standard or high models in stock, new and used, repairs, tube straightening, and instruction. Mark Flight, Ltd., 104 Gettysburg, Buffalo, 836-3939. NY 14223. plete glider store. We carry Moose Kites wiU1 a lull line of accessories. Also a by or fully equipped school. 5419 Merrick Rd., Massapequa, 798-9887. WINDBORNE HANG GLIDERS Dealer for Electra Flyer. New and used kites. Parts, accessories, and flight instruction. 159-11 Horace Expwy., Flushing, NY 11365, 2) 461-1314. NOFffH CAROLINA All parts and accessories and great prices. Free

Dawson,

PENNSYLVANIA FREEDOM SEEKING SHOP INC. Ht 6 & 1·1, La Plume, PA 18440. Kite Hang Gliders, standard and High New and Used in stock. Chandelle and UTAH Utah Flyers and Visitors Hang Glider parts, r:m»n,~tAnt instruction. Free lessons The Kite at UT 84102

BACK OF FlOUND SKIMMER MAGAZINE: Mimeo newsletters #'s HO, $.50 each; Printed issues, #'s 19-36, $.75 each. USHGA, Box 66306, Los CA 90066. BOOKS: Nang Gliding, comprel1tmsive revi(1W of the sport by Dan Poynter, 205 pages, $5.95 (Add $1.50 for airmail.); Man Powered Flight by Keith Sherwin, 176 pages, $6.50; instructional manual, 96 pages, Simplified ·Performance for Nang G/icfers, ,Jack Park, 17 pages, All prices USHGA, Box 66306,

GUIDE TO ROGALLO FL/Gr/T

BASIC.

Simple, but effective. $2.50 Prepd. FLIGHT FlEALITIES, 1945 Adams Ave, San Diego, CA 92116. r/ANG GLIDER WEEKLY MAGAZINE, $7/24

trial, $1 CA 90406.

Box 1860-DFE-2, Santa Monica,

NANG/NG IN Tr/ERE, $Cl/yr. 6'.301 Knox Ave.

South, F1ichfield, MN 5542~1. SOAFUNG MAGAZINE

Covers the sailplane scene with sormi ultralight coverage. Available with membership. $20; Associate member, $1 kit with sample $1 .50 of America, Box 66071 90066.

ORDER YOUR HARNESS OR f OH MORE INFORMATION WHITE OR CAIL

PLEASE SPf'CIFY PILOT AND WEIC,I IT WI !EN BY MAIL A MINIMUM $20.00 DEPOSIT MUST ACCOMPANY ALL ORDERS ONLY $59.!'iO l.o.l). Cn10~1,) l\)rk (\1hforn1c1ns <1.dd (/'\,

t<1x

DEAi.EH INQUIRIES INVITED

NOT UP" IN rLIGriT

FF:BFHJARY, 1

tool allows safe cable repair and replacBat sites. BUSHING IN· mBnt at t1omB STALLATION TOOL: allows you to install nort,:,,·,1111 tinisr1ed bushin9s on your kite or copper or aluminum FLIGHT SYSTEMS, INC., 12424 91342 365-5607.

20 ft, Uncoated .1 IL Nicos Thimbles .09, U.P. Tangs .60, Poly rope 3/8. 10 IL Send for free price sheet We sell discount! BIRD BUILDEFlS Coast Hwy., Malibu, CA 90265. Clear acrylic pellet variometers. responsEi, only inches. Silent, no batteries mieded. Standard single model $65. Deluxe model has greater sEmsitivity to weak lift or sink than the standard model, while strong conditions on auxiliary Fully automatic, no switching or needed. 1 Both models include swing-away tmorn mount (attaches to safety and flask. M.O. preferred. Rit1ht or left eyed han~J glider models available, specify. Sail models available also. Makiki Electronics, Box Hauula, Hawaii 9671 SPECIAL PRONE HARNESSES: $35, re1Jularly $50. 5,000 lb. nylon wEJb construction. Acljustablo for prone High density loam or D-Ring SM, MD, UKl, XL. $ I 0.50. Small home nico

PRONE HARNESSES $30. Custom Hamc1ss World Kite bags w/100" zippBr, $25. All post paid. All Mil Spec. materials and work done by master rigger! Pacific Para-Sports, CA 95501. 418 3rd,

CLEARANCE SALE Private party zishes to gliding. Must sell. Manta kits $210. kit $475. Audio Vario $50. Used kite also and misc. accessories. Write 4468 Clairmont Mesa Blvd., San DiBgo, CA 92117, or call 272-3045.

lems dia. Full color $1. Decals, 3112'' clia. inside or outside application. 25¢ each. Include 13¢ for and handlin9 with each order Box CA 90066. TEE-SHIRTS with USHGA emblem $5.50 includin9 postage and handlin\J. Californians add 6% tax. Men's M, XL. only. USHGA, Box 90066. WORLD'S LARGEST INDOOR AIFlCRAFT SHOW, MAY 7-8-9, 1976. Anaheim Convention UlCenter (m,xt lo Disneyland) Han9 Gliders tralights Gliders Sailplanes Homebuilts Helicopters Gyrocopters Flying Wings Parachutes Balloons Powered Hang GlidBr Jet and VW Pilot Supplies Construe-

CUSTOM AIRBFlUSHED T·SHIFlTS fully handpaintBd, selection. Catalog CA 92119. Box 19163, San FANTASTIC COLOR 100 foot Super 8mm. film memorios A, 1973 Monl9ornery Meet B, 1974 Lilienthal Meet D, 1974 Montgomery Miscellaneous Flights Coastal FlidgB F, 1975 Meet G, Icarus Flights. $13 each World OpBn or :1/$50 postpaid. Bill Rickson, 250 Elder Ave., Millbrae, 94030. PATCHES & DECALS

USHGA SBw-on omb-

The rate for classified advertising is ·15¢ por word (or group of characters). Minimum charge, is char9ed for each photo$1.50. A feB of graph. Please makH checks payable to USHGA Classified Dept. GROUND SKIMMER Box 66036, Los Angeles, CA 90066

plus 50¢ Mndling (USA)

LION PUBLI National

'TOOL 1546 Costa Mesa, Calif. 92626

Foreign Orders Adel 10%.

C:lROUNll SKIMM[H

No Amount enclosed:

Name Address ---------·--·· ----··············-··------· ...... ----··-- ·- -········· ········-·--·--

If you are a good pi lot, you know that Bui ii you arc <1bout lo , how do you ,tvoid t How clo you know wh,11 I arc flown by the ctHrcnt world Cronk), world women's (Tin,1 hen), U.S. n,1tional overall and stand,11·d class champion I), and in the U.S. N,itionals open class. the 1\t"ra1n1Jidc b1othcrs who flew the Cumulu, to two of lop ten ormancc was the fi1·s1 manufacturer of hang lor foot launchi Rogallo, rlnci fi1·st thought flexible we1·c cars, prone h,irne,scs to your body, a Cdll 't fly a 1

edly proven tip: If you don't want d turkey, be sure with Altcntion Class.A pilots. You've heard about 01 seen the Cumulus pcrfo1rn. And you alrc;idy know from cxpcr· icncc wl1at lhc "Ei family" has to offer in qu,llity and sc1·vice from the and our nationwide netwmk of dealers. you, too, w1·it.c for infomialion"! Cumulus spec sheet $1.00. f lcxi Flier and Quicksilver plans, flying instructions, $10.00.

The SUNDANCE has been the leader field has stop there.

It is as nine minutes wn"nrn11r