USHGA Hang Gliding February 1977 by US Hang Gliding & Paragliding Association

12570 D

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NEW In

1977

THE FL YI NG OF TOMO AROW IS AVAi LAB LE TODAY. With the exciting debut of the PH OEN IX 8 comes a whole new concept in hang gliding. Style and performance. Able to rise on a breath of air or penetrate a gale, the 8 is a.soaring delight. Cross-country potentials are phenomenal since the glide ratio remains high in this upper speed range. Never before has a design brou~t together all the latest advancements in hang gliding technology in such a well-balanced package. Based on the success of the popular PHOENIX VIB, this new beauty from Delta Wing goes.one step beyond. A combination of droop tips, cambered sail, raised keel pocket and other features allow for an increase in performance and maneuverability while still maintaining portability, convenience and safety.

NOSEANGLELEADING EOGEKEE L LENGTHSAIL AREA:.... ASPECT RATIOSS>ANWEIGHT RANGECOSTGLIDE RATIOSINK RATE-

PHOENIX 8 JR.

PHOENIX 8

8SR.

11CI"

11()"

20'

22'

110· 22·

170 ft.2

186 ft. 2

6.315 32.76' 125·1751bs. $1075.00

7.022 38.04' 155·2101bs. $1095.00

11'

225 ft. 2 5.77

36.04' 185 lbs.+ $1125.00

Dramatically better th1 n previous designs.

Am,zlngly low. We don't make claims we cen't support.

BE READY FOR THE FLYING OF TOMORROW WITH A"PHOENIX 8~ EXPERIENCE THE FLYING DREAM.

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13820 Satlooy St., P.O. Box 483 Vtn Nuyi, Callfornil 91408 (213) 787-8600 • (2131786-2474

Tth1t85142&

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Mariah 11 the new, h ~ magazine o f wlldeme11 1port1 and expedition •••

HeN's why we'd Uke you to Join III NOW ! TO SHARE In the adventure and excitement of the world's wilderness sports c hallenges-from ski mountaineering and canyoneerlng to cllmblng, kayaking, sailing, or hang gliding ... TO JOIN the great and not-so-great expeditions yourself-even team how to m ount your own expedition. from selecting equipment and raising money to selecting your paltners ... TO WIN your choloe from $4,500 of Nikon camera equipment plus a wlldemess expedition ot your selection as o r,rlzewlnner In Marlah's WIiderness Sport Photo Contest ...

TO CHOOSE your expedition from the pages of Moriah Where you'll find such OUTSTANDING WILDERNESS PHOTOGRAPHY that the New York Times reters to M o riah as "a hip, new Nat~ GeOQ!'~phlc:· (Mariah re aders say our color photography alone Is worth the p rice or admission.) ... TO GET direct wilderness access through Monah's clo se contact with ove r 400 hord-to-ffnd expedition outfitters from Alaska to Bo rneo ... TO GAIN valuable Information and save money on outdoor gear performance-roted In ac tual exped ition field testing •.• TO BE SURPRISED, INFORMED, AND ENTERTAINED outhorltottve writing

Ith orlep

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ISSUE NO. 49 FEBRUARY 1977 EDITOR: Rich Grigsby EDITORIAL ASSISTANTS: Sharon Grigsby, Hedy Kleyweg LAYOUT & DESIGN: Mark Allison STAFF PHQTOGRAPHERS: W. A. Allen, Leroy Grannis, Bettina Gray, Stephen Mccarroll.

HANG GllDING

OFFICE STAFF MANAGER: Carol Velclerraln Cathy Coleman, Susan 8ischof. Hedy Kleyweg, Janet Meyer. USHGA O~FICERS PRESIDENT: Vern Roundtree VICE PRESIDENT . John Lak!l SEC RETARY : John Harris TREASURER: Lloyd L1cher USHGA REGIONAL DIRECTORS REGION I: Vern Roundtree, Gil Dodgen, RE· GION 2: John Grace. REGIGN 3: Lloyd Licher, Dan Poynter, John Lake, Chris Wills. REGION 4: Don Bench. RECION 5: Cary Osaba. REGION 6: Darryl Smith. REGION 7: Mike Zia~ka,. REGION 8: Tom Peahiny, Dan Chapman. REGION 9: Vic Powell, Chuck Slusarczyk. RECION 10: Harry Robb, John Harris. REGfON 11 ; D,we Broyles. DIRECTORS-AT-LARGE: REGION I: Bill Johnson. REGION 9: Dennis Pagen. REGION 11, John Whiie. HONORARY DIRECTOR: Hugh Morton. EX OFFICIO DI· RECTOR of USHGA as we arc a division of NAA: General Brooke Allen.

The United States Hang Gliding Assoc1dtion, Inc., is a division of the National Aeronautic Association (NAA) which is the official U.S. representative of the Federation Aeronautique Internationale (FAil, the wor ld governing body for sport aviation. The NAA, which represents the U.S. at FAI meetings, has delegated to the USHGA supervision of FAl-related hang gliding activities.such as record attempts and competition sanctions. CONSUMER ADVISORY: HANG G LIDING mag~ine and USHGA, Inc., do not endorse i or take any responsibility for the products advertised or mentioned within these pages. Please consult the HMA or pilots and dealers in your area. HANG GllOINC mag,1tln1• " pul)ll,hed tor hang gliding ,port enthu,ia,L< to create further i0tere;1 in

CONTENTS

FEATURES

WAVE SOARING IN MEXICO

Craig Fremming

3000 fl. altitude gains over a 200 ft. ridge

23 INTERMEDIATE FLYER - HOW

Donald Wa lter

TO FLY NEW CONDITIONS SAFELY Taking it slow

26 AUXILIARY POWERED ROGALLO

John Lake

Trying hard not to re-invent the airplane

28 AN OPEN LETIER TO THE

Gary Valle

AVIATION COMMUNITY Wanted: One wind tunne l

29 WINDSOCK

Mark Allison

The further adventures of Zeke and Wyatt

32 EASTERN BREEZES - CROSS COUNTRY FLYING ALONG LAKE MICHIGAN An account of a precarious 20 mi le out & return flight

Dan Johnson

34 TORREY PINES-PICTORIAL

Bellina Gray A photo essay or the West Coast' s finest soaring ridge/ Intro by Keith Nichols

38 WINTER FLYING AND

Eric J. Novotny

THE WINDCHILL FACTOR It may be colder than you think

TURBULENCE-PART I

CRITICAL SECONDS: RECOGNITION AND REACTION TIMES

Denni s Pagen An excerpt from Dennis Pagen's book Hang Gliding and Flying Conditions

the sport.. be a mt~ans of open communi(i;ation aod to

advjnce hang glltJ111g method; and ,ale1y. Co111rlbutlon~ ace welcornt.,. Anyo11e 1s invited to contribu1e

>rliclcs, pho1os. and liluslra11ons concern,nN hjng Kllding activl111>s. ii the 10,11v,iJI Is 10 be returned, a >lamped, self-addrc•se(l return envelope mu, 1be on-

Avoiding a micl-air co llision

closod. HANG CUDING maga,ine reserv('s the ,iRht

to edil contribut,ons whece necessary. The A5socia1ion ,ind publlcatlon do·nal am,mr respon<ib/1,ty for 1he ma1erial or oplmon, ol con1ribu1ors. HANG GUOINC maga,inr· is published monthly by Ille Unitl'<f Slate> Hans Gliding Associattoo, IM. whose mailing acldres, ,s P.O. Box 66306, Los An8ele,, Calif 90066 and wh1Jse ofl,ces .ire loc,11~'<1 a1 11) 1211, Ven It~ Olvd., Lo> AnKeles, Cali!. 9D066, 1~lephon~ (i 13) 390-3065 Seu1nd-dass 1>Clslage 1, paid al Los AngPle$, C<1lif. HANG GLIOINC mag•,ine is printed by S10clair Vdn1lng & Lllho. Alhambra, Cahl. Subsc"p11on 1$ ava,lnblo only as f)~rl ol member>htp in rhe USHCA, a meml,,;r· controlled edutailon~I Jnd ,c1en1J(lc o,ganilalfon ded,c,,tt!d 10 ~xplorins al l focels of fuolloss, selflaunched ultralight flight. Membership ls open 10 anyone in1erested 111 this realm of llight. Dues for full membership are $15.00 per year {S 16 for tore1iin adures,l'>): dues for AssoclJI& membershtp Me$ IO pPr

vear, of which S4 are designated /or sub>eripllon IQ I lANG GLIDING magazine Changes of addre<< should be sen, \il<wcek~ in advance, includiog name. USHGA membership number, previous and new .JCI• d re_ss, and a m~lllng la(X'I l1Qrn n r~c~~I issue.

DEPARTMENTS

4 10 12 14 46 52

ULTRALIGHT CONVERSATION USHGA NEWS ULTRALIGHT NEWS AERO-INNOVATIONS STOLEN WINGS CLASSIFIED ADVERTISING

COVER: This striking closeup is of Keith Nichols, 1976 Open Class National Champion, flying an Albatross ASG-21. Bettina Gray - Photographer. This months co lor cover was donated by Albatross Sails of Solana Beach, California.

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\ILTKALIQtll': . CONVEKJAilON··.···

I would like to thank everyone involved in making the meet happen and especially Dave for helping design the meet and directing it. Chari ie Baughman Denver, Colorado

"Hang Up" Hang Up Update on the McCulloch 101 Dear Editor, This letter is to let your subscribers know what's happening with the Mc Cu Iloch l O1 MC engine. My ads unfortunately far outlasted my supply of engines. I cou Id hardly believe how far around the globe your magaiine reaches. I am still receiving inquiries daily. Unfortunately, McCulloch has dropped the 101 I ine of engines and we have yet to find a suitable replacement at a reasonable cost, so we are forging ahead with new products for the hang gl idi ng public in the form of air stream tubing. Mike Turchen Chula Vista, Cal if.

The Heat System

Dear Editor, It was distressing to see the subject of pi lot suspension Iines so poorly handled in Dennis Pagen's article "What's Your Hang Up" Jan. issue of Hang Gliding. The inference that braided polypropylene formed into Chinese handcuffs is the best system was partic u Iarly i nappro pri ate. Whereas Pagen quoted rock climbers on the use of knots, he obviously never asked one about polypropylene. A rock climber wouldn't use it to hold his pants up as its loose weave sheath leaves the entire rope open to sun damage and abrasion. The Chinese handcuff method of attachment is also potentially dangerous. It is only really secure when it is under load, and turbulence, vibration in car transport, or pilot lengthcni ng for height adj ustme nL cou Id c1I I loosen it to a dangerous degree. How much better it would be to use a mountaineering 9 to 11mm rope of kernmantle construction where an internal core represents the majority of the strength and is protected by a tightly woven sheath. This, secured with a good knot (fisherman's, grapevine, overhand followthrough, etc.), would be a much safer alternative. Also sewn webbing is entirely overlooked. A properly sewn suspension line like the one that appears next to the article is virtually foolproof. Lastly there is a simple solution to the possi bi Iity of a car a bi ner opening in turbulence; simply use two ca ra bi ners with the gates opposing and the problem is solved. Phil Warrender Sunland, Calif.

Now, a few years later, mJ11y uf those same independent pioneers earn their living through hang gliding. The')' h,1,·e designed some ma rve Io us high pe rfor 111;1 nee I rogal lo hang gliders and have made n1any major accomplishments. However, many of them have u 11fortu11ately take 11 a giant step backward. They have started trying to regulate the style of hang glider which may be flown. They flew standards, for years claiming they were completely stable and airworthy. They even manufactured and sold them to the public, and now they want to ban them because the standard rogallo hang glider is too dangerous. The people that regulate hang gliding should be able to stop production and flving of a hang glider with deli nite flaws in the design as in the chandelle comp, but they should not be able to ban a hang glider that they flew for years just because a better mode I is being produced. Even the FAA dicl not ground biplanes or prop driven ,1irplanes in favor of the jet propelled ..ii rpl,rne. Essentially they are forcing the \veekend pi lot to huy a high performance hang glider. Could it be that hang gliding sales are down? Does this mean when a high performance hang glider with a 1 5: 1 glide ratio is obtained the hang glider with a 7: 1 glide ratio wi 11 be banned? Hang gliding is a great sport, and it is good that it is self regulated as long as the regulators do not regulate in their own interests. If they are going to regu Iate in I he i r own interests, we would do far better to let the FAA regulate us (Boy, did I hate to say that!). I certainly hope and urge those fly. i ng sites that have presently banned standards to take another look at what they a re doing to the sport. Please reopen these sites to standards. After aII, standard hang glider pilots like to fly also. David E. Pinkston Instructor Aeolus Hang Glider, Inc. Littleton, Mass.

Dear Editor, The '76 Masters at Grandfather Mtn. wasn·t perfect but was probably the best meet this year and perhaps the best so far. The meet was well organized and it introduced the pilots to some new events, a new scoring system, and best of all, the heat system. The heat system a I lowed flyers to compete in similar conditions, which eliminated much of the luck. If a heat were set up with five flyers ready to take off, the entire heat could be completed in less than 10 minutes. The shorter the ti me it takes to complete a heat, the less likely the conditions will change. This time could be shortened by making~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ heats consisting of 2 or 3 pi lots. Another important factor in running a Hook-up Reminder Concerned About Standards fair meet is having as many rounds as posDear Editor, sible. 5 to 10 rounds would be good. At Dear Editor, Taking off without hooking up is a seriGrandfather the preliminaries had 6 In the early years of the modern era of ous enough problem to warrant some kind flights, the semi-finals had 3 flights, and_ hang gliding all there was to fly was some of safety device. An electric buzzer or bel I the finals had only one flight to determine rigid wings and the standard rogallo hang like they have on cars is too complicated, the champion. expensive, and annoying. A simple device glider. The pioneers of the modern era There were some interesting soaring cou Id be made as follows: tie two bungees were looking for new places to open for tasks designed for the meet that weren't teaching and flying. The main argument in the middle, forming a cross; attach one attempted. One was to soar up to a higher used to secure these sites was that hang end to the hook-up rope or ca rabi ne r, one peak as fast as you could. The meet would gliding could be done safely. Another was end to the middle of the control bar (open have been more complete if the weather that a person has the right to do as he the bungee hook so it fits around the tube); had cooperated, but it didn't, and Dave pl eases, as Ion g as it does not infringe di· attach the other two ends to the shackles. Murchison, the meet director, had to cut it rectly on the rights of others. Th is wi II form a web in the contro I bd r that short.

FEBRUARY 1977

will make itself known when you pick up the glider. A simpler solution is stretching one bungee from the control bar to the hook-up rope. In both cases, it is necessary to always hook yourself in before unhooking the bungee, otherwise you might feel like you've hooked in when all you've done is hooked the bottom end of the bungee to a shackle. One of my best friends took off after hooking up his helmet mike to a radio on the control bar. Clipping in the radio satisfied his conditioned "hook-up" reflex. He was I ucky to escape any serious injury. We've had too many of this kind of mistake to ignore the possibility of it happening to any one of us. If anyone can think of another simple hook-up-reminder-system then let everyone know about it. Mark Allison Reseda, California

Formation of Western Dealer Asso ci ati on-Proposed Dear Editor, The following is an open letter which is being mailed to as many persons as I know of who might be interested or helpful in establishing an association for those persons engaged in the sale of hang gliders and related products to the public on a retai I basis. The sport has, and no doubt will continue to grow. The USHGA and the newly formed HGMA will play vital roles in its growth. These two organizations cover opposite ends of the spectrum with the Retai I er/ Dea le r/ D istri buto r left in the middle in a state of limbo. I feel this void needs to be fi lied for both the buying public and m,rnufacturers' sake as well as that of the de;ilers. Currently some areas of the hang gliding community are being serviced by dealers who Jre promoting a less than professional image of the sport through their unprofessiona I attitudes, actions, and lack of knowledge. My biggest fear is intervention by a branch of the federal government known as the "Consumer Protection Agency." The bicycle industry has ial len victim to such circumstance which they may have well brought on themselves. It now appears that the camping and backpacking equipment industries are headed in the same direction due to their inability to deal effectively with the consumers needs and complaints. I am not saying that the establishment of a dealers association wi 11 prevent such act ion from ever being directed toward the hang gliding industry. However, it could go a long way in taking up the sl aLk which currently exists betHANG GLIONG

ween the consumer and the manufacturer and thereby help ward off expensive, unwanted bureaucratic intervention. Both the pilots and the manufacturers have established their own self-regulatory orga 11 izations to enhance and maintain their public images. Th us far they seem to be meeting the challenges and the proof seems to be in the F.A.A.'s desire to allow us to function with out their intervention. Dealers a I so need an organization to be used as a tool in much the same way. Please look over my proposed standards, goals and possible methods for their realization. I know the task is immense but so is the need. I know it can't be accomplished alone. Comments, criticism and whatever else you might be wil I ing to offer wi 11 be greatly appreciated and given due consideration. Please write or comnnmicate with me in some manner or form as soon as possible. Hopefully, depending on the nature and volume of feedback, we can schedule a meeting for early this coming year in a centrally located western city. Here those persons interested could attend and help organize a basic foundation on which to build. The eastern half of the United States has been knowingly excluded at this time by myself on a b,1sis of what is possible at this point. I don't wish to offend anyone in the east with this exclusion but rather beg their indulgence in this matter. I am of course willing to lend what assistance I can to anyone or group of persons sharing my concerns who are from the eastern regions. If the west can successfully organize and establish a vi able association maybe the east will follow. Possibly a merger into a national dealers' association wou Id then be a realistic proposal.

High Performance Gliders

HOW DO YOU DECIDE? There's o lot more lo selecting o high-perfOfmonce glider than just seeing which one fiys hghest or listening to monufocturers' cJoims. If you really wont to be confused just compare ads in Ground Skimmer Magazine.

There's a better way ... Now you con go to one ploce and My just about any high-perlotmance gUder that interests you. OU- weekly High-Performance Glider Clinic lets you learn first hard the difference In feel between batten tip and truncated tip gliders. Compore roll re&p<>nse. pitch response, yow sensitivity, Inertial log, control pressures. and stall and landing chorocterlslics - 011 important · points to conslder.

We don't want to setl you Just ooy glider. we want to setl you the one that's best for you. For more informot;on coll or write to

Southern Colifornlo School of Hong Gliding Box 2165-GS2 Von Nuys, CA 91404 (213) 999-5460

PROPOSED GUIDELINES FOR THE WESTERN HANG GLIDER DEALERS ASSOCIATION PURPOSE: To create a professional image for those persons engaged in the reta i I sa I e of hang gliders and related equipment th rough the esta hi ishment of certain standards and goals to be met by its members for the growth and enhancement of the sport.

STANDARDS • All dealers to be certified instructors {USHGAl. • Al I dealers to be certified riggers (WHOA to work with the HGMA to establish a riggers rating for glider repair).

...... ·~,

.,t

(

.=:~~~~~-:·~ novlc& <rid ~ ,teu ,iedate' plots.

• Thermalng IMtrucilon for the advanced pllof. ' • Weekly tigl-performonc gllder cllrlcs. • Sdes and service of all mo.tor bfonds of new onct used glders.

SOUTHERN CALIFORNIA SCHOOL OF HANG GLIDING BOX 2165-GSJ ·· VAN NUYS,'CA.,91404 _. (213) 999-if4o ' 5

• Al I dealers to adhere closely to suggested retai I prices as established by the manufacturers. • All products sold by dealers to meet HGMA specifications. • All used equipment be fully re-conditioned prior to resale. • All equipment be sold only to those persons qualified, responsible, and capable of ilyi ng such equipment. • Al I dealers remain in a specific territory as established by the manufacturer or distributor.

GOALS & METHODS • To seek the recognition of the HGMA. • To establish a riggers rating program with the HGMA to ensure competent repair service by member dealers. • To take an active role in customer protection. • To encourage regional clinics to augment the introduction of new equipment, hopefully in co-operation with the manufacturers. • To encourage more comprehensive testing of new equipment. • To take an active part in establishing pol icy regarding all aspects of hang gliding through the USHGA, the HGMA, and all publications relating to the sport. • To explore and encourage the development of new products related to the sport. • To advertise on a national basis al I member dealers and provide interested persons with a membership directory.

that in the body and the body thereby not absorbing as much oxygen as at lower altit lid es. Al so the only preventative for hypoxia is breathing oxygen - nothing else. There are basically two different types of contained breathing oxygen, aviation oxygen and medical oxygen. The first is produced with a moisture content lower than medical oxygen to help prevent condensa · lion from developing in the mask and equipment. At sub zero temperatures, as is the standard case at 14,000', th is also would be of importance. I might also po·1nt out that publ·1shing the fact offlying at 14,000' without oxygen was a public admission of violation of the Federal Aviation Regulations. These regulations govern all man·flown aircraft, including balloons. Accardi ng to regulations, the minimum distance from clouds at an altitude above 10,000' with five miles visibility is 1,000' below, 1,000'above, and one mile horizontally. The reasons are obvious, at 10,000' jnd above, the maximum speed for all aircraft is unlimited (up to Mach 1). At any rate I would hate very much to see the FAA focus its attention on hang gliding, but a published violation of the FAR' s is one sure way to see the government step into the sport. Jim Humphreys Oklahon1a City, Oklahoma

Thunder Bay Overlooked

EXCELLENT HANG GLIDING DESIGNS SILK-SCREENED BY HAND ON HIGH QUAL ITV, HEAVYWEIGHT, 100% COTTON T-SHIRTS.

1a 2

12 Mens Shirt Sizes: S, M, L, XL Shirt Colors: Tan, Yellow, Lt. Blue, Orange

Sincere/\/,

J. C. Raser ( 406) 542- 2 725

High Altitude Flights Dear Editor, I have just finished reading the November issue of Hang Gliding and wou Id I ike to comment on the article "Cloud Street Magic'' by Trip Mellinger. I have been involved in hang gliding for only a month but I do have over 5,000 hours as a commercial pi lot and instructor and tf1ereby feel obligated to dispute one staten1enl of Mr. Mellinger's. In discussing his experiences at 14,000' he wrote, "We could definitely feel the lack of oxygen and our breathing had to be consciously conuolled to help prevent hypoxia." It is a proven fact that hypoxia (the lack of oxygen in the blood sire am) is a direct result of altitude and controlled breathing will have no effect on hypoxia. Hypoxia is caused simply by the differential pressure of oxygen being lower than

Dear Editor, The December issue of Hang Gliding deserves applause. The conclusion of "The Storms of Windhaven," your inclusion of an "Eastern Breezes" dept., and your continuation of a free "stolen wings" announcement, must surely elevate Hang Gliding to full professionalism status. However, I must point out a gross error in the article by Albert Ross on the Tuts Hang Glider Heaven Meet. He states that the meet "was the largest purse offered for a foot launched meet to date, $3200.00." If Mr. Ross or Hang Gliding magazine staff would have bothered to first check the record on previous meets, or looked at the Sept. issue of Ground Skimmer, or Glider Rider, or asked any of the higher ranked competitive fliers, the statement would not have been allowed. The Th under Bay meet, sponsored by Maison's Beer and Northern Sun Hang Gliders, has in the past and will again hold the Third Annua I Mol so-n's Invitational Hang Gliding Tournament, with $4000.00

(rnnlinued on page 8!

p.'us 50¢ pcstag" per sh.'r1 louc<;dc U .S A. add $1 .00 per sh i cd

SEND: • Your SIZE • Your DESIGN Choice • TWO Shirt CO LOR Choices

TO: DAVE MEYERS BOX 1403 HAWTHORNE, CA 90250

Dealer I nqu ir ies We Icome

FEBRUARY 1977

Back Issues of Ground Skimmer for only 40¢ per Issue!

A great opportunity for anyone interested in the dynamics of hang gliding I Recapture the excitement of last year's meets and competitions. EnJOY fantastic photos of some of the world's too livers and read articles to increase your understanding of what hang gliding is all about. Hang Gliding magazine is o11ering issues # 19-34 of Ground Skimmer for the low price of 40¢ each. These issues will prove invaluable for beginner and experienced flyers alike. Send for your copies today and treat yourself, and your friends, to lots of enjoyable, informative reading. Offer good while supply lasts. For the serious collector: Mimeographed copies 1-10 are still available for 50¢ each.

#19 April/June 1974 FEATURES: Questions & Wives Tales About Cables; Pilot Report; Quicksilver; Elementary Aerodynamics; Rogal lo Flying Tips; Learning the Hard Way.

#27 Aprll 1975 FEATURES: USHGA Board of Directors' Elections: Records & Awards.

#20 July/September 1974 FEATURES: Evolution of the Quicksilver: Tubing Size?: The Once and Future Wing; Takin' it With Ya'.

#28 May 1975 FEATURES: 1975 World Hang Glider Championships: Tree Landing; Tree Landings Aren't That Bad I!; Stability and Performance of Flexible-Wing Hang Gliders.

#21 October 1974 FEATURES: Cryderman's No-Crash Course in Kite Flying; Airspeed Indicators: Pre-Flight Check; The Methods and Dimensions of 360° Turns.

#29 June 1975 FEATURES: Otto Lilienthal Meet 1975: Rogallo Wing, Turn Performance: Tales o1 Fragile Cords & Altered Kites; A Dangerous Trend

#22 November 1974 FEATURES: Save Our Sites: Guidelines for the Potential Buyer; On My Way Downwind; Hang Glider Aerodynamics & Flight Dynamics.

#30 July 1975 FEATURES: International Hang Gliding Commission Formed; The G real Mojave Desert Balloon Drop Adventure; Makapuu to Hauula 27 Miles: Ski-Kite Takeoffs Made Easy.

#23 December 1974

#31 August 1975 FEATURES: World Invitational Hang Gliding Championships Telluride, Colo.: Eastern Hang Gliding Championships; Recovery from a Vertical Dive; The 360" Hazard.

FEATURES: Tennessee Tree Toppers Tangle for Trophies; 1975 Hang Gliding Calendar; Wheels Made Easy: Hang Glider Performance; The Split-Sail Rogallo.

#24 January 1975 FEATURES: Public Flying Sites: Theories are Cheap; Send Us Facts: Micro Meteorology and Hang Gliding.

#32 September 1975

#25 February 1975 FEATURES Big Southern Butte Marshmallow Factory: The Evolution of the Icarus V; Building an Inherently Pitch Stable Kite.

#33 October 1975 FEATURES: U.S. Hang Gliding Nationals; Pacific I Ouickarus; Pitch Stability and Control-Part I.

FEATURES: Watching the World's Newest Bird; First National Board Meeting: Summary: 25 Miles Out & Back; The Fledgling.

______ ____ ______

#26 March 1975 FEATURES: Labatts World Snow Flying Championships; The Intermediate Syndrome; A Dangerous Confidence: Terrain Effects; ..._. ~....._ Valley-Slope Circulations.

USHGA

P.O. Box 66306

__ _

#34 November 1975 FEATURES: Rainbow Flight Park: How to Photograph the Newest Form of Bird: Keel Launch Teaching: More on Dive Recovery: Whip ._.... ........_ Stalls (or My Most Memorable Flight).

..........

Los Angeles, CA 90066

Please send me the back issues I have checked below:

D #19 Apr/Jun 1974 D #20 Jul/Sep 1974 D #21 Oct 1974 D #22 Nov 1974

D #23 Dec 1974

D #24 Jan 1975 D #25 Feb 1975 D #26 Mar 1975

D #27 Apr 1975 D #28 May 1975 D #29 Jun 1975

D #30 Jul 1975

D #31 Aug 1975 D #32 Sep 1975 D #33 Oct 1975 D #34 Nov 1975

D Please send me all of the above issues. (Total $6.40) D Please send me mimeographed copies 1 - 2 - 3 - 4 - 5 - 6 - 7 - 8 - 9 - 10 (Circle desired issues) Enclosed is my check or money order (made payable to USHGA) for _ _ _ _ _ back issues at 40¢ each (mimeographed copies 50¢ each). Total$ ___ _ NAME _ _ __

_ _ _ _ _ _ _ _ USHGA #

ADDRESS _ __ CITY _ _ __

_ _ _ _ _ $TATE --

------~IP

cd~h pur~c, p lu., untold t,1se-, of beer c1ncl hundreds of dollars worth of rniscellaneou~ pl'i1Ps conlrfbutcd by thC" Thunder Bt1y mert hani s. Although this error may seem frivolous to some, you must consider the importance of maintaining sponsorship in hang gliding meets if ou r sport is to esta blish itself. The only return a sponsor expects is short term advertisement oi his product, and proper recogni tion From the hang gliding media. If Thunder Bay is not the IMgesl fool launched Cash purse paid to date, please let us know . .. if it is please give it the recogni ti on it deserves ... Boris Popov St. Paul, M inn. Our apologies for the oversight! Our records do show thal the 2nd Annual Mo/son's Invitational (Thund.:r Bay) did offer the largest cash purse to date. We wish you continued success and spon~or~hip in f11111rp ye;ir~.-Erlitor.

Nuts & Bolts Dear Edi tor, I c,,mc ncro~s ~ome informat ion !ht• otherd,iy that ral lwr c;oncc111~ me, and I'd likt• lo J>.lS\ it ,1 long; I hope everyone check~ ror proper bolt rhre.id c leM.:1 nre during preflight. To emphasize the import,,ncc of this step, I' II give you .:i quote from tlw AIRMAR r HARDWARE DIGEST, a rcfe,enre book for airtrafl harclwnre: "The fi r~I th re.id or two on a bolt may be undcr~i1e, therefore, .it lea~, one and one-ha lf thread~ ~houlcl extend beyond rhe nut collar for maximum locking effect.'' The second glider I owned had a nut-boll .isscmbly that, in some c,1~c:; 1 left the end of the bolt fl u~h with the bottom of lhc nut col l cir. These were elastic lock nuts, and the glider came from the ractory in this condition. leff Van Datta Superfly Hang Gliders Grants Pas~, O regon

Manufacturer's Responsibility Dear Editor, Several sport publications have recent ly carried articles regarding the difficulty some fliers have had in obtai ning fair treatmen t from glider manufactu rers, Some of these difficu lties have only been financia l in nature, but some have been des ign problems w ith potentia lly dangerous consequences. We would l ike to relate to your readers an experience we have had with the manL1facturer of our gliders thal not only shows the other sidP of the

Official Statement from Manta Products After all these yea rs and talk .:ibout safety and pi lot-judgement, it is disturb i ng when Lhe obvious must aga i n be stated ... resu ltingly, we wonder if mere st atement w ill have any effect. Manta Products Inc. has been asked to release an offi cial stateme nt to the Hang Gliding Commun ity regarding loops. DO NOT ATTEMPT LOOPS!!! Stop for a moment and think of the numbers of people who died trying to do someth i ng as practical as a 360 ... imagine how many will die trying to perform stunt aerobatics. Th e st r uctural fai lure of Ken Ku klewski's wing is attributed to the fact that he had modified the Fledgling's co ntrol bar. During the loops, Ken was exertin g so many G's on the wing that he suffered headnches; and under such tremcndOLrs load., the down-tubrs had c1ctually bent. We also know thal he dri ll ed ,1ddi tiont1I ho les for pull-rings that ran cables out Lo the rudders. As a resLtf l of lhe bending, he re i nforced the downtubes with a tube of unde term i ned Eu ropean aluminum all oy and Wil li thickness. The failure occLtrred when a port ion of the reinforced down-tube sheared. The mere fact that Kcn'c; modification of 111,, contro l bar resu lted in a structural failure docs not i mply that the wing is rapanlc o f withst.:incling the feat without modifi ca tion. The wing is not des igned or stressed for doing loops; they were never cons idered as a design c riteria. As a consequence of c;lunt ilying we wi ll lose many friends as wel l as flying sites. Ken was a dear friend ... and after readi n g this please do not think you know something he didn't. H ang g Iiders are not built for loops; they are designed for high-performance, com mon sense, enj oyable flight. If you are one of those pi lots addicted to your own adrena l in, why no t take Larry Newman' s suggest ion and go rent a stun t plane that i s capable of such feats. We have al ready lost one good iriend, we don't want Lo lose others. Please fly safely. The Manta Fam ily

VOLMER AIRCRAFT Blueprints Now Avallabte

VJ-24 Sunfun • Airplane controls • All metal, except fabric • Easy to build • Semi-cantilever, monoplane hang glider • Send $2 for brochure

VJ-23 Swlngwlng • I las been soared for 42 min. on 34 '-high

hill, 23-slope, 17 rnpt1 wind • Takes off and lands In 2 steps In a 15 mph wind • Fully controllable 1n 3 axis • World's ftrst high performance hang glider • Send $2 for literature, 3-v,ew, and color photograph

VJ-11 So-Lo • Build the world's hrst fully con trollable hang glider • Standard aircraft controls • Fully engineered • Can be built in 6 weeks spare time • Material cost approximately $400 • Send $2 for literature, specifications, anci photograph Plans, Kits & Materials

VOLMER AIRCRAFT BOX 5222, DEPT. G GLENDALE, CA. 91201

<,on1/1w£'CI on page 22)

FEBRUARY 1Q77

We have an s.s.T. lor Everybody! 1,

-- . •.

FOR: 6' 4'', 240 LB. STEVE KENN EDY . . . . ............. . ... . AN D 5' 4'' , 108 L 8 . VICK I H UOS ON . . . . . . . . . . . . . . . . . . . . AND YOU . . . . . . WHATEVER YOUR SIZE. (Most manufacturers make two or three sizes . . . we make SIX sizes in the S.S. T. - costly but important. If people wear various size shoes, why wouldn't they need various size gliders?)

WIUS WING, INC. -..Q HANG GLIDING

1208-11 Cast Walnut Stree t Santa An a, CA 927 0 l (7 14) 547-'1344

·.·,

by Hedy Kleyweg LILIENTHAL HANG AWARDS Along with the implementation of the US HGA Hang Rating Program to establish proof of flying ski 11, the Lilienthal Hang Awards were created to recognize achievement in completing tasks of distance and duration. Since the first Bronze Pin was awarded posthumously to Otto Li I ienthal, 87 pi lots have earned the award and numerous others (yourself perhaps?) are eligible to receive it. Three Awards have been created: the Bronze, Silver and Gold. The requirement for the Bronze is a flight, with unassisted take-off, of at least 60 seconds duration. One USHGA member must witne'ls the flight and sign a simple statement to that

effect. To apply for a Bronze Award, a note to USHGA with your name, date of flight. duration, location, type of glider, witness's signature and a $ 3.00 application fee will suffice, but the higher awards require a USHGA Lilienthal Hang Award Application Form (USHGA ltem#12). All applicants must be members of USHGA or join when submitting an application. Pins and wallet cards designed especially for the Awards will be issued upon approval of the application. Unlike the Bronze, the Silver and Gold Awards must be supervised and attested to by a USHGA Official Observer (defined as USHGA members who are Examiners, Observers or Instructors for USHGA's Hang Rating Program, or who have earned any Hang Rating or any leg of a Hang Award). The Si Iver Hang Award requires a one-hour duration flight and a straight distance flight of at least 10 kilo meters (6. 2 miles). The Gold Hang Award requires two straight distance flights, one of at least 50 kilometers (31 miles) and one of at least 10 kilo meters (6. 2 miles) to a goal declared in writing before the flight takes place. A flight may count for only one leg of an Award and both legs must be completed

before the Award will be issued. All distance flights must have a net altitude loss of 10% or less of the distance flown and be substantiated by a barogr.im (a tracing from a barograph sealed and unsealed by the same USHGA Official Observer and mounted on the glider out of the pi lot's reach). Flights must use a hang glider that the pi lot launched using his legs (ski is are permitted). Towing or auxiliary power may be used, in which case the launch point is where the towline is released or the engine is stopped. Jf auxiliary power is used, proof that it was not used again d uring the flight must be submitted. Although no Gold Awards have, as yet, been applied for, seven people have qualified for the Silver Awards. US HGA would like to recognize these pilots and encourage others to apply for the Li I ientha 1inspi red Awards for which they have met the requirements. LILIENTHAL AWARD 1. Chri, Price l. Tracy Knauss 3. Richard Stern 4. Donald W. Guess

SILVER

S. John Davis 6. John R. Hobard 7. Bruce Morton

(conlinued on page 46!,

...---JOIN THE USHGA TODAY!---... SUPPORT THE ORGANIZATION THAT SUPPORTS YOU THE UNITED STATES HANG GLIDING ASSOCIATION, INC.: • Offers pilot Hability insurance • Provides a medium for discussion via its monthly publication, HANG GLIDING magazine • Rates pilots and certifies instructors • Sanctions meets for local national and international championships • Recognizes outstanding flying with Otto Lllienthal Awards • Represents you nationally and internationally through the National Aeronautic Assn. (NAA), a division of the Federal Aeronautique Internationale (FA[) • Acts as liason between pilot and the public representing hang gtiding at government levels. I apply for membership in the United States Hang Gliding Association, Inc.

NAME_

PHONE(

) __

-------

AGE

---- ---

ADDRESS __

CITY

_____STATE

.ZIP ________

I include my check or money order for annual dues as indicated:

D $15 FULL MEMBER ($16 foreign)-As a full member you receive 12 issues of HANG GLIDING magazine, pilot liability insurance, and all USHGA membership benefits.

D $10 ASSOCIATE MEMBER ($11 foreign)-As an associate member you receive 12 issues of HANG GLIDING magazine, and most USHGA _membership benefits. Subscription to HANG G!JDING magazine, formerly GROUND SKIMMER, is available ONLY as part of membership in the Association.

Send check or money order to USHGA, Box 66306, Los Angeles, CA 90066.

FEBRUARY 1977

(j) (j)

z G)

FIRST PLACE 1976 WORLD OPEN HANG-GLIDER CHAMPIONSHIPS

••••~ . ,•

SAFE AND STABLE

•

6 MIN. SETUP / BREAKDOWN (ONEMAN)

•

10'+ :I L / 0

•

SINK RATE 180 FPM

•

PARACHUTING CAPABO.ITY FOR COMPETITION

•

CAR TOPPABLE

WITH 2SURF RACKS

YOU, THE EXPERIENCED ULTRALIGHT FLIER, DEMAND AND GET MORE WITH THE EASY RISER. HASSLE FREE, - SAFE HIGH PERFORMANCE. EASILY ASSEMBLED IN ONLY FOUR WEEKENDS OR READY BUILT. IF YOU'RE REALLY SERIOUS, SEND TO U.F.M. FOR ALL INFO AND A COLOR BROCHURE. $1.00. BOX 59, CUPERTINO, CALIFORNIA 95014. OR CAU US AT (40&) 732-5463

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PHOTOS · ED CESAR

THE EASY RISER -

TURNING A LOT OF

___......;.....;....;...;.,~---...;.._....;.....;._ ______________________________________________________...J HEADS!

FLIER • LARRY MAURO

Vic· Powell Elected USHGA President

ULTRALIGHT NEWS

Vic Powell, Director from Region 9, was electeu President of lhe USHGA during the Board of Directors meeting held in Washington, D.C. in mid January. Vic, who is Congressiona l Assistant for Senator Whitehurst, replaces outgoing President Vern Roundtree. Vern Roundtree was elected Vice President, Lloyd Licher,Treasurer, and Kay Brake, Secretary. Our hopes are that these newly elected officials wi ll receive strong support from the USHGA membership and that their leadership will make 1977 the best year yet for hang gliding.

Paul MacCready Working on MPA Paul MacCready is currently completing tests on his 95 ft. super ultralight MPA. This unique machine employs a high aspect ratio, single surface Rogal lo-type wing, a new concept in man-powered aircraft. The stall speed is an amazingly low 6 mph. Several successful flights have been made on this craft by 17 yr. old Parker and 15 yr. old Tyler MacCready; both of these young men are accomplished, Hang 4-rated glider pilots. Paul has filed a forma l entry with the officials of the Kremer competition and wi ll

soon be trying for the prize. To win, a figure-e ight path must be flown around 2 pylons spaced a half-mi le apart. There is word from Japan that a MPA Flew

over 4 minutes, covering a straight-line distance of I .25 miles - the most successful attempt to date and very close to the prize I-Editor

World's Biggest Balloon and World's Biggest Balloon Drop Giving enlarged meaning to the"hang" in hang gliding, the world's largest hot air balloon has been used to carry aloft eight Cumulus VB hang gliders simultaneously. The photo shows the giant: balloon and its covey of Cumu lus VB high-performance gliders preparing for a drop at Escape Country rec reational park last summer. (See January Calendar issue). The event was masterm inded by associates of balloon builder George Stokes and Eipper-Formance Inc. The balloon itself was built by Stokes and Don Davis. Previously, "balloon drops" have consisted of conventi ona l sport hot air ba lloons, as large as 77,000 cu. ft. in volume, releasing a single hang glider at altitudes up to 31,600 ft. The Stokes/Eipper exhibition crew had eight gliders and the world's largest hot air balloon (526,000 cu. ft.), releasing at altitudes suited to please spectators. One project for the exhibition team was to appear at the 1976 Montreal Olympics. However, the event was cancel led at the last minute, apparently by a nervous security department.

glider noses pointed away from the balloon's center, preventing a collision between gliders during launch. For additional safety, the gl iders were hung at staggered levels, and were rel eased in two groups of four so that ~ adjacent gliders were not released at the E same time. 0 j O n a countdown of five from balloon pilot .s Gary Wentz, each group of four glider pi lots ~ released first their stabilizer, and then their if suspension l ines. There were no complications with rel eases or flights, and landings were normal with lots of room allowed to i nsure safety. Actua lly, all of the flying Flights began with a large crew layi ng out, proved to be rather routine without difficu linspecting, and inflating the gargantuan balties. Safety was kept in mind throughout al l loon. Meanwhile, the individual hang glider pi lots prepared their own crafts. Once the operations. The single instance of extra concern thusballoon was airborne a short distance, the far involved carrying a passenger on one of gliders were attached to cables hanging from the gliders. At the release, the craft entered a large, triangular patches sewn on to the balloon's equator. dive past vertical, partially infl ating the wing With gliders and pi lots attached, the balnegatively. The glider soon rotated back to proper pitch, and continued without further loon climbed to drop altitude. Until release, incident, no doubt to the relief of pi lot and the gl ider pi lots hand-held stabilizer lines running to the ba lloon basket. These kept passenger (on his first hang glider ride!) FEBRUARY 1977

Hawaii's Mauna Kea Mountain Flown

CRLE:Nt>RK' '

Region 8 Reorganization Plan

The first successful flight from the top of Hawai"l's highest mountain was made on December 1 L 1976. Darrell Schoenig, former owner of Golden Sky Sails in Golden, Colorado, launched from an altitude of 13,631 feet and landed in the big island's saddle area between Mauna Kea and Mauna Loa mountains, at an elevation of 6400 ieet. Schoenig flew his Seagull VII from the mountain at sunset, following two days of waiting on top for proper conditions. The required 5.5 to 1 glide ratio over rocky lava ash on top of the extinct volcano probably discouraged earlier attempts. The 20 minute flight in calm air covered a distance of about 7 miles.

Due to the closing of sites, poor regional conimunications, and lack of regional meets, a regional organization is being planned. A regional meeting will take place <1l Flight Resources Coop in Wilton, f - - - - - - - - - - - - - - - - - - - " New Hampshire. The first meeting's purpose will be to organize a workable regdHlor inquiries wol,om• ional organilation that can help with the problems of each and every club. Once the regional organization is established, it should be similar to the following: 1. Each club elects one representative I and one alternate representative to serve on an 8th regional board. 2. The 8th regional board v·irll meet approximately once every two months. .-----------------]. At these regional meetings they will organize a way to remedy some of the following problems. A. Flying site problems (to include reopening closed sites). 8. A means of developmg a system designed to insure that region 8 sends its best pilots to the nationals. C. A way to facilitate communicJtions within the entire region. HANG GLIDING MANUAL & LOG D. A means of dealing with gov" A basic flight manual; authoritative, compact, ernment or other official intervention. concise, complete. $1.50 E. A means of helping to ensure postpaid. (Californians add USHGA regional directors are able to at.09¢ sales tax). tend national meetings and report on re-

High QualityChrome Plated LICENSE PLATE FRAMES

. ..

FEBRUARY 13, Challenge of The Sexes CBS Sports & Hang Glider Events. $3500 prize money. Tina Trefethen vs. Greg Mitchell. Events: Pylon Race, Aerial Ballet, Spot Landing. Filmed at pt_ Ferm·1n, Calif. Consult listings for time. FEBRUARY 12-13, 1977, 6th Annual World Snowkite Championship, British Columbia. FEBRUARY 19, cross Country Soaring Seminar at Delta Wing, Van Nuys, CA. For information call or write Wind Haven, 7530 Woodley, Van Nuys, CA 91406. (213) 985·1814. MARCH 5-15, First Pan American Hang Gliding Championships in Santiago de Chile. A package is being offered whk:h includes hotel, meals and transportation. Registration limited. Contact USHGA, P.O. Box 66306, Los Angeles, CA 90066 and/or Vicente Arce A.mCas:!la 5524, Santiago, Chile.

$3.50 ea. plus SOC postage per frame

Duncan, Box 122, San Gabriel, Cal. 91776

JULY 18-31, 5th Annual USHGA National Championships, Heavener, Oklahoma. These dates are tentative. For more information contact USHGA (213) 390-3065.

HANG GLIDING

.. ' .

MAY 21-29, 1977, 3rd Annual World Open Hang Gliding Championships, Escape Country, Trabuco Canyon, CA 92678. $25 entry fee. For more information call (714) 586-7964.

GREAT BOOKS for a GREAT SP

sults of those meetings. The first regional meeting will be held on March 19th and 20th at Flight Resources Coop in Wilton, New Hampshire. The meeting will start at 9:00 a.m. each day. It is very important that every club in region 8 send one to three representatives to this first meeting. People attending should not plan on le,Hir·g before 5:00 p.m. on Sunday afternoon. The Region 8 organizational meeting will be held at a Western Mass. loCdtion (on the dates indicated). Saturday will be devoted to meetings of the club representatives, and Sunday to flying. Further detai Is wi 11 be sentto all clubs in Region 8 by way of invitation.

HANG GLIDING The first complete book on foot launched ultralight flight. ,7th revision, 205 pages, over 100,000 sold! $5.95 postpaid. (Californians add .36¢ sales tax). KITING

The only book on tow launched hang gliding. 2nd revision, 102 pages, over 12.000 sold! $3.95 postpaid. (Californians add .24¢ sales tax).

DAN POYNTER, Box 4232-G, Santa Barbara, CA 93103

JULY 23-24, N.Y.S.H.G.A. intermediate to advanced 1/y-in at Ellenville, N.Y., contact N.Y.S.H.G.A., 393 Rye Beach Avenue, Rye, N.Y. 10580 (212) 294-7949. AUGUST 7-8, N.Y.S.H.G.A.'s Annual German Alps Festival Meet for advanced pHots at Hunter Mountain, Hunter, N.Y., contact N.Y.S.H.G.A., 393 Rye Beach Avenue, Rye, N.Y. 10580 (212) 294-7949. AUGUST 20-21, Second Annual East Coast Beginner's Safety Meet and Clink: for Class I and II pilots only. (1st Prize: Brand New Glider.) At Ward Pound Ridge Reservation in Cross River New York, contact N.Y.S.H.G.A., 393 Rye Beach Avenue, Rye, N.Y. 10580 (212) 294-7949. SEPTEMBER 2-5, Masters Championship, Grandfather Mountain, Linville, N.C. 28646. OCTOBER, Dates to be announced Chattanooga's Great Race, P.O. Box 6009, Chattanooga. TN 37409. OCTOBER 8-22, World Championships in South Africa. For more information, contact Harry Robb, 2909 Gulf to Bay, Apt. Q.203, Clearwater, Fl 33515.

Let Hang Glding magazine help YoU to publicize your upcoming hang glidlng events. Send in your~ltemsatleast8weeksinadvance.

Calendar of Events

. /f8n/J aiding magezne

Box 66306, Los AngeleS, CA 90066

AERO-INNOVATIONS Electra Flyer Introduces the Olympus Following a successful week-long tour of Southern California over the '76 Christmas holidays, Electra Flyer is pressing the re-

cently unveiled Olympus into production. The Albuquerque-based firm received favorable response for the new flex-wing prototype flown by company presidmt Larry Newman. In spite of the craft's lack of finish quality, crowds regularly gathered to examine the many unique features incorporated in the glider.

received much attention from local pilots. Company officials later released price and feature information on this state-of-the-art model ... The Olympus will retail for $995. with coverbag, negative struts, and the new swivel tips. Larry Newman reported that after February 1, 1977, Electra Flyer's normal 2Y, week delivery will apply to the new Olympus also.

Several sites were chosen to introduce and compare the new model. Flights at Escape Country, the Olympu~ illustrated a much superior sink rate than Electra Flyer's Cirrus 2 (with a much lower wing loading).

At Torrey Pines and Sylmar, the Olympus

Sno-SkimmerA new High for Skiers The photo at right shows Bernard Reilly's Sno-Skimmer in action. He developed this low-performance mini glider for his own fun on the slopes. Now it's on the m.irket and intended for expert skiers who like to become "airborne" off the moguls. The skier has the sensation of floating over the snow with added airtime and increased stability on jumps. The Sno-Skimmer is 8 feet long and weighs 14 lbs. \t retai Is for $226 and can be ordered from: Sno-Skimmer Inc., 299 Parkview Dr., Schenectady, NY 12303.

Streamlined Strut Material Available Windways of Chula Vista, California, has introduced a new stre.imlined extrusion for use as cross tubes or struts. 1t is made of 6061-T6 and is comparable in strength _,.---------to lW' .125" wall round tubing. The extrusion has a compressive strength of 35,000 psi and ,_.:::::;:...._ _ _.__ compressive yield .,. maximum stress (for a 72" length) of 2740 psi. Ten foot lengths are imActual Size mediately available and the cost is approximately $2/per foot. Interested? Contact Mike Turchen, 1368 Max, Chula Vista, Ca. 92011.

Manta's Mirage to be Balloon-Drop Tested

Manta Products Inc. of O.ikLrnd, California has announced that they wi 11 be conducting another balloon-drop, the final test that any new design must pass prior to marketing. The wing to be tested, the Mirdge, is Jim Davis' Interior Floating Truncation. Final design changes were made early this summer and the wing h.is been in the hands of the Manta test-pilots since. Pending cooperation of the Northern California weather system, the drop has been scheduled and will be held at the Pope Valley Air Ranch, Nap.i, California The drop team will again consist of Wayne Mulgrew (holder of the FAI Certified World Record drop of 26, 155 ft.) and the balloonist Steve Faratini. Plans now call for a drop of 10,000 ft. during which time Wayne will execute everything from full dives to whip stalls; noting recovery times, positive pitching moments and general handling characteri>tics under such adverse flight ,:Jemands. Wayne will be utilizing a new harness, a system he developed along with Stewart Harbor {a senior parachute rigger) especially for such testing. In the past, Wayne had to deal with a hang gliding harness and a parachute harness. His new quickrelease design incorporates the best of both and will greatly reduce the chances of snagging or tangling in the event of (induced) wing failure - which is a distinct possibility due to the objectives of such a testing procedure. lf all goes according to plan, the Floating Truncation will be ready for marketing immediately. Leading edgr Keel length (cambered) Included nose a.ngle Span Sc1il area (sq. ft.). Weight Aspect ratio Sa.ii billow Pilot weight range

.20 9

8.5

...... 112 112

...... 32-9 31-S

.... 178 160 45

.. S.5 S.5 .. 66 .66 .... 170-210, 140-170

FEBRUARY 1977

The best pilots, the newest model gliders, from the top manufacturers. Three flyers, three craft per company. They flew rnany days, many flights, varying conditions. lil~WI~ flWII placed 1st and 5th. Photos by ROBERT WAR E

Now, we do not care too much about "flapping our wings" over competition results. We build hang gliders that are simply more fun to fly than anyone else's gliders. So lots of people who just love flying buy our gliders. Only now they have proof of something they were pretty sure of, anyway.

performance keeps it up with the best there is.

"160" "2" "3" "4" Now there is a

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For a dealer near you, consult our "Sunflower" ad in this issue. HANG GLIDING

IOWAN'S

HANG GLIDING AND FLYING CONDITIONS

Boag Chumbley's SKYSURFING SHOP 1323 Park Avenue Des Moines, Iowa 50315 515 244-4669

by DENNIS PAGEN

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Over 90 Illustrations Charts and Graphs Some of the topics detailed: • GENERAL WEATHER · atmosphere circulation· air masses - pressure systems - fronts - cloud types • '11JRBULENCE · causes - conditions stability - rotors - dangers flying techniques - wind shadow • WIND CONDITIONS - seabreeze anabatic and catabatic winds altitude effects - wind gradient • SOARING - ridges - fronts thennals - waves - dynamic • SITE READING - trouble spots finding lift - wind gauging ·te examples

FREE

C. B . HELMET Would a C.B. Helmet add to your fun or help improve your flying skills? Choose between the helmet or other accessories to compliment your hang g lider or water

ski kite when purchased from our flying school.

t!~tE. 1'

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Cambr idge • Ball • Culver

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This "road map to the sky" is as essential to safe flying as a helmet - for beginners to experts Send $5 .95 + 25¢ for postage &handling (45¢ Canada) To: SKY LIGHT FLIGHT - 1184 Oneida St . , State College, Pennsylvania 16801 Please print naine and address - Dealer inquires invited

When you purchase your Super Kite from us!

RACE THE WIND! WINJAMMER IS FLYING across the earth.

HIKE OUT! FEEL 1HE BALANCE of this tuned dirt boat AS YOU BECOME ONE with a PERFORMANCE MAC CAPABLE of 60 MPH Drifting th roug h turns, in a high speed j fbe, or Hiked up on two wheels, Incredibly fast acceleration and maneuverability makes Winjammer at home on your local Parking lot, beach, dirt field , and dry lak"0 as if aces up to 2Y2 t imes the speed of the wind

FEBRUARY 1977

WILLS WING DOES MORE THAN SELL KITES ! !! -

COLVER SOARING VARIOMETER

Researched and designed by Colve r Soa ring Instruments in conj unction with Wi lls Wing, Inc., the Colve r soaring va riometer is a dua l range audio and visua l variometer that offers all the fea tu res that the best hang g lider p ilots requ ire. It is a mus t for optimum so aring fl ight. Audio and visua l fo r tota l fl exibility • Dual sensitivity fo r even the most margina l o r extreme condil'ions • Super sensitive audio fo r the quickest poss ible response to lift • Dam ped v isua l for easy reading a nd a sl igh t averaging effect although it is sti ll q uicker than the best sai lplane electric variometer • Proven ci rcu it in p roduction for over 2 112 years • Entire ly self contained with no exterior bottles or flasks • Audio may be turned off for visua l use only • Shock resis tant • Stream lined for minimum drag • Extremely lightwe ight - only w eighs 33 ozs. • Built in mounts can be attached to any control bar • Low power usage insu res long battery li fe. $194.00 Distributed exclusively by Wills Wing, Inc.

THOMMEN ALTIMETER • Designed especially for Hang Glider pilots • More rugge d and far lighter than an aircraft altimeter • High visibility orange Day-Glo needle against black face and white numerals • 19 Jewel oil-free movement • 20-foot incre ments to 15,000 feet • Superb temperature compensation • Velcro wrist strap • Made in Switzerland $97.00 Visit your local dealer for a demonstration

o,wd"W1us WING, INC.~ 1208-H East Walnut Street Santa Ana, CA 92701 (714) 547-1344 HANG GLIDING

THE PRICE PRONE HARNESS

In the four years Chris Price has been designing and sewing harnesses for hang g liding pi lots, he has developed the most comfortable, safest, highes t qual ity soaring harness on the marke t. In add ition he now has custom harnesses lo fit every specia l need .

FEATURES OF THE STANDARD SOARING HARNESS • Six sizes: small, medium, large, extra-large, super extra-large, and extra large wide. • 3-inch aircraft type w e bbing use d throughout. • Fully padded shoulder and leg straps. Foam-filled body spreads support out, eliminating pressure points. • Pilot can change from seated to prone and back during flight. • Seated position allows lower pilot CG for easier thermaling. • Lower CG in seated and landing position makes for safer landings and hitting the spot in contests easier. • The harness locks into prone position, allowing the pilot to maintain a positive relationship with the glider even in turbulance. • Adjusters used throug hout eliminating the need for knot-tying. • Available in 4 colors: red, blue, orange, and yellow. • Comes complete with stirrup, carabiner, & hang loop for control bar. • -Custom Features Available: Side Straps, Knee Hangers, Adjuster elimination, 2-lnch Shoulder Straps, Double Foam, Custom Designs, Knee-Hanger-Feet-in-the-Wire Harness, Full length Harness, Training Harness, Prices: $56.00 to $98.00 (Write for details and exact prices.) Also available: Nylon zippered Stuff Bag, with Handles, holds harness, helmet, jacket and jump suit. All harness colors. $15.00 To order standard harness, send height, weight (are you long waisted?) and 2 color choices. Price $78.50 17

Don't Buy UNTIL YOU

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Altar a thorough search, we have fo-und perhaps fll1een really signlhcan1 tlang glider $hops In all ol A.me.rica. Just tifteen.? Wo we.re not o nly looking for the businesses which had sold lhl)most hanggtidors. bu1 rather for p.ooplG ... peoptewho know h.ang $Jhding, people who know 1110 gilders- everybody's ghders. Pf'!op\o who e>tcei in their own flying. And abOve ~II. people who have soh~ rEtputatlons lot consls1ent. fait dealings.

One pee.son at CAYSTAl. AIR SPORTS tlold!i Ille

endu~noe recor'd al popular l ook.out MountaJn. 01her people assoclaleO with CRYSTAL AIR SPORTS flO$d Southeastern recor.ds !ot<11stance fly. ing and allltude gains. Genentlly, you see, people, who know can a\so do. SUI! onotner individual at CRYSTAL AIR SPORTS wriles a regular co lumn for BOTH " Glider' Rider" and " Ground Skimmer' , the most widely read publl• calfons m hang gliding. And lots of lolks, Uko yours.oft, are associated with

CRYSTAL AIR SPORTS is a re('llly stgmlican1 Mng glider shop. Tho peopfe who comp,ise CRYSTAL AIR SPORTS really know what U'loy are talkmg about. 8ut tney do not just talk, they

CRYSTAi. AIR SPORTS ~cause 81 CRYSTAL 11ley bought their flying machine or learned 10Uy. Nonoo1 these fine people e-ver compfained about tt'le doal lhey received Mattef ot fact. most returned to buy their second g l«fer ..

001

Stalls Under 12 MP H. Sink Rate 2 Ft. Per Sec. 18 To 1 Glide Ratio. Set Up T ime 5 Min. Wings Fold For Grou nd Handling. Car Top Loading. Safer Than A K ite To Fly And Easier To Take Off And L and . World's Finest And Saf est Hang Glider. Available I n Kit Or Assembled. Stabilat or Cont rol All Three A x is. Soaring Performance, And Much More. Send $2.00 For Full Informatio n An d Brochure.

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We accept Masrerchargo & Bankamerlc• rd

FEBRUARY 1977

L/D

9:1+

Minimum Sink Pilot Weight

210 FPM 135 - 210 lbs

Aspect Ratio

6.2

Airfoil

Wortman

Stall Speed

9 mph.

Surface Area Nose Angle

170-185 sq.ft

Speed Range Flying Style

10-45 mph Seat/prone

Leading Edge Empty Weight

19, 20 ft. 8, 9 ft. 51,53 lbs.

Set-Up Time

6.5 min.

Keel (Soi I)

PACIFIC GULL introduces the

A.LPINE

The Desi;: The Alpine is designed to perform well in a variety of conditions and over a wide speed range.is makes the Alpine I and II (different pilot-weight sizes) exceptionally oonducive to crossoountry flying . The sari is almost billowless and has JO pre-cambered aluminum ribs {battens), and over 55% double surface. This provides a constant airfoil soil shape. For this reason, the Alpine cannot luff-dive and soil inversions are Impossible. The Alpine is also totally pitch-positive. Since the sail Is actually held in a hollow airfoil shape by the airframe (unlike all other Rogallo types with flexible battens and/or air inflation pockets), the VD at 45 mph Is hardly any less than It Is at 20 mph. This allows the pilot to move quickly out of sink areas and slow down in lift. The Alpine con be flown seated, prone, or wpine, and comes with a custom cover. The Airframe: The Alpine Is constnJcted entirely of oircro~ certified 6061 T6 aluminum, The leoding edges have a double deflexer system that sir.mes the glider equally for positive flight loads (normal) and negative (rotor or Inversion) loads. The glider may be set up In the wind by one person quickly (6-1/2 mil"ljles) due to our patented wing sliders and riser system, The structural integrity, inventiveness, and quality of Pacific Gull hordwore is well known in the hong glider field, Pacific Gull invites you to "Sky Out" with the Alpine, For further details, send $1.00 to cover postage and handling.

- -::::----_ ---------.../- '·.------~;·---......_~~:;;;:=--

1321 CALLE VALLE· SAN CLEMENTE· CALIFORNIA· USA· (714) 492·0670

•

featured flier:

HANG GLIDING

Steve Murray, Saddleback Mountain

Wave Soaring in Mexico bg Craig Fremming

We are hearing more and more accounts of spectacu lar thermal and distance flying. But last summer I did a type of flying we don't hear much about, so I'd like to share it. The weekend of June 19 and 20, Gary Brown, John Li res, and I decided to try a change of pace from the usual therma l soaring at Pine Flats and go down to the Pacific coast of Mexico and do a I ittle coastal ridge soaring. I had my reservations about flying there because more often than not the wind doesn't blow hard enough, or it b lows too hard, or it blows the wrong direction. As luck would have it, Saturday found us there with the wind blowing 25 mph out of the north-northwest, which is nearly paral lel to most of the coastal ridges. We spent most of the day driving up and clown the coast c heck ing out all the "best" areas, but to no avai l.

Ready to call it a day, we headed back to look for some place to eat. Crossing a bridge over the mouth of a river, we saw a ridge on the side of the valley that looked like it faced into the wind. It looked only about l 00 feet high but we thought we might give it a try. Not overwhelmed with enthus iasm, we battled the dirt roads to get over to check it out. By the time we got to the cliff it was very late in the afternoon and the wind had slowed to 1 O mph. A loca l resident came driving by on a motorcyc le and to ld us the w ind had been blowing that direction for the last 2 weeks and that it pi cked up qu ite a bit in the afternoon. Wel l, we knew we had some place to fly for Sunday. Sure enough, on Sunday the wind was blowing out oi the north-northwest al 25 mph. We wasted no time getting into the air. It FEBRUARY 1977

PANORAMA: Varying in height from 60 ft. to over 200 ft. , the ridge enabled pilots J ohn Li res and Craig Fremming to work their way up into a secondary wave with altitude gains of nearly 3000 ft.! Arrow indicates approximate location of wave entry. Photos by J ohn Lires. OPPOSITE PAGE CENTER: John Llres in foreground and Craig Fremming work the turbu lent ridge lift shortly before Lires entered the wave. Photo by Gail Nafis. BELOW: Gary Brown works the ridge lift as Fremming gains altitude in the wave. The ridge in the background on the opposite side of the valley formed the primary wave. Photo by Gail Nafis.

was easy enough to penetrate and go where we wanted. Back up the va lley, the ridge gradua lly increased in height from 60 feet to as high as 200 feet. We sometimes have a tendency to see how high we can get during a flight, so th is high en d of the ridge became a preferred flying area. The turbulence was more severe here though and we HANG GLIDING

couldn't understand why. The who le ridge was bas ically straight up and down and was jess jagged at the high point. Anyway, this high end was short and therefore pretty tight for 3 gliders, consideri ng the turbu lence. I tried to get as high as I could to maybe get above the turbulence because I had to relinquish my turn soon to John.

Playing each blast of lift at near stall, I was surprised to rind myse lf a hundred feet above the top. At this time I thought I could use my altitude to fly south a half mile and soar a higher ridge. I flew downwind but il was no use - the wind glanced off that ridge at too great an angle. I was going down, but my God, where to land? I! was all cactus and yucca. I jockeyed around and parachuted in as well as a Cumulus VB can, fa lling to my knees and staring stra ight at a Teddy Bear cactus. I fo lded up my glider and hiked the half mile to the nearest dirt road , only to see John circling 500 feet over my head, far out over the flats! He landed in a meadow next to the road and came babbling up to me like a kid after his first trip to Disney land. He sa id he must have been 3000 feet above the val ley floor in what could on ly be explained as a wave. Gary, Ga il Nafis, and John's wife Terry agreed he looked that high. He said he explored the edges of the wave, reentering when he began to sink. He came down because clouds began to form below him , obscuring his view of the ground. Well, we had I unch and set out Lo fly again at 3:00 p.m. We knew for sure what we were going after. The clouds had cleared and it was still blowing 25 mph straight into the ridge. I made it off first and headed straight for the high point. It was just as turbu lent as before. Sometimes all wou ld suddenly go quiet and I would fa ll 20 feet, only to be punched back up seconds later. So I stayed as far away from the ridge as I thought safe, without los ing too 21

much ridge lift. I played the gusts at minimum sink for what seemed to be a long time, probably 15 minutes, but I couldn't get any higher than 50 feet over the top. But I was patient and began to take in the scenery. After looking off into the distance for a while I looked down below me and I was nearly twice as high as the ridge! And I hadn't done anything to get there! Now I began to concentrate on flying. It began to get very smooth and very quiet - almost eerie. I looked at the mountains around me and I was going up at an incredible rate, yet it was so smooth there was no bodily sensation of lift. It began to get warm around me, so warm that I would have been uncomfortable in anything more than a T-shirt. Now I was as high as the highest mountains nearby and still going up fast. The ridge I took off from began to look flat. I didn't know much above waves, but it just seemed like the natural thing to do to get way out in front of the takeoff ridge over the valley. So I released bar pressure and slowly drifted out over the center of the valley. Now I was

twice as high as al/ the mountc1ins around, and the upper reaches of the valley J was over began to look lik!:' a relief map. I could see that John c1nd Gary had landed in the valley. All this wc1s so strange because it was so quiet and so smooth - smoother than any coastal soaring I'd done anywhere. After a while, I didn't know for sure if I was going up anymore because I didn't have a vario or altimeter, and as I looked at mountains in the distance I couldn't "iPP ,1ny more parallax between them, or relative change of position of one mountain to a more distant mountain. I looked straight down at the surrounding terrain and tried to estimate my altitude. It looked like just a little less height than looking down at the floor of Yosemite Valley from Glacier Point - a 3200 foot drop. I kicked myself later for not staying there longer, but I got a bad case of "go for distance." Remembering that John had said the wave was only at the end of the valley, I thought I might find another wave way up the valley, or at worst I could follow the valley wall on

ridge lift. Well, a half mile up the valley I found myself losing altitude at least as fast as I had first gained it. The walls of the valley began to loom up at me, so I headed downwind for the ridge, but there wa'> virtually no lift there either! J was flying along the edge of the cliff at a terrific ground speed - the wind was blowing straight up the valley! The wind was so strong that when I did a 180 and came down for a landing the best forward speed I could attain on touchdown was backwards about 1 mph. I hitched a ride, with some very excited locals, back to John and Gary, who were standing next to their gliders in the landing area. John tried a half dozen times to make wave entry, but failed. So perhaps there is some luck involved in making entry into a wave. We weren't looking for a wave here. We had never flown a wave before. But now we have done some reading about wave characteristics and wave producing situations, as we hope to be in the right place at the right time again sometime . ....-,

ULTRALIGHT CONVERSATION rcont,nwd from pJge 7! coin, but could very well serve as an example to the industry. Earlier this year we had planned a flying vacation to Tennessee after months of flying our new gliders under various conditions at local site,. The news of these plans hJd been indirectly communicated to the manufacturer of our gliders by a rush order for some spare p.irts. A week before our vacation we received a long distance telephone call from the manufacturer who explained that a recent flying incident had raised a question regarding vertical dive recovery in our glider$ design. He asked that we cancel our plans until the question could be fully resolved. Having listened to his detailed explJ nJtion of the incident we were frankly ~keptical that the situation rea I ly warranted a total cessation of flying. The reason for this skepticism was that the incident had occurred in severe flying condition, and having followed accident reports for years it would come as no surprise that any rlesign could fai I under these conditions. In the end _better judgement won out and the trip was postponed on his advice. Registered letters were sent by the manufacturer to each owner advising them of the situation and promising an all out investigation Into the design question. 22

In our opinion, Brian Jensen, Sun Sail The promise, we now know from the reCorporation, deserves the support we sults, was fulfilled as a short time later a hope this letter will provide. modification was developed to improve Alan Airey, Swift 38 USHGA# 14831 the vertical dive recovery. The modificaGary Evans, Swift 38 USHGA# 11104 tion required that the sail and outer leadDave Whedon, Swift 38 USHGA# 13776 ing edge spars be returned to the factory which is a considerable distance away "Innovation" from our homes. Not only were these modifications made at no expense to ourselves, Dear Editor, I was surprised to see in your last issue but the air freight both ways was also absorbed by the manufacturer. Letters again (Nov. '76) a new Manta "innovation." It were sent to owners fully explaining the was in the Promo section and showed the modification and letters were also supuse ofheatshrinktubingonthimble-tang plied for communicating recertification of connections. This makes a very tidy package and is indeed a good idea. What puzthe design to site controllers. We as owners are still not convinced zles me is why Manta calls it a new idea. I that the original design had any more of a am presently flying a Falcon V from dive recovery problem than several other Chuck's Glider Supplies, which came with top designs on the market. What we are the heat shrink as a standard feature. So sure of is that the manufacturer spared no did the C.G.S. Spitfire that I previously time or money to correct what he at least flew. The use of such tubing has been stJndards practile at Chuck's since early felt was a potential problem. Without being critical of how other manufacturers this year (76). Kevin CarrahPr have responded to similar situations Iet us say that these actions speak very well for l----"Acck'c0c'o'CO'-ChC;o_ _ _ _ _ _ _----l the manufacturing end of the ~port. Hope/ law .~omething on your mmd? //ANG GLIDING magazine welcomes letters to fully it will serve as an example of the responsibility that must come if our sport i~ the editor. Please address your letters to to survive Unburdened by outside regula. I/ANG GLIDING magazine, clo USHCA, lion. Box 66306, Los /Inge/es, CA 90066 FEBRUARY 1977

l I

~ ! rn

I i

Donald A. Walters is an Asmt.:int Professor at the West Virginia College of Graduate Studies. He earned a Ph.D. from the University of Michigan specializing in human learning and human performance. He is also a Hang-4 pilot having flown for over 2 years, and is a USHGA Observer. As an Observer Don has watched beginner and intermediate pilots encounter s1mila1 problems, repeat similar mistakes and pay' the µrire of poor decisions. Hi, concern for lhese pilots has led him to prepare a series of articles under the general heading "Pilot Limitations & Hang Gliding." We share his hope and belief that pilots at all levels of learning will understand and apply the principles presented in the following article and future article;, and thereby help minimize the ha,,Mds of learning to fly.

The Intermediate Flyer= Haw Ta Fly new Conditions Safely By Donald A. Walter There are basically three separate sets of skrl Is to be learned in hang gliding. The first is a group of physical actions used to control the glider. The precise coordination of pitch, yaw, and roll needed to make a takeoff, a smoothly banked turn, or a spot landing are examples. The second is the

knowledge of what air movements may be encountered and what those air movements may do to your glider and how it flies. The third is the

learning of how the first two are tied together so that the proper coordinated control actions occur without delay in the proper situations. The beginning pilot must eventually master all three of these skills, and he must do so by trial and error, by instruction, or by both. In the early stages of flying, when formal instruction may be given, the first set of sk"ills (the actual control of the glider) are emphasized. This is because these skHJs are what the flyer needs to get into the air and experience the thril I of flight. The other ski I Is

cannot be fully employed until glider control is mastered. Unfortunately, the learning of the rudimentary movements needed to get the glider into the air (and down again) signifies the end of formal instruction in most flight schools, although there are some exceptions. This leaves the flyer high and dry in a situation where he alone must not only refine glider control movements, but learn to assess the capabilities of his glider and the effects of air movement. Most flyers, if they show the appropriate caution that a potentially dangerous sport warrants, will seek advice from those who have recently been through the same learning experience. This is a type of instruction, for a few themes will be heard over and over again. Such comments as "keep your airspeed in turns, keep your airspeed ·1n landings, watch for wind shadows and wind gradients" tend to repeat themselves. By asking questions and listening to other flyers discuss certain terrain 23

" ... Advice-learn one thing at a time, fly a site until you can't stand the sight of it, and step up to new sites and conditions in the smallest steps possible." situations and glider capabilities, a great deal of knowledge involving air movements and glider capabilities may be gained. Since the knowledge gained here is of the factual variety rather than the physical skill variety, it can also be gained by reading extensively about airflow, weather, mic-

rometeorology, aeronautics, etc. One situation which must be studied extensively is about airflow and turbulence near the ground. It is more difficult to acquire the third set of skills which blends factual knowledge with glider control actions. There is no way to do so without flying, so this is a very dangerous stage of development for the flyer. The

danger is enhanced somewhat because this is the time when formal instruction teases (but should be most valuable) and the flyer is flying advanced sites which can be potentially dangerous. There is no way to eliminate the risks that are inherent in learning at this level, but there are some considerations and limitations that every flyer should be aware of which can decrease the risks involved. The basic situation is as follows: we have a flyer who knows how to control his glider at a USHGA Hang 2 or beginning Hang 3 level. He also has the basic knowledge required by the written USHGA Hang 2 test and hopefully more. He is now ready to take those glider control skills and glider knowledge and learn to combine them. He is ready to look at a new site, determine what should happen to his glider in certain wind conditions and what he has to do to fly those conditions, and then to go ahead and try it. He knows what to do, and when to do it, but he has not done it. Now, there are two basic rules which can make this "virgin" flight safer than it could be. The first rule is to learn one thing at a time. The second is to have all situation-action sequences so well practiced that every correction and flight maneuver is totally automatic except the action required by the new situation. The reasoning behind these simple rules is

the result of a great deal of research on attention and reaction situations in humans. What the research shows is this: invariably, human beings (which l believe includes flyers) have a basic limitation in their ability to react to a new condition. They can only recognize, interpret, and respond to one thing at a time. They can do this successfully by what may best be called "pre-programming" themselves. This involves (a) studying a situation thoroughly and then deciding on an appropriate action, and (b) rehearsing the situation-action sequence many times by visualizing, imagining, or simply thinking about it for a while. This, if done wilh the proper concentration, "programs" the link between the situation (e.g. sudden lift from a cliff face) and the correct control reaction (pull the control bar in) so that the latter will occur rapidly and reliably when the situation arises. If the flyer can focus his total attention on this situation-action sequence, both before and during flight, he will almost always succeed. However, if he is to focus his total attention on it, all other actions and reactions involved in the flight must be totally automatic so that they occur almost by reflex. The only way that this may be accomplished is by practice, practice, and more practice. If these reactions are not automatic, some attention will have to be withdrawn from the new situationaction sequence, andwhen this is done, the required action to the new situation may not occur at al I, or (more likely) may occur too late to be of any use. Consider this example: Taking off on a gently sloping hill is a skill that every flyer needs to have before he attempts to take off on a gently sloping hill with a narrow flight area. If he has successfully practiced the sequence of actions for a gentle hill takeoff so well that he need not think of any aspect of the takeoff once he initiates it (nose level, run hard, wings level) he can devote his attention totally to the new situation that he faces: in this case, aiming the glider between two closely

spaced trees. After a number of narrow flight area takeoffs, possibly 30, precise directional control will become an automatic part of his takeoff skills. If a flyer has not had extensive practice on gentle hill takeoffs, his attempt can result in disaster. As he faces the same takeoff situation, he is concentrating on the situation-action sequence involved in directing his glider between the trees. Since this dominates his thoughts, and the sequence of other takeoff actions is not automatic for him, he must divert his attention from some other aspect of the takeoff (e.g. nose level). There are a number of things that could happen to this flyer - al\ quite predictable. He may be lucky and successfully take off without incident. Most likely he will make a mistake in some previously satisfactory aspect of the takeoff. This is because his attention is focused on aiming the glider. On the other hand, he may hit one of the trees after a successful takeoff because his attention was not properly focused on aiming the glider but on some other aspect of the take off. I recently witnessed a situation which illustrates this principle at a good soaring site in Virginia. The takeoff slope was gentle, approximately a 5: 1 glide ratio, so a headwind was desiredfortakeoff.The slope had a great deal of brush (to catch wingtips of high performance gliders}, and in front of the slope there was a tree line on top of a cliff with two very tal I trees about forty-five feet apart. They were close enough so that when you left the ground, your glider had to be pointed directly between the trees. Advanced Hang-3 and Hang-4 flyers were having considerable difficulty (in windless conditions) because of the extremely gentle slope of the hil I and the brush. At the time the site was unregulated, and numerous intermediate flyers who had not had extensive experience in shallow slope takeoffs were attempting to fly. One such pilot tried to take off (in the best possible conditions) three times. He first crashed as he started to run because his nose was too low. He was pointed in the right FEBRUARY 1977

direction to successfully navigate the trees (apparently he was concentrating on the trees). He tried again and stalled during his run. That was fortunate, for he was headed directly fort he center of one of the trees. The third time, he was able to get airborne but brushed one of the trees and did an involuntary wingover in a mild lift band coming up the cliff. The incident resulted in a badly damaged glider, but no harm to the flyer; but it could have easily been the other way around. A number of other pilots tried and failed. In each case, none had extensive takeoff experience on extremely gently sloped hills. In each takeoff attempt, the presence of the two trees (and other difficult conditions) led to some difficulty in some aspects of the takeoff. The requirement to pay attention to a new condition led to another mistake. This example (and many others) can teach us what can be done about this to make such new experiences safe. If a flyer is to fly in a situation in which there is a condition which he has not encountered before, (a) it must be determined whether he has extensively practiced the actions needed to successfully fly the site except, of course, the action required by the new condition. This should amount to no less than 25 adequate executions of those actions; (b) he must be well apprised of the effects of the new condition and what action is needed to successfully navigate it; and (c} he must concentrate and evaluate what he has been told and go through the situationaction sequence in his mind over and over again (pre-programming). These procedures should be followed by flyers who wish to remain safe. Simply put, they add up to the well-known advice - learn one thing at a time, fly a site until you can't stand the sight of it, and step up to new sites and conditions in the smallest steps possible. It is of the utmost importance that the safest procedures be used for hang glider flyers to progress and learn. Saving the lives of eager intermediate flyers, not to mention the preservation of flying sites, sometimes requires a slower pace of learning. Jf you plan to fly well into old age, the time to starting planning for that is now. HANG GLIDING

·,....

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Kula Jury B"rkhart (B08) 878-6132

ernAHO ldaM Falls Walker Rec. Prods. 1208) 523-0811 ln<om Upward Bound So. (208) 775-34D0 e10WA Davenport Jim Shad\ Brady St. Palmer .KANSAS Ak. 8alloon Ase. Merriam (907) 745·4222 Voyager's P&P Shop Valde, (9l3J 262-6611 Ventures Un/td. .KENTUCKY c/o /lo. West Const Louisville .ARIZONA Great Outdoor; Phoenix (502) 895-7353 US Hang Gliders .MARYLAND (002J 944-1655 Gaithersburg .CALIFORNIA Sport Flight Arroyo Grande 001) 840-9284 Cent. Coast H.G. ctr. Randall,town (805) 489-2220 Econ-0-Flight S)"S. Ba~ersfield 1301) 655·6818 Flight Riis. B>5fd. .MASSACHUSETTS (805) 323-9759 Randolph Daly City East Wind H.G.', Chandelle S.F. (617) 963-6107 .MICHIGAN (415) 756-0650 Fresno Bridgman Midwest Sehl. of H.G. Monarch S,:Y $,tils (209) 264-6880 (616) 426·3100 la Habra Grand Blanc The H.G. Shop Frank Sheflett 1213) 943-1074 013) 738·2505 Paradise Harbor Springs Bryan Elhard! Chan<f<lle of H. S. (916) 877-88H 1616) 526·5051 .MINNESOTA Redding Sail Wing Sky Sehl. No, Duluth (916) 241-1105 The Lift Shop Santa Barbara (218) 724·2916 Channel Is. H.G. Emp. Minneapolis 18051 96S·FREE Do )t H.G.'s Van Nuys (612) 338·8365 So. Ca. Sehl. of H.G. .MISSOURI 1213) 999-54(,0 Joplin ecoLORADO Sky Unltd. H.G. Sup. Aspen (417) 623-3384 Get High, Inc. .MONTANA D03J 925.3275 Kalispell ~nver Crown Entps. Rocky Mtn. Marjne (406) 755·6484 (3031 355-9471 Missoula Hosper"' Upward Bound No. 4 Corner> Sehl. of H.G. 1406) 549·7292 (3D3) 533-7550 .NEBRASKA Lakewood Sutherland Charlje Baughman Sam Burchard )2371 w. Colfax Bo, 651 .HAWAII .NEVADA Kailua Reno Soaring Unlimited Sierra Wind Spts. (808) 261-2640 (702) 786-5111

.NEW HAMPSHIRE Franconia The Hanger (603) 823-8150 Wilton Torry's G. Sups (603) 654-6154 .NEW JERSEY Now Brunswick Sky Sailing, Jnc. 17 Hampton Rd. Ringwood Sky Aelion $pis. (201) 962-6192 .NEW MEXICO Alamagordo Flying Burrito, H.G. Club P.O. Box 1467 Albuquerque Neil Bakkum 1505) 265·7113 .NEW YORK Pittsford Rochester H.G.', 171b) 381-007' W"! Nyack Ed Perry K;t,s 19141 353-0lOq .NORTH CAROLINA Greensboro Willard Machine 1919) 2n-11n David.son Kitty Hawk Kit<s (704) 892-7950 Lin,i!le Kitty Hawk Kite; 004) 963-4969 Morganton Kitty Hawk K1tos (704) 584-3118 Nags Head K;\ty Hawk Kito, 1919) 441-6247 .OREGON Gmham C•ry Soli>erg (503) 665-6788 Milwaulcie Dick wade {503) b54·H42 .PENNSYLVANIA Downington Sweet Sky Gliders (215) 269-5109 Oil City Oil City H.G.'s (814) 645-5104 Marysville Roger', H.G. Shop (717) 957·2047 Wayne,burg Blue R;dge Kit•• 304 S. Morgan St.

esoUTH CAROLINA Greenville The Great Escape (BQ3) 242·4229 .TENNESSEE Clarksville Buster Yates (615) 648·8915 Johnson Cay Dr. J .!. Mr. G (615) 929-3468 Knoxville Butterfly Jnd,. (6151 522·0202 .TEXAS Austin Hill Ctry H.G.'s 3402 Catalina Dallas Peadon/Rozier 1214) 692-8643 Houston Crow Flight 17131 526·6867 .UTAH Salt Lake Cily The ~,te Shop 1801) 359.7913 Wasatch Wings (801) 260·2922 eviRGINIA Ashland Kilty Hawk Kites 1804) 798-5729 Roa no<• Windsong (703) 989.f>487 eWASHINGTON Richland De«rt Sehl. Flt. 1509) 943·3951 Spcl<a"" Sky Ryder,, Inc. (509) 484·1606 ewEST VIRGINIA Huntington Mt. State H.G'9. (6061 324·1600 ew1sCONS['1 Milwaukee Sea n Sk; Shop, (414) 462-5880 Terry Wadina (4141 463·6892

ecANAOA Vancouver, 8.C. Hor;zons Aerospt,. (604) 876·2631 .EUROPE F. ferrior• & Jean Clause Bres r. H. Mussard 12 1208 Ge"''" Switzerland

.PUERTO RICO Joe Schmid San Juan 8881 Sudhagel 12 Gunnar WilHams P .0. Box b356 LS West Germany

"(,

"My hope is that we won't reinvent the airpla ne. I think the basic element we should keep is the ability to land and take-off on our feet."

AUllllARY

tR D llO

by John Lake The gl ider felt awkward with the extra twenty-eight pounds on the king post. Al Waddi-11 helped balance it by steady ing the keel. Bob Watson listened to the idling engine, nodded "OK", and I started to run down the sandy slope. Even though there was little w ind, the weight of the SST and engine left me after a few steps. When I was about thi rty feet high, I slow ly twisted the motorcycle thrott le i n order to apply power. I could hear the muffled engine increase rpm, but I didn't notice any parti cu la r tr i m change. All that happened was that I had started to climb. After pass in g over the area where the gliders were landing, I idled the engine down and glided towards the beach. At about twenty feet I cranked in enough power to ho ld height while maintaining about 25 miles per hour airspeed. You wou ld have to experi ence it in order to believe the sensation of cruising over the beach buggies, campers, and surf. I then throttled back reluctantly and gli ded to a norma l land ing. With this success Bob Watson, :,,vho had built the power unit, and I had two questions rema ining. First, cou ld a hang glider pilot, without prev ious power experience, fly it safely? Second, cou ld we take off from level ground, with little wind help ing? We carried the glider to the top of a twenty foot bluff where Mike Waddill , who had experience only in hang 26

gliders, hooked up. He chose to take off w ith fu ll power, now that we knew it flew wel l enough. Mike took a couple of steps and ci rcled to about 200 feet above take off. After landing, he reported no problems. The fina l test was a take off from the level beach. We decided Mike shou ld do it because of h is youthful legs. There was almost no wind. With the engine wide open, Mike started to run. He tri pped on about his fourth step. This caused h im to "jump" on the glider. The control bar came to within an inch of the sand with the glider mushing severely. But, by not trying too hard, Mike was able to build up proper flying speed and he flew off. Because the f light path was leve l, ma ny people thought that the nose was too high, but this was just an illusion. Bob Watson and I were jubilant. We had accomplished everyth in g we had hoped for. It all worked! Now we fo lded the glider, stowed the engine, and headed home; we did not want to overdo our slight bend ing of Federal A ir Regulations. The FAA has been very fair and understanding about powered ultralight flight experimentation. Let's look at some numbers which shou ld help if you are thinking about powering your rogallo. One horsepower is defined as the work expended in order to li ft 550 pound s one foot per second. Let's as-

sume that the total weight of glider, engine, and pi lot is 250 pounds and that this combination descends at five feet per seco nd (300 ft/min) at min imum si nk airspeed. Five feet per second times 250 pounds equals 1250 ft/lb/sec or, when d ivided by 550 ft/lb/sec, equals abo ut 2.27 hp. Ideally, this means that 2.27 hp would maintain level flight at minimum sink air speed. If we double this horsepower to 4.54, we should climb at 300 feet per minute. We would now call minimum sink airspeed "best rate of cl imb airspeed." Now, let's assume that the glider has a best glide ratio of 7 :1 at about 25 miles per hour. 25 mph is about 37 feet per second. At 7: 1, this implies that the sink rate is about 5.3 feet per second. 5.3 fps times 250 pounds equals 1325 ft/ lb/sec, or about 2.4 hp needed to mainta in altitude. We sho uld now cal l the best LID airspeed the "greatest distance airspeed." Of course, all this overlooks the inefficiency of propell er and drive train. Let's assume, for now, a 50% efficiency. This would alter the horsepower required to 9+ for the climb and about 5 for crui se. Engines of reasonabl e weight are ava il able with horsepowers of 12 or more, but it is evident that we must be careful about weight and very careful about prope ller effic iency. The sin k rates ofloday's new rogallos al low using them with power. FEBRUARY 1977

With propeller efficiency so crucial, one thing is evident when using high rpm engines with their excel lent power to weight rat ios: a geared propeller arrangement is needed. We used a 36" propeller with 19" pitch, geared 3: 1 with a McCulloch 101-M. Next time I would try a 21" pitch propeller or 2.5: 1 gearing. Most people have used pusher propellers, but I consider this to be a mistake as turbulence red uces propeller effi<;:iency. It is a good idea to minimize structure close behind the propeller. Drag in the propeller blast can hurt. For a good hang glider pilot, flying a powered roga ll o is easy. Just think of the engine as an altitude control.

Don't use the engine to get airspeed. Just use it to contro l sink and continue to use pitch to contro l airspeed. Be sure to cooperate with your local FAA. They are pilots also; they can help you a great dea l with hardware, workmanship, and safety. My hope is that we won't just reinvent the airplane. I think the basic element we should keep is the ability to land and take off on our feet. This year's Nationa ls, at Heavener, Oklahoma, will include a National Fly-In. It is hoped that many auxil iary powered hang gli ders wil l be there. If so, there will be some events included for them in the Fly-In activities. It seems to me that the future of auxi Iiary powered ultra light aircraft is enormous. The need is obvious in places such as Florida or Southeast Texas. Can you imagine taking off a beach in Florida and climbing up into the lift below those clouds, a gaggle of friends cruising down the Rio Grande, or climbing up to that inaccessible butte in the Southwest? ..,. Will your glider work? Assume that you desire a 300 ft/min rate of cl imb. P = Pilot & harness weight G = Glider weight M = Engine, Prop. Etc. Weight T=P+G+M E = % efficiency (.40, if you're optimistic.) S = Sink rate (ft/sec. remember drag and weight of engine) hp = estimate of power needed hp = (T X S) + (T X 5) 550E

_....

OPPOSITE PAGE: John Lake stands in front of auxiliary powered Rogallo after making several successful flights at Guadalupe Dunes, Calif. TOP: Close-up of the power unit designed by Bob Watson. The engine, a McCulloch 101-M with a 36" prop, is mounted on the king post. CENTER & RIGHT: With assistance from Al Waddill, John Lake takes his first powered ultralight flight. The engine Is used only for altitude control, whereas weight shif1 is used to control airspeed. All photos by Al Gillman.

Dear Sirs,

an open letter to the aviation community

)

To those whose only knowledge of the sport has been found in the texts of sensationalized magazine articles and inaccurate news reports,the words "hang gliding" are likely to bring to mind images of an individual

"blessed" with an adventuresome spirit (and lacking in grey matter) hanging from a conglomeration of who knows what and flying who knows where by ten ... whoops nine! ... white knuckled fingers. In earlier years this might have been an appropriate characterization; but TODAY, when hang gliders have flown cross-country nearly 50 miles and the 100 mile mark is a couple of thermals away; when several pilots have accomplished elevation gains in excess of 7000 ft. and 10,000 ft. and greater gains are but days ahead; when enthusiasts describe their gliders using words such as aspect ratio, washout, span, and other conventional aerodynamic terms ... TODAY, this is just not the easel Today's hang gliders are vastly improved over earlier models and in every sense of the word can be considered aircraft. The higher aspect ratio gliders now dominating the sport are superior in every respect to the obsolete "Standard Rogallo" of NASA origin. Not only performance has been improved (sink rates compare favorably with some soaring birds), but stability and control characteristics have been enhanced as well. An especially beneficial by-product of the quest for performance has been the increased effectiveness of weight-shifting as a roll control -these "new" gliders, despite their 31 ft. spans, can reverse a circling turn at 45° bank in as little as three seconds! This higher level of hang glider technology is due in part to today's designers and manufacturers being more technically oriented. Recently the Hang Glider Manufacturers Association has been reformed, and already significant steps have been taken to assure the aerodynamic and structural airworthiness of the aircraft manufactured by its members. Efforts to define an airworthiness standard based on existing aviation requirements and guidelines, but modified to meet the specialized needs of hang gliders, have been completed. A general goal of the manufacturers organization is to promote, retain, and disperse technical information pertinent to safe glider design and operation. The aerodynamics of lightly loaded, low speed, high incidence aircraft is perhaps the most neglected area of aeroscience. Talented hang glider designers and enthusiasts have made - by way of intellectual insight and the tedium of trial and error - important advancements in this field. However, if hang glider technology (and accordingly pilot safety) is to be advanced in the most expedient and straightforward manner, we will also need the assistance and cooperation of the general aviation community ... its facilities, its personnel, and its intellect. During the first years of our sport, most flying and designing was done on a strictly "seat of the pants" basis. Misconception abounded. Problems were difficult to identify and properly define and even more difficult to solve. Today we know the problem areas. What is lacking is the intellectual interest and the financial reward needed to promote their solution. It is unfortunate and frustrating that a higher level of pilot safety is just over the horizon, some air miles away, but a fuel tank calibrated in dollars and cents says, "Sorry, you can't make it!" and we are forced to land short. At this time, the most pressing of our technical needs is to determine precisely where we stand in conventional aerodynamic terms. How does the pitching moment, directional stability, dihedral effect, etc. vary with angle of attack. Whal is a reasonable value for the damping in pitch parameter Cmq and the damping in roll parameter Cp1? Of all the stability derivatives, which are the most configuration sensitive? Full scale, professionally supervised, wind tunnel testing of representative configurations as part of a funded, in depth, safety oriented study of hang gliders would provide this information. Its importance is obvious, and like the value of even one pilot's life, can not be ovef"stated. If you have skills, knowledge, or ideas for the funding and formation of a formal investigation of hang glider aerodynamics and would like to help our effort to expeditiously achieve a higher level of technical excellence and pilot safety, please contact: Gary Valle, Hang Glider Manufacturers Association P.O. Box 2711 Van Nuys, CA 91303

FEBRUARY 1977

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~~~"'6t.C~~i.iog~"gRiJi:,E::::;~E.\'1to'"r~ .iJ~ "l"HE!R. HANG GLIDING

Eastern Breezes by Dan Johnson

CROSS COUNTRY FlyiNG AloNG LAkE MicltiGAN

•

Somehow a report on a twenty mile flight lacks spark, does it not? But twenty miles on a thirty foot bluff now there you've got something! In fear of completely deluding you, though, let me provide you with some background and details. I'll try to be mercifully brief. Mark Hays is a native Milwaukeean, a sales manager for a toy manufacturer and distributor. He has been around gliders since early' 7 3, qualifying him as a "seasoned veteran". Mark measures in at six-two, and two hundred pounds. His remarkable trip was flown with an Electra-Flyer Cirrus 3, which has a recommended weight range limit of 170 pounds. Mark Hays flew the bluff first in the summer of 1973, an uneventful flight of thirty seconds, which was not fol lowed by another attempt until this last Fal I. At this time, Mark, whose experience has increased steadily over the years, began to realize the potential of the East Bluffs just north of the city of Milwaukee. He also began noticing how frequently the winds were easterly. Mark went back in early October to re-examine the old site. An estimation of the bluff's continuity and the proper winds indicated that a long soaring flight WdS conceivable.

INITIAL FLIGHTS The bluffs face northeast at the chosen launch point. On the first flight, the winds were north/northeast at 18-22, rather cross. Mark launched and covered about three miles in twenty-five minutes. He landed on the beach, and hitched a ride back. A second flight that day lasted two hours, all in the take-off vicinity, concluding with a landing back on top of the bluff. The stage was set. Mark began to contemplate a flight from Mequon to Port Washington and back, approximately 10 miles each way as the crow flies. A successful out and return flight would very likely clinch the Midwest cross country record for a long, long time. And a success it was! I journeyed northward to Milwaukee to speak with Mark and get

HANG GLIDING

his story to relate. Here it is in Mark's words with my paraphrasing. "On a chilly brisk Saturday (October 23. 1976) I rang my friend and fellow flyer, Steve Forrer, to see if he would like to try for a cross country flight at the site that J'd flown earlier in the month." "Steve was predictably enthusiastic and we met at the launch to discover winds of 20-25 due east. Almost perfect, I thought. "I launched in 23 mph, got up around 150 feet over the bluff and cruised back and forth while Steve made ready and launched. The winds picked up to 28 or so, and I began to move northward. Steve followed. At this point the bluff is totally tree covered, and falls sharply to the lake (Michigan) leaving only a three foot beach; not much if problems arose. 'Oh well', I thought, We'I I cross those ·bridges as they come.' "Steve had just 'converted' to foot launch from towing. While he was soaring well that day, he evidently felt less confident than land turned back. Too bad, I would have enjoyed the company on this new venture, but I felt very good about the flight. I felt invincible. I pressed on. "Still confident, I was three and a half miles down-ridge. The bluffs were yet ample enough, but al I housing disappeared. Here the ridge is about 150 feet and I was 100 feet above it. "At five miles down the ridge, the bluff's edge begins to recede from the lake. Suddenly the height of the bluff sharply begins to decrease. 100 feet, 75 feet, 50 feet, then a 'plateau' at a dismal thirty feet. Trees, just as high as the bluffs, now shield the bluffs from the lake winds. "My altitude decayed rapidly, down to only barely hanging in at a scant ten feet over the trees. A tree landing seemed so imminent I began a search for one tree more suitable than the others. So much for my twenty mile shot. "All this time my movement had still been northward, t suppose, just because my mind had been set to go the distance. Then, the bluff's edge began to change again, first increasing

in height with less obstructions to a nice clean edge near the fake. The move over the last four miles seemed very docile, by comparison. "Workmen at the power plant in Port Washington were startled by my glider, but began waving vigorously when they realized what was happening. They yelled something but I couldn't hear a word. The wind whistled in my helmet. I believe its speed had increased even more, 30 perhaps. "A group of seagulls left their fishing briefly to join me in a game of which only they had any concept. Nevertheless my ego enjoyed their visi{ing a fellow flyer. "I gained up to 200 fefit over the bluff, now 17 5 feet up from the lake, as I began the return trip. I maintained the height over the bluffs carefully until the easy four miles was gone. Then ... the 'gap.' "After gathering as much altitude as possible, l decided to just fly at best L:D straight across the low land and trees, where the bluff is almost indistinct. Jt worked! I squeaked by the last trees with 10- 1S feet to spare, picked up the bluff again, gained altitude, and continued. "Back in Mequon, in about three hours time, I landed back on top, perhaps 200 feet from the bluff's edge. Yes, it had been three hours exactly, 2:45 p.m. til 5:45 p.m. I had a midwest record! "The glider was the major factor. The bluffs are soarable now that we have crafts like the Cirrus 3. In the effort of cross country, speed is of the greatest importance. My experience with the trees impressed that upon me." POST SCRIPT In a part of the country where cross country flying is received with incredulous looks, Mark has achieved a major stride in increasing the favorable image of hang gliding. Mark assures me that he should be able to continue this public awareness in flying the Bluffs of Milwaukee. My hat is off to you, Mark!

PICTORIAL BY BETTINA GRAY

INTRODUCTION BY KEITH NICHOLS TORREY PINES: the name brings many emotions to people that know of the place. Hang glider pilots regard It with a mixture of awe and pleasure; spectators find it very exciting; crew members like it because they don't have to drive great distances to pick up their pilots. When Torrey Pines gets soarable. it's one of the most popular flying sites in the southwest. Torrey is a site that has long been flown by sailplanes and radio controlled gliders and now hang gliders have been flying it for over 5 years. One of the first pilots to fly Torrey was Taras Kiceniuk, who. back in 1971, flew his prototype Icarus II for National Geographic Magazine. Probably every well known pilot In the sport has at some time

gone out to fly there. Dimensionally, the ridge is about 4 miles of very irregular cliffs, gullies, low spots, and high lift areas. On a good day the lift band will extend well out over the water, giving plenty of room for as many kites as can get in the air. On New Year's Day, 1975, there were 37 gliders in the air at one time. The current duration record is held by Herb Fenner who stayed aloft for 6 hours 10 minutes in his Sundance. The shortest flight is probably the one by an Oregon pilot who forgot to hook into his Seagull mand hung by his hands from the base of the control bar all the way to the beach, where he dropped off 10' above the sand. Torrey Pines basically has two types of soaring condition~. summer and winter. Summer is usually pretty mellow, warm, and easy to fly. A minimum of clothing is worn and when a landing down on Black's Beach, aswimsuit optional area, is planned, even less is worn. The ocean is warm and

an hour of swimming is often looked forward to after a couple of hours of flying. Winter soaring. however, is something else again. The winds are gusty, turbulent, and can switch direction without notice. Cold fronts usually bring In rain and occasional hail with their winds. But winter is th('! best soaring in terms of distance and altitude possible. Pilots have been over 1000' above those cliffs and soared north, half way to Del Mar, the next town up the coast, and south, well past the pier at Scripps Institute of Oceanography. There are a lot of tricks to flying Torrey; talk to the locals, they'll be glad to help out. Check in before you fly. As with any other nying site, there are hassles. Wait your turn and help out others. Flying the cliffs can be some of the most fun flying ever, as well as educational. lt' s become one of THE places to visit by both pilofs and spectators. The people that fly there a lot hope you enjoy it as much as they do.

' .....

----

TORREY PINES PICTORIAL (cont.) When the wind blows at Torrey, pilots come to these beautiful cliffs to enjoy the pleasures of fine ridge soaring. It's a favorite site of hang gliding photographer Bettina Gray because "There's always something exciting going on there." Living nearby in Rancho Santa Fe, she spends many afternoons photographing Torrey a nd visiting with the "regulars" including her son, Bill Liscomb.

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GWinter Flying ~ndThe GWindchill Factor by Eric Novotny As hang gliding is a year-round sport, many pilots will be flying over snow and in windy winter conditions. In order to cope with the special conditions brought about by flying in cold air, pilots should be aware of the effects of low temperatures and wind on their bodies.

The term "windchiJI factor" or "windchill index" was coined by meteorologists over thirty years ago. Most people associate the windchill factor with a relationship between increasing wind speed and actual outside air temperatures. The purpose of this article is to explain the known effets of windchill as they apply to hang gliding - both quantitative and qualitative. Windchill combines the joint cooling effects of actual outside air temperature (in degrees Fahrenheit) and wind speed (in miles per hour) Into a single "equivalent" temperature which measures the combined cooling effects on the human body. For example, if the actual temperature is 20 degrees F with a wind blowing at 20 mph, the effect on exposed human flesh would be equivalent to -9 degrees F and calm. The first point to remember are the words "exposed human flesh." The windchill factor is only applicable where exposed skin is involved, since wind as well as temperature affects heat loss from the body. When the pilot is airborne or waiting for a takeoff run with his face into the

AIR SPEED INDICATOR FOR FLIGHT CONTROL If OTHERS ARE FLYING HIGHER ANO LONGER THAN YOU ARE, MAYBE YOU NffD BETIER CC~'TROL CF YOUR AIR SPEED. ASK YOUR llfALER ABOUT THE MEHIL AIR SPEED INDICATOR TYPE.

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AIRSPEEDQMETER

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•

VARIOMETER AND/OR

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wind, the factor applies to face and hands - often exposed in winter. This author prefers to fly in a goose down parka, windproof trousers and insulated gloves, especially for lengthy periods of exposure. Some pilots like to keep their faces and hands bare in order to feel the wind for changes, but the steady cold air can be uncomfortable and even dangerous. Understanding when windchill equivalent temperatures wil I produce discomfort or a case of frostbite is valuable in a sport which exposes its adherents more than the other winter sports to wind and cold. Figure 1 shows the standard windchill equivalent temperatures published by the National Oceanographic and Atmospheric Administration (NOAA}. (Additional information can be obtained from R. L Pratt, Notes on the Determination and Uses of Windchi/1, 1969, Office of Public Affairs, NOAA, 6010 Executive Blvd., Rockville, Maryland 20852.) If the outside air temperature is read across the top of the table, and the corresponding wind speed from the side, the windchill equivalent temperatures are given. "Calm" is usually meant to be about 3 mph - equal to walking. There is some disgreement aboutwindchil I as a universal standard since individual tolerances vary. Further, very little additional chilling may be experienced at winds over

AIRSPEEDOMETER

FEBRUARY 1977

Figure 1. Windch1II Table (NOAA, 1969) Windchill Equivalent Temperatures {degrees F) Calm

-5

-10

-15

-20

I -25

-30

-35

-40

-45

-6

-11

-15

-20

-26

-31

-35

-41

-47

-54

-2

-9

-15

-22 1-27

-31

-38

-45

-52

-58

-64

-70

1 -77

-6

-11

-18

-25

-33

-40

-45

-51

-60

-65

-70

1 -78

-85

-90

-4

-9

-17

-24

-32

-40

-46

-52

-60

-68

1-76

-81

-88

-96

-103

-7

-15 -22

-29

-37

-45

-52

-58

-67

-75

-83

-89

-96

-104

-112

-2 -11

-18 -26

-33

-41

-49

-56

-63

-70

-78

-87

-94

-101

-109 - 117

-4 -13

-20 -27

-35 -43

-52

-60

-67

-72

-83

-90

-98

-105

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-6 -15

-22

-29

-36 -45

-54

-62

-69

-76

-87

-94

-101

-107

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-17

-24 -31

-38 -46

-54

-63

-70

-78

-87

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-118 -128

-17

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-38 -47

-56

-63

-70

-79

-88

-96

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Little Danger

Increasing Danger

Great Danger

Flesh may freeze within 1 minute

Flesh may freeze within 30 seconds

-128

Danger of Freezing Exposed Flesh 35-40 mph. (In figure 1, Note, the greatest effects of windchill occur between 5 and 30 mph - critical speeds for hang gliding). So far we have not addressed the question of what are "safe" combinations of wind and temperature for hang glider pilots. Most first aid sources advise caution after about two hours of outdoor activity in temperatures below 8 degrees F. Depending upon the length of exposure, some danger of frostbite exists whenever the temperature drops below 15 degrees F -whether or not the skin is exposed. No public standards have been issued which also take into account the additional effects of humidity and altitude on the windchil) factor. As air becomes increasingly dry, its ability to absorb additional moisture from exposed skin is greater, thereby accelerating the discomfort caused by cold air. Most rock and mountain climbers seems to agree that

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cold, dry air 1s especially severe on the body. A concluding word should be said about frostbite. The symptoms are difficult to recognize while flying, and there is typically no pain while the tissue slowly freezes. Loss of feeling in the exposed areas, grayish coloring of the skin, and white patches are indications that frostbite has set in. The flight should be terminated immediately. An erroneous idea is thatthe afflicted area should be rubbed with snow or ice. The area should not be rubbed as the friction can break down the frozen tissues. Rather, warm the areas slowly in tepid water or cover with a warm woolen cloth. If the frostbitten areas do not return to their natural color a physician should be consulted immediately. By paying close attention to the effects of windchil I, cold weather hang gliding can be made safe and enjoyable.

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In respome to numerous requests, for in· formation on micrometeorology, HANG GLIDING will serialize excerpts from Hang Gliding and Flying Conditions by Dennis Pagen. This is the fir.st text on micrometeorology for hang glider pilots anrf is recommended reading for a// serious flyers. Turbulence-Part I is actually the 1st half of chapter 2; the 2nd half of the chapter will be published in the March issue of HANG GLIDING.

TURBULENCE The subject of turbulence is one of the most important to the realm of hang gliding since by faf the greatest danger in this type of flying comes from turbulence of the magnitude to overwhelm HANG GLIDING

both the weight of the kite and pilot. Certainly one cannot predict the presence and intensity of turbulence to the degree one would desire, but with a basic knowledge of the factors involved and wisely utilized experience, safe flying will result. The discussi'on belmv will center around the existence of turbulence in the form of eddies (rotating bodies of fluid}, without delving into viscous forces, Reynolds stresses boundary layers and other more technical topics.

MEANING OF TURBULENCE What constitutes turbulence depends in a great sense on the perspective of the

individual. If we agree to use the random, chotic swirling of the air as a working definition of turbulence, we can see that an observer on the moon might well consider the rotating, largescale circulation movements on the earth to be turbulence. To an observer on the earth however, this motion is experienced simply as a wind lasting for hours or days, perhaps varying slowly but not to be described as turbulence. At the other extreme, to a being small enough to glide with butterfly wings, eddies too small to be felt by a human may appear as turbulence in the form of heavy gusts. What this serves to illustrate is the existence of eddies at all 41

orders and dimensions In fact, superimposed on eddies of any size are smaller eddies, which in turn are made up of even smaller swirling currents. This process continues down to the dimension where viscosity causes the energy of motion to be converted directly to heat instead of creating smaller eddies (about .01 inch [.25mm] for air at sea level). Essentially, what takes place is an exchange of energy from large scale motion to movement on a smaller and smaller scale. A moving mass of air will lose much of its initial impetus through this mechanism.

EDDY SIZES A common occurence in nature is for all sizes of eddies to be pr~sent, but often certain size eddies will be parti_cularly strong or lacking in intensity due to discrete mechanical disturbances, density changes or other forces. Th.e important matter is to understand the causes and consequences of turbulence of the size and intensity that affects hang gliders. Eddies with diameters from ~everal feet to about the span of the kite will be felt as bumps (of varying severity), while those with larger diameters (up to several hundred feet) will be experienced as sudden sink or lift. The intensity, which is a convenient way to indicate the speed at which an eddy rotates, may be much greater in a smaller eddy than in a larger one, since momentum is usually conserved (neither Jost or gained). Thus, the momentum of a large, slowly rotating mass imparted to a smaller eddy will cause the latter to rotate very rapidly, Jnd quite possibly affect a hang glider much more adversely than the large eddy from which it was formed. This will be discussed in more detail later in this chapter.

CAUSES Of TURBULENCE With the above simplified definition and discussion of turbulence, we can proceed to investigate the three ca uSes of disturbances of sufficiC'nt magnitude to endanger flying. The most obvious situation in which turbulence arises is when a solid object obstructs the path of a fluid. This can be demonstrated by creating eddy motion in flowing water by immersing one'~ hand. The size of the obstruction may be a~ large as a mountain, or as small as a grain of sand - either will affect the fluid (air for our purposes here) to a certain degree. The force that a solid

object imparts to the air is equal and opposite to the force the air imparts to the object. This force can be felt by holding one's hand out the window of a moving car, and is for the most part due to drag caused by pressure differences on the front and back surfaces. Most of the energy acquired by the air from the drag forces goes directly into the creation of turbulence. Various factors affect the size and the intensity of the turbulent eddies. These are: wind velocity relative to the obstruction, density of the air, and the shape of the obstruction. The greater the wind speed, the greater will be the 1ntens1ty of the turbulence for all eddy sizes. How winds of different velocities flow around an obstruction is shown in figure 1. The greater the density the greater the turbulent energy

Fig 1 Wind flow around a solid

(density is a measure of how many molecules are in a unit volume). Density is higher for low temperatures, so cold, heavy winter air i~ more su~ceptible to turbulence than warm air. The shape of an object disrupting the flow of a fluid is often the most important factor in determining whether or not the flow is turbulent. If sharp edges or curves are present on the object, the air will hJve a difficult time moving uniformly over the entire surface due to inertia. Figure 2 shows several shapes and the general flow patterns associated with them. In 2a the object has a cross section which presents the

Fig 2 Wind 11ow around various shapes.

least resistance to the wind, and therefore, causes the least amount of turbulence. Airplane stabilizers and struts, boat hulls, and even trees growing in a steady wind are often of this configuration. Now we have a fairly good idea of how solid objects create turbulence. Since solid objects exist entirely on the earth's surface (except for aircraft and birds), turbulence from this source is limited to a layer below 1,500 ft. (500m). We will call this layer the friction layer. In this layer, some disruption of laminar flow (smooth parallel movement of the airstream) is expected. In addition, if we look close enough at any surface we see that all air motion relative to the surface eventually stops. This is because all surfaces exhibit some degree of roughness (even the smoothest polished glass is rough on the molecular level), and the air slips internally much easier than along the surface. This is depicted in figure 3 for both a nonturbulent (smooth surface, light winds) and turbulent condition (rough surface, strong winds). This change of average wind speed with height is called the "wind gradient" and takes place in all natural situations. ,I

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From the preceding, we can come to an understanding of turbulence created by the earth's surface as being caused by the irregularities and obstructions in the path of the wind, from the size of mountains on down. The size of the objects blocking flow is cal led th<? '' roughness" of the surf ace, and determines the initial size of the turbulent eddies. Larger ob~tructions tend to create larger eddies, but these may quickly divide into smaller cells. Once again, the actual effect roughness of a surface has on the wind is determined not only by the size of the roughness elements (obstructions), but also the mean wind velocity. In light winds, little or no turbulence may occur. In slightly higher winds, turbulent eddies may form and the wind direction become quite variable. In

heavy winds (above 20 mph}, the turbulent eddies may become V('ry intense and travel well downstream before they break up. In this case, the variation in speed will be great, but the meandering changes in direction i~ lessened. In addition, turbulence near a surface is not isotropic (the same in all three cardinal directions). In the layer a few feet above a surface, the horizontal component of eddy velocity is much greater than the vertical component. This means that gusts at this height would tend to yaw (rotate around a vertical axis} a kite, rather than pitch or roll it. This directional J.JJefereriLe i~ quickly eliminated with height, and within 60 ft. (20ml of a surface the tu rbu Jence is swirling in al I directions with equal energy. A second source of turbulence is the static instability of the air. Static instability is the tendency for the air to move vertically, given an initial lift, as in a thermal. The reason that turbulence occurs in this case is that the rising air possesses a momentum (determined by density and velocity) different from the momentum of the air it is moving through. In brief, an exchange of momentum occurs between the two bodies of air, disrupting the laminar flow of the original horizontJI wind. A method uf illustrating this is to blow smoke gently across the top of a candle and observe how the rising warm air disrupts the flow of the smoke. The turbulence associated with penetrative convection in this manner usually exists in the lower 2 to 4 thousand feet (600- l 300m), but may reach into the tens oft housand s of feet in the form of highly buoyant cumulonimbus clouds. The third, and final, cause of turbulence in nature is through the mechanism of wind shear. When two layers of air arc moving with different velocities (speed or direction) a shearing action commences, in which the boundary between the two layers is torn by opposing forces. Figure 4 indicates the velocity pattern in an

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idealized wind shear condition. We can relate this case to that of the production of turbulence on the ground by imagining the line AB to be a solid surface. This is a valid comparison because the wind velocity is zero at AB, just as it must be at a solid surface. The figure depicts the situation before the onset of turbulence, but this type of smooth flow only occurs if there is d large density discontinuity (warm thin air over heavy, cold air), and the velocities are low. Small irregularities at the boundary quickly initiate turbulence in most cases of wind shear. A common occurrence in nature is the turbulence associated with wind shear in inversion layers. This shear is present due to the fact that wind velocity often varies with the temperature. A sharp inversion means a large temperature change in a short distance (a few hundred feet), accompanied by a large velocity change. Th(' turbulence experienced in this case is usually mild and limited to a narrow band along the interface of the two !ayers, but on occasion has been great enough to knock airplanes out of the sky. It is best not to fly too near an inversion layer.

Fig 5 Wind shear above a valley

A special situation related to the preceding is illustrated in figure 5. This occurs most often in winter when warm air moves into an area where valleys entrap air left by a cold mass, or cooled by radiation at night. local effects, such as valley wind, can cause large differences in wind velocity, both in the horizontal and vertical directions. This can lead to very large wind shear and the associated turbulence. The most obvious place for wind shear turbulence to occur is at a warm or cold front. The turbulence in a warm front will be greatest abOve the frontal surface and diminish rapidly below thi!> surfac"'e {see figure 6). In a cold front, the turbulence may be in a band several thousand feet thick, with the maximum turbulence occuring near the ground (see figure 7). If the air associated with a cold front is highly unstable, violent turbulence can occur in widespread areas below 25,000 feet (8km).

F,g 6 Turbulence ,n a warm front

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As should be apparent, all three mechanisms producing turbulence {surface roughness, penetrative convection, and wind shear) may be pre~ent in any combination. Careful observance of natural indicators is mandatory in all high wind flying. Above a certain height, convection is the main cause of turbulence; below this height, mechanical turbulence prevails. This height varies from frdctiuns of an inch {a few centimeters) over water (water is a relatively frictionless surface, even when small waves are present), to less than 20 feet (6m) over open country. This may increase to hundreds of feet (300ml over mountains and hills. With experience, a pilot can get a feel for the type oi turbulence to expect at different altitudes, and how to avoid it. Different times of day affect the amount and type of turbulence present. Since the mechanism behind turbulence caused by penetrative convection is the instability of the air, there is a marked diurnal variation, due to the iact that the air becomes much more stable when the sun's heating of the surfan> is reduced. Therefore, one should expect greater convective turbulence during the late morning and early afternoon, when the insolation is greatest. In addition, the fact that the wind generally reaches a maximum shortly after noon means that mechanical disturbances also show a daily variation. This fact leads to many hours of waiting on the hillside for the wind to calm tu a ~afe level on certain days. Many memorable flights have taken place through '1 quiet sky at the end of a discouragingly gusty day. ~

End of Part 1. To be continued next month

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CRITICAL SECONDS Move back 12 feet from this illustration. From that position the silhouettes represent a T-33 aircraft as it would appear to you from the distances indicated in the table on the left. The time required to cover these distances is given in seconds for combined speeds of 360 and 600 mph.

The blocks on the lower left mark the danger area. for the speeds quoted, when aircraft are on a collision course. This danger area is based on the recognition and reaction times shown in the table on the lower right.

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(continued from pa1,e 10)

USHGA CHAPTERS

which maintain a certain percentage of their members as USHGA members. The percentage i, the same as that required to amend the organization·~ bylaws, but not le'i'i than 50%. They remain autonomous org.ani:.:ation~, financially independent from USHGA, and self-governing. Some of the benefits of USI !GA Chapter status are as follow~: # 1. The Ch.ipter is given a subscription to HANG CLIDINC for its library or to use for promotional purposes. #2. Chapters may purchase addressed mailing labels for USHGA members for any area of the U.S. desired, for only 1¢ each (minimum order must be for 100, or $1.00). Price to USHGA non-Chapters is 2¢ each. # -L Chapters will receive preferential news coverage in HANG CUD/NG and be specially noted in USHGA lists of hang gliding organizations. #4. Chapters may purchase, at a special discount, designated items that USHGA sells. The January Board of Di rectors' meeting is expected to result in additioncil benefits for USHGA Chapters. Most significant is the effectiveness that results from the unity of a large Chapter membership. The more enthusiasts and organizations thJ! support USHGA, the more USHGA will be able to do for them.

Since the USHGA Board of Directors made provision for USHGA Chapters, 14 hang gliding clubs and regional organizations have applied for and received Chapter status. HANG GLIDING magJzine would like to recognize those Chapters as well as encourage other clubs and organizations to become Chapters of USHGA and join the already established Chapters in promoting the safety and growth of hang gliding. The 14 current USHGA Chapters are as follows: TYPE: u:Af World Cup Stnd. 16'12-15, #1. Southern Arizona Hang Gliding Serial #5500 SAIL PATTERN: Keel out; Assn., 261 W. Jacinto, Tucson, AZ dk. blue, yellow, orange, dk. blue. 85705 WHERE & WHEN: December 16, Col #2. AlaskJ Skysailors, Hox 181, 1-'alrner, Spgs, Col. CONTACT: leading Edge Air AK 99645 Foi Is, 331 S. 1 4th St. Col. Spgs, Col. Newsletter: 11/G I I TIMES, Dues: 80904. TYPE: ·0 $5 per year #3. Montana Hang Glider Assn Yellow sail with black keel panel and 2515% North Ave. W., Missoula, black leading edges. WHERE & WHEN: MT 59801 Stolen in December, Wells, Nevada. #4. Arizona Hang Glider Assn., Box CONTACT: Freedom Sports, 516 Idaho 9164, Phoenix, AZ 85068 St., Elko, Nevada 69801. Newsletter: THERMAL FLYER, TYPE: LEAF World Cup Stnd. 20-18, 244 Dues: $10 per year sq. ft. SAIL PATTERN: White sail with #5. Eastern 1-'ennsylvJnia H,1ng Glider blue applied sleeves and keel pocket. Assn., Box 524, Reading, PA 19603 DISTINGUISHING FEATURE: Blue con#6. Pacific Northwest Hang Glider trol bar and kingpost; wheels. WHERE & Assn., 30003 112th S.E., Auburn, WHEN: December 16, Col. Spgs, Col. DER SCHWEIZ WA 98002 CONTACT: Leading Edge Air Foi!s, 331 Newsletter: WINDS ALOFT A "little" statistic about the Swiss HJng 5. 14th St. Col. Spgs., Col. 80904. #7. Southland Hang Gliding As~n., 526 Gliding Assn. was sent to us by Werner TYPE: Wills Wing SST, #807, without E. Manchester Terrace, Inglewood, Pfandler, new President of the SHY control bar. SAIL PATTERN: All white CA 90301 (Schweiz Hangegleiter Verband). This orwith orange and yellow panel. WHERE & ganization has grown from a foundation of Newsletter: SOUTHLAND WHEN: Sept. 27th, Sandy, Utah. FLYER, Dues: $5 per year 109 members two year~ ago to an as~ociaCONTACT: Wasatch Wings, (801) #8. Nittany Valley Hang Gliders, 1184 tion with a membership of 1498. Of these 266-2922. Oneida St., State College, PA Dues: members, 685 are licensed (a new Swiss TYPE: 18' Homebuilt stnd. Eipper SAil $4 per year law, effective January 1, 1977, requires PATTERN: Keel out: lime green, gold, #9. Sierra Skysurfers, 1450 E. Second theSHVtolicensepilotsflyingwithoutan red-orange, gold, lime green. St., Reno, NV 89501 official instructor's supervision). This past DISTINGUISHING FEATURE: Keel, # 10. Oklahoma City Hang Gliding Assn., December, one of SH V's members, Erwin leading edges & cross tube painted 3152 Lyon Blvd., Oklahoma City, Jorg, 23,oflenzerheide,tookofffromthe school bus yellow. WHERE & WHEN: OK 73112 Rothhorn (2984m or 9500' MSL) with his Stolen July 10 from a Los Angeles garage. #11. Central California Hang Gliding UP Dragonfly to land after a straight flight CONTACT: Melvin Ford, 1136-A, E. Assn., 15180 S. Elm, Caruther, CA of 46 km (28'12 miles) in Maienfeld (620m Wash111gton Ave., El Cajon, CA 92020. 93609 or 2040' MSL). Jorg is believed to be the (714) 444-0828. #12. Association Pour L' Aviation Au- first in Europe to fly such a great distance. TYPE: Eipper Standard. SAil PATTERN: tonome, c;o F. Rentsch, Av. Belmont r;,;;;;;;,;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;,j Intricate geometric painting on sail by 1711820, Montreux, Switzerland artist-owner Mendij. WHERE & WHEN: u-- Fl,"''"""' .. ,... "'6f: ............. II Hang Gl 1.d.1ng A ssn., cs10 Stolen May 4th, Sylmar, CA. CONTACT: #13. Great Fas __ ~ "'""' ' " " ' " " ' ""'" Hugh Dundee, M.D., Deaconess John Davis (213) 643-2464 or (213) ' "' " ,. " ,_,, """'"' Hospital, Great Falls, MT 59401 973-5032. ' '" ,, "' " ',, A, a ,ervicf' to the hang gliding community, #14. Kansas Flinthill Flyers, Inc.,% John HANG CLIO/NC magazine i1 publi1hing (fwe) Angle, 2625 S. West #41 J, Wichita, '"' ,., '"'"'"' ""' "'"' o, informJt1on on 5!olen glider1. If your glider is KS 67217 •",.::~...... ~ - - - i i missing, send us a complete description cilong .!!.!i.2..!.'"' IUHG IICI 1111•.1 Chapters are those member-controlled with your address Jnd phone number to: USi---K;A, ~'ii.::,•,:"' '" ::.~ "'" ",, ,o, Box 66306. Los Angeles, CA 90066. organizations approved by the USHGA ' ""· ' '" ' '"· ' "' ' "' .,, ,,

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FEBRUARY 1977

Rainbow T-Shirts!~ '· ·

Kitty Hawk Kites Rainbow Sun Visor -

••

$2.50

$4.25

$3.75

In the ,.Ir1·ght Brothers' ff J

~ •t• raul 100 t ·"'

Five-color designs, as well as the famous Kitty Hawk Kites two-color design on high quality 100% cotton hi crew T-shirts.

Size (circle one) Small, Medium. Large, X-Large T-Shirt Color and Visor Color First choice: light blue, yellow, beige (circle one) I enclose $............ for ............ T-shirts or visors Second choice: red, white, orange, tan, green,(circle one) + $1.00 postage and handling for each shirt and Design (circle one) 50¢ for each visor. NC residents add 4% tax. Total enclosed$................. Fly A Kite ..........................................$4.25 (5 color design) Surf the Sky ....................................$4.25 (5 color design) ORDERS PROCESSED DAY OF RECEIPT Get High - Fly A Kite ..................$4.25 (5 co lor design) Kitty Hawk Kites ............................$3.75 (2 color design) Name ...................................................................................... Address ................................................................................. . City ........................................ State .............. Zip .. ...........

PERFORMANCE RESPONSE STABILITY

Send to: Kitty Hawk Kites P. 0. Box 386, Nags Head, NC 27959 Send $1 for poster/catalog

FLEDGLING

0 .i= 0..

OUR SUCCESS, LIKE OUR WINGS, IS THE PRODUCT OF GREAT PATIENCE, PERFECTION, AND PRIDE.

Contact: MANTA PRODUCTS. INC. 1647 C E. 14th Street Oakland, CA 94606 415°536-1500 Dealer inquiries invited

HANG GLIDING

GLIDERS J ARE HERE. THREE MODELS TO CHOOSE FROM. ALL SIZES INCLUDE NEW STINGER POCKET.

CONTACT: HANG GLIDER HEAVEN

P.O. BOX 1012 CLAYTON, GA 30525 PHONE: (404) 782-3690 ASK FOR ROLAND DAVIES

~i~WINDLORD 18 FOR BEGINNING AND INTERMEDIATE PILOTS "THE SECOND GENERATION STANDARD" for only •• , •• 92° Nose Angle 2.5° Sail Billow 5' Keel Differential Roached tips for tracking and turning stability

$695. INCLUDES: Applied leading edges Custom colored sail Cover bag and 6:1 + glide ratio ....

Special Dealer - School Discount Schedule Available Contact: MANTA PRODUCTS, INC., 1647 E. 14th St., Oakland, CA 94606, 415-536-1500

* Prices may change without notice.

FEBRUARY 1977

Soar Ohio? Of Course! For those of you who thought that soaring was reserved for shoreline cliffs and mountain tops, Chuck's Gilder Supplies has finally set you hee with the Introduction of the Falcon. The Falcon ls the ultimate high performance hang glider that has proven Itself soarable In nearly all Dying situations. The serious gilder pilot should consider the following lnformallon ofter considering any other flying machine. FALCON soared for 10 minutes at the 40 Ft. Edgewater Park hill In Cleveland (in freezing temperatures and 20 mph winds)/ holds the current altitude gain record at Crystal Cavern, Tennessee/ holds the Ohio soaring record of 29 minutes (200 Ft. Dean Robertson Farm hill)/ and tied lor third place at the grand opening of Hang Glider Heaven In Georgia. When you finally decide to settle down and buy a Falcon, you will be the owner of the llnei;;t craftsmanship available In today's hang gliding market. Standard features Include; quiet luff-less sails/ ellptlcal plan-

~L~N

DOtSI[

-,T

CHUC~') GLIDER )UPPLIE:) 4252 PEARL RD. CLEVE., OH 44109 PHONE, 1216) 398-5272

For complete catalog and spec sheets, send your name, address and $1.00 to Chuck's Gilder Supplies. MEMBER H.G.M.A.

form for maximum efficiency and lift distribution/ heat tubing on all thimbles and tangs/ excellent sink rate/ wide speed range/ certified aircraft tubing/ deluxe Cordura bag/ excellent parachuting characteristics/ precise computer design and optional negative deflexers/ Qulklte® Set-up. All this Is available for a modest $995 .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49

believe in MA N

Bvt"--

T HE AIR!

BELL

HANG GLIDING DAVE KILBORNE

GARY THOMPSON

NEW!

HANG GLIDER GREETING CARDS FROM TUT KITE FLIERS, INC. You can make money by selling the·s e unusual cards Orders for 100-You profit .20¢ ea. Orders for 500- You profit .30¢ ea. They sell for 50 cents each with envelopes 15 designs for birthdays and other occasions. FREE SAMPLE TO KITE DIST. OR FLIGHT PARK OPERATORS ORDER YOURS TODAY

TUT KITE FLIERS, INC. P.O. BOX 1012 CLAYTON, GA. 30525 50

,I. .

STEVE WILSON

JOHN McVEY

S29.50

THE BELL SOARING HELMET IS AVA I LABLE THROUGH YOUR LOCAL BELL DEALER. Distributed world wide by Eipper,Formance, Inc, Torrance, CA 90501

FEBRUARY 1977

WHERE YOU READ IT FIRST!! The Nation's Undisputed Leader in Hang Gliding News • first w/competition results • first w/new product reviews • first w/consumer information • first w/world records & other current news items • first w/photos & stories

Get The News When It Happens

.--------0o;,t~s-;;,;the7~py-:---------I

Subscribe Today Mail Check or Money Order to:

GLIDER RIDER • Dept. A-1 P.O. Box 6009 Chattanooga, TN 37401

G.R. delivers the news first ...

In the first year of publication, GLIDER RIDER brought you 488 pages of information filled with 696 photos, 121 drawings, 135 news stories. 78 promotional stories, coverage of 31 hang gliding meets, t 22 special features and fourteen regular features including Old Man of the Mountain, New Horizons, Travel Guide, Wing Wires, Soaring Tips, Ptero, Lookout Mountain Review, Newsbriefs, & Promo. Also included were in-depth interviews with Francis Rogallo, Chris Wills, Bill Bennett, Sean Dever, Burke Ewing, Ed Cesar. Chuck Slusarczyk, and Dick Boone. And much, much more. . .. and for only $10.001

(Circle One) Domestic· regular 1st Class Foreign (including Canada) . regular 1st Class

1 YR.

2 YRS.

3 YRS.

$10

$25

$18 34

$12

$20

$27

CONSUMER ADVISORY· Used hang gliders always should be disassembled before flying for the first time and inspected carefully for fatigue - bent or dented tubes, ruined bushings, bent bolts (especially the heart bolt), re-used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with non-circular holes, and on Rogallos, sails badly torn or torn loocc from their nnchor points lront and back on the keel and leading edges If in doubt, many hang gliding businesses will be happy to give an objective opinion on the cond1!1on of equipment you bring them to inspect.

Rogallos ASG-21 by Albatross Sails; the actual glider that won the open class at this year's National Championships, $800; call Keith Nichols at (714) 755-7000. Can we help you get into the air? Do you want to fly, but are short of funds? We will trade anything to help you fly. Contact Delta Wing Kites & Gliders (213) 787-6600. CUMULUS VB, 18' Nearly new, must sell. $600. Craig, (714) 753-6692. EIPPER FLEXI 11, 20i15 with snap bag. Yellow, lime and dark green from keel out. Seated or prone. Custom soaring panels. excellent condition ... $650. firm. Mark, (~~~3-9~~2~1!._e_r:,~·EIPPER 15' Standard. Completely rigged with matenal for sale (dacronlred). Over $200 invested. $100. Don, (213) 357-3998. LA EIPPER 16' Standard. Beautiful condition, like new Bag & harness included $250 Vicki Hudson, (213) 564-5043. EIPPER 16' Standard. Small tear in sail, other-

wise good condition. With like new yellow Sun Bird pron8 harness. Best offer. Sherrie, (213) 887-0546

SKYTREK 16'x18' LI. blue, dk, blue. orange Bubble bar, swing seat. new Bennett tow bar and floats. $600 (704) 588-3289.

EIPPER 17' & 18' Standards Both in cherry cond1t1on with colorful sails. Very clean 1n the air. $300. or make offer. Good buy on both. (805) 937-4152 or (805) 929-3574.

U.P. DRAGONFLY MKI. Excellent for low time pilots. Clean. good cond1t1on Prone w1bag $600. (213)357-3998.Los Angeles, CA. ·----

KESTREL, 185 sq fl., light blue and while sail wlcover, harness. Pilot weight -135-185 lbs. Excellent condition. $550. Call orwnte Dana Littlefield, 97 Piney Point Dr., Centerville, Mass 02632 (617) 771-0351 evenings, (617) 385-2422 _ _ _ _ _ _ _ _ _ _ _ __ MANTA 18" Orange and green sail. Excellent condition, used a few times only. Seated harness & bag. $400. John Hahn, (415) 538-9652 MOYES STINGERS now available. Three models to choose from· Mini, Midi, Maxi Please call or cunlact. Hang Glider Heave11, P.O. Box 1012, Clayton, Georgia 30525(404) 782-3690.

UP DRAGONFLY MKII. Exceptionally clean purple and white sail. Rigged for neg. G's, perfectly tuned, flies hards otf. Sacr1t1ce $750, hrm. John Winkler, Akron, Oliio Call collect, (216) 630-2835 Mon-Fri, 9-5.

PACIFIC GULL ALPINE. Flown by Mike Mitchell at Nationals. $800. wibag Jim or Douka, (914) 783-6951

U.P. DRAGONFLY MKII, 220 sq. ft. Three months old, no dings. wlbag $900. Ray, (213) 433-4289.

PACIFIC GULL 18" Standard. With bag, seat harness, helmet, custom sail. $395. (213) 421-2803 evenings

WANTED! Three experienced fliers who would like to purchase new demonstrator models of a high-performance Australian hang glider (The SATURN IV) at very substantial discounts. UD 7.5·1, Sink 220 fpm. Strong, proven construction. California demonstrations can be arranged Write, giving all details of your flying and equipment, to: Clive Parker, 557 Cypress Ave., Sunnyvale, CA 94086. THIS OFFER NOT OPEN TO DEALERS.

PACIFIC RAY (Seagull-like) 17'x18' Needs rerigging. $300. Chesley, (503) 256-9642. PHOENIX VI-B. Colorful. excellent condition, two months old. $750. or best offer. (714) 634-4801 PHOENIX VI-B, new, $795. SKYTREK TOW KITE, flown only twice, $595. 18' x 16', like new. $495. 18 1/i (2228) Advanced Standard, near new, $295 19'x17', used, $195. 19W Standard, near new, $295. SUNDANCE 8 rigid wing, $675. (415) 432-0522. SEAGULL Ill. All new hardware. sail Just re-cut by manufacturer Top flying condition $300/offer Don, (213) 763-5403. SEAGULL IV. Factory assembled, 1 year old, $600. w/bag. (916) 541-7775. So. Lake Tahoe. SEAGULL IV. Very clean sail, like new. Wide control bar for prone, extra cables ior seated. Bag included $600. or best offer. Monty Patterson, (805) 544-7825, evenings San Luis Obispo, CA.a·_ _ _ _ _ _ _ _ _ __

WILLS 18" Like new, usedtw1ce. Wlseat& case. $350. (714) 536-0147.

___R~igid Wings EASY RISER, Bes! offer buys her. Did not crash. need the cash. (303) 245-2936. EASY RISERS. Fledglings. Quicksilvers -- New. used and kits. Moody motor packages available. Rigid Wing Headquarters of the East. WINGS FOR MAN, Box 249, E Islip, N.Y. 11730.(516) 581-3943. FLEDGLING "A" Only used once. Twist grips, supine seat and all cover bags. $1150 Don Peters, (415) 447-6"15~2~------

y.../hlrt, from Go G1aphlc:1 We offer you the most beautlul custom hang gilding clesigns you've a - SHn. Qi;ality scree<i p,"11ecl on heavy weight. 100'% cotton T-shirts.

Short-sleeve ..$4.95 Long-sleeve ................. $6.95 Women's Tops . , ..........$5.95' Add $1.00 postage & hlndlfng per shirt. •(50-50 interlock ~n~. rinted on fronQ

H-2 CloOOs H-4 Flight

(line drawings printed Dk. Brown on Siege and Ye!low, Navy on Lt. Blue.) H-6 Sunset (Highly detailed lull color) H-8 Rocket Man (Highty detailed full color)

Merl'• 8ize8: S M L XL Women'• •Ins: s M L Shirt eoior.: Lt. Blue, Yellow, and Beige To Ord9r: Please send check or money order. Specify shirt type, size, design name and number, two shirt color. choices and your return address to: Go Graphics P.O. Box 3003

Dealer Inquiries lnv~ad Custom Screening Available

L..~~~~~~~~-~~~~.;.:::::::::,,,~~~~...::':~:aemen~.~c~,~-926:'.::~'~'~~==;;:::!1::=~~~~~~-~~~~~~~~~...I 52

FEBRUARY 1977

FLEDGLING B Pre!ty lime and light blue w.1l1me rudders. Twist grip controls All carrying bags included. Only 2 hrs. flying time. $1,000. Rt 2, Box 106A. Madison, S.D 57042 (605) 256-3407, week-ends only.

QUICKSILVER H. 34' span, 5 ft. cord w.1spoilers, custom Albatross sail Unbelievable sink rate & stability. A real cruiser and a bargair at $450 LEAVE NAME AND NUMBER AT (714) 756-2848.

FLEDGLINGS - B-ser1es. 2 new, 1 used. w/all cover bags. Orange/blue, orange/gold, purple/gold. Immediate delivery. $1150 new. $950 used. Also used SUN IV, $500. Write or call Jerry Martin, 2864 South Zurich Court, Denver, Colorado 80236. (303) 935-7471

ARIZONA DESERT HANG GLIDERS. Featur,ng Seagull and Eipper Representatives 1n Flagstaff and Tucson, too. Complete lessons, sales, service, used kites. Mountain flights up to 4300' vertical 3433 W Mandalay, Phoenix, Arizona 85023. (602) 942-4450 or (602) 968-3658 m Phoenix. (602) 779-0236 in Flagstaff.

ICARUS V Like new. Storage problem. $800. Rick, (415) 756--0650.

- - - - - - --

ICARUS V. Built by Free-Flight. Brand new, test flown. W/case. $1000 (213) 281-2539. ICARUS V. Just built, test flown Student must sacrifice. $500. (201) 766-4151 --------

ICARUS V. Like new, only a few flights Complete with car-top carrying box. $1200. (206) 364-3083. ICARUS V. Low mileage, excellent condition. Must sell (714)871-5680, ext. 256. Ask for Dan Winkler 8-4 p.m.

Schools and Dealers

ARKANSAS

VALKYRIE - A high-performance rigid wing with 8:1 UD, pos1t1ve control and self-launch capab1l1ty. Weighs only 50 lbs. and can be constructed in 60 hrs. Plans are professionally illustrated and are complete in every detail printed on fourteen 18"x24" pages. Send check or M.O for $20 to. 8111 Woll, 3420-G Waycross Drive, Columbus, IN 47201

••••• •••••••••••••••••••••••••• • ••• INTRODUCING • • •• •• •

---

WESTARKI Call or wr,te the professionals -parts, gliders (new and used), flight schools, accessories Catalogs available. Dealer inquiries invited See Larry Edwards. 3109 Grand, Fort Smith, Ark 72904 (501) 782-3456. -

CALIFORNIA HANG GLIDERS WEST-DILLON BEACH FLYING SCHOOL For the most complete line of Hang Gliders. parts and accessories 1n the Bay

•••••••••••••••••

•• •• •• •• ••• • •• • •• •• •• •• • •• Hang Gliders announces the introduction •• SKYBIRD of the SATURN IV to the USA. This is a versatile • •• high performance hang glider, suitable for experienced • Controls are sufficiently light and sensitive for • •• pilots. Hot Dog flying, yet this is a high lift, high penetration • •• hang glider with excellent performance in strong or light • winds, in ridge lift or thermals. SATURN IV is a rugged •• machine, developed from fully aerobatic production kites . •• Its lifting performance, which far exceeds that of many kites LID.. 7.5:1 •• of higher span and area, is achieved through efficient sail and •• design. SATURN IV is produced in Australia by •• structural •• people experienced in designing and building high performance •• hang gliders. •• • • •• •• •• SKVBIRD HllN6 6blDERS •• •• 557 Cypress Ave., Sunnyvale, CA 94086 •• •• • •••••••••••••• ••••••••••••••••••••••••••••••••• • • •

~£1rWIB1?:f 1JW

Leading edge Keel (sail) Area Span Aspect Ratio Nose Angle

19 ft . 9' 4" 170 sq. ft . 32 ft. 6.0 110

Min. Sink* 220 fpm. *averages, 180 lb. pilot weight Other features include: • Cambered Keel • Large blown leading edge pocket • Full length, graduated curve battens

for information write to

PRICE $930 f.o.b. San Francisco . California residents please add 611,% sales tax .

Please enclose $1.00 to cover costs

SPECIAL INTRODUCTORY OFFER $110 OFF

dealer inquirier; invited

for orders received by May 1, 1977 .

HANG GLIDING

Area, come see us USHGA certified instructors and observers. Free lessons with purchase of a wing. V1s1t our new shop, open 10:00 to 6 00 Monday through Saturday Free Ground School Fridays 7:30 P.M. Qualified pilots are welcome to come and try the latest high performance gliders After the sale, it's the service that counts Hang Gliders West, 1011 Lincoln Ave., San Rafael. CA 94901 (415) 453-7664

expert repair and custom work. Huge inventory of parts and accessories, including Chandelle replacement parts Fast service mail order. Regular, advanced, and high-performance lessons. Mountain flights up to 2600' vertical. Ratings available. Located just west of Denver at the foot of Green Mountain Call or write for free price list or further 1nformat1on· {303) 278-9566. 572 Orchard St., Golden, Colo. 80401

THE HANG GLIDER SHOP - 1351 E. Beach Blvd., La Habra, CA 90631, (213) 943-1074. Come in. visit. and see our displays featuring E1pper·Formance Hang Gliders, parts, and other equipment. Hours 4-9 Tuesday through Friday, 10-6 Saturday. Sunday flying lessons

IOWA

----

Boag's SKYSURFING SHOP. Being one of the first dealers and instructors in the US. helps me give quality lessons, exclusively on Phoenix kites. USHGA ratings are available. For lessons with me or one of my six dealers throughout Iowa call Boag Chumbley at (515) 244-4669 1323 Park Ave., Des Moines, Iowa 50315. P.S. We'll even take a Moose on a trade-in (HAPPINESS IS burning :5tandards at club fly·in_:::. 01___

SEAGULL AIRCRAFT is nowaccepting a limited number of dealership applications throughout the USA Please address requests to: Seagull A,rcraft, Inc., 3021 Airport Ave., Santa Monica, CA 90405

IOWAGl1derCo., Central Iowa dealer for Pliable Moose, New and used gliders, lessons, parts, repairs 2564 Boyd, Des Moines, Iowa 50317. (515) 262·5<:8_0_._ _ _ _ _ _ _ __

SUPER FLY SKY-SAILS, INC. Dealer for Manta, Electra Flyer. Demos available Fly the Fledgl1ng1 Oldest, most experienced 1nstruct1on 1n the South Bay area. Beginner, Intermediate, Advanced. USHGA Observer. 21383 Aldercroft Hgts. Rd Los Gatos. CA 95030 (408) 353-2926.

KANSAS Eipper, Kondor, Sky Sports and Pliable Moose Kites. Weekly instruction. Complete outfitting and sales for backpacking, canoe and kayak trips. Stop by and shoot the breeze I Voyageur's Pack and Portage Shop, 5935 Merriam Dr., Merriam, KS 66203 (913) 262-6611

CANADA The AURORA COMPANY. Hang gliders and accessories. All services, information. Associate dealers serving all of Canada. Box 91176, West Vancouver, Canada, V7V-3N6 (604) 922-7275.

MASSACHUSETIS Qualified pilots (advanced two's - up} try out the fantastic new HORIZON. Abate's Glider Shop, full sales and service for Hang Flyer Gliders, in Lawrence, Mass. (617) 683-4284.

COLORADO GOLDEN SKY SAILS, featuring Sun and Seagull gliders Our well equipped shop specializes in

MICHIGAN MICHIGAN AND MIDWEST ENTHUSIASTS Eco-Flight Systems, Inc. Michigan. D1str1butor for Seagull Aircraft-Seagull Ill Z's and IVs in stock. Distributor for UFM ''Easy Riser" "Hot" standard kit. Complete s\ock of supplies, instruction, sailmaking 2275 S State. Ann Arbor, Michigan 48104. (313) 994-9020. THE MIDWEST SCHOOL OF HANG GLIDING. We have the latest equipment and the most advanced system of training, all done at low levels on gentle sand dunes. This helps the beginner, intermediate. or advanced pilots build their confidence faster in flying with the least amount of effort. All instructors are USHGA Cert1f1ed and able to certify you. Demos are available for your testing. We carry E1pper-Formance, Wills Wing, Albatross, and Moyes tow gliders and a full line of parts For further information call {606) 426-3100, or write 11522 Red Arrow Highway, Bridgman, Ml 49106. NEWS FLASH I We are now your Michigan dealer for Electra Flyer. See us for a test flight on the fantastic new Cirrus IV. We also have a supply of new and used SST's and Swallowtails. Southeast Michigan Hang Gliders, 24851 Murray, Mt Clemens, Mich. 48045. {313) 791-0614. MISSOURI MONARCH FLYING MACHINES. your complete mid-west hang glider service. USHGA instructor, basic training with medium performance gliders, intermediate and advanced training also. We are dealers for Electra Flyer. UFM and Bill Bennett gliders. Call or stop by. Mooer's Alpine Ltd., 14 N. Gore, Webster Groves, Mo. 63119 (314)962-5731

$65.50 ~s,s,a"ces· "'"'"""'"'"'"= ~Y<TeM

=-=

12'.J\

160

STEP e,y 5Tf.P lt.....(...!A5Tl<:AT•ONS

DEVOTE.D ENTIRELY TO PIL-OT INF01<2:MATION l'OL'-\fee5'JS""'5.D'-

;,,cs r!-'-" WUl5

• To order Your harness or for more 1nlormatKX1-write or call SUNBIRD GLIDERS

11410 CHASE ST. 7J CANOGA PARK, CA 91304

(113) 111-3177 • Please specify pilot height and weight when ordering by mail. • A minimum S20.00 dep.:>Sit must accompany all mail orders. • ONLY $65 50 f.o.b. Canoga Park. Californians add 696 sales tax. - DEALERS INQUIRIES INVITED -

•FDR~€: 6E&!t,..Jt,..J£R. PILOT. -KITE 6El.-E:(:.T<Ot..J - ~ITE ~E..L.ECT\o,.J - MET'eO"'-Ol---O&Y - THEORY

STEP BY STEP lLl-<..-19T. PRACTICE PL.ANS T\.,\Rt-,.!$

SAFE.TY

CHCCl<S

• Fog n,.E. ltvTE.RMEDlATE- P!U)T ... - RIPG5'. & THERMAL -SOARING - 14,A.t,.JG RATING5 \LLU9lR.ATtD '/(

, R-<GHT ~OG 5H<>~iz,11i

.,i

r ~ zt;j ,t

~w AT y o ~ 6 · ~,:"T,_~ £"CO-tvAUTIC5, 60X 115'+-, REDLANDS CA92373

FEBRUARY 1977

•

••••••••••••••••••••••••••••••••••• •• •• •• •• •• •• •• ---••

5 250,

~~ADE-IN

;

FOR YOUR OLD STANDARD.

JUST COMPARE THESE PRICES AFTER TRADE-IN

EXAMPLES

•

•• REGARDLESS OF AGE, MAKE, MODEL, COLOR •• • OR CONDITION!!! • •• ON ANY GLIDER IN THE FABULOUS PHOENIX RANGE •• ••

* PHOENIX 8

* *PHOENIX VI-C

:: ;

**PHOENIX VI **PHOENIX SX

ii ii

•• !

$1095-$250=$845 $1045-$250=$795 $ 975-$250=$725 $ 975-$250=$725

TO YOU.

" Brand New nAII updated for 1977, with Phoenix 8 features.

: • • it ii

••

ACT TODAY!!! THIS IS A LIMITED TIME OFFER (at least until we rid the skies of old standards)

13620 SATICOY ST., VAN NUYS, CAL 91402 PHONE (213) 787-6600, (213) 785-2474 TELEX 65-1425 & ALL PARTICIPATING DEALERS

• : •

• BILL BENNETTS DELTA WING KITES & GLIDERS, INC. •• it

• : • it

•***********************************• HAN(.; GLIDING

i F

MONTANA

OREGON

WYOMING

THE HANGAR -Formerly Big Sky Delta Wings and Hangar Nine since 1972, announce their consolidation with the intention of better serving the Northwest Hang Gliding community. We offer - Certified instruction with radios, a complete stock ol parts and other accessories, and beginning/intermediate to the highest performing gliders. GSI insurance. hang ratings, and site information also available. THE HANGAR. Route2Mullan Road, Missoula, Montana 59801. (406) 542-2725 or 549·9462. ·~-------~ NEW JERSEY

SUPERFLY HANG GLIDERS - Southern Oregon's Source for qual1f1ed instruction. We represent Ul!ral1te Products, Sun Sail Corp, and now feature Seagull Aircraft. 853 N.E. 8th Street, Grants Pass, Oregon 97526. (503) 479-0826, ask for Jeff.

Dealers for Electra Flyer, parts & accessories. Ratings available Test fly the incredible Cirrus 3 Russ Kidder, 743 St. John St., Casper. Wyo. (307) 265-7292

SKY ACTION SPORTS INC .. Authorized dealer for Manta and Eipper-Formance. Gliders and parts in stock including cable and tubing. Complete selection of Bell Soaring Helmets in stock. Send $2.00 for complete packet of information to: SKY ACTION SPORTS. INC., 16 Weir Place, Ringwood, NJ 07456. NEW YORK _ _ _ _ _ _ _ _ __

---

Parts & Accessories

PENNSYLVANIA ~--------~ ROGER'S HANG GLIDER SHOP. Dealer for E1pper-Formance, Pliable Moose. Lessons, parts, accessories 222 Verbeke St., Marys\/ille, PA 17053. {717) 957-3214.

CABLE SS 3/32 7x7wh1tevinyl $.20ft. Uncoated $.15 tt. N1cos $.07. ThimblesSS 1.09: UP Tangs. $ 60. Polyrope % $.10 ft. Send for free price sheet. We sell discountl BIRD BUILDERS, 22225V2 Pac. Coast Hwy., Malibu, CA 90265

TEXAS

HOMEBUILDERS - We carry most types of the ''bes!'' 1n hardware and supplies at great prices. Send 13¢ stamp for brochure. Abate's Glider Shop, P.O. Box 1, Lawrence. Mass 01842. (617) 683-4284.

LONE STAR HANG GLIDERS - Electra flyer and UFM. Sales, repair, 1nstruct1on. 2200 C. South Sm1thbarry, Arlington, Texas 76013. (817) 469-9159. UTAH

Hang Glider Shop, representing eight major manufacturers. Flight instruction with USHGA and GSI cert1f1ed instructors, featuring Bennett Phoenix training kites. Complete hang gliding and towing accessories and repairs including tube straightening. New and used kites. Mark Flight Ltd., 691 Englewood Avenue, Buffalo, New York 14223 (716) 836-3939.

THE KITE SHOP AT NATURE'S WAY, a complete hang gliding shop featuring: USHGA certified instructors, a full line of parts and accessories, demo and rental gliders, (Manta. Windlords, Cirrus Ill's and the Fledgling collap· sible fixed wing). The Kite Shop 1seasily found at 9th So. & 9th East and includes a great natural foods store and Salt Lake's best sandwiches. We specialize in quality 898 So. 900 E., Salt Lake City, Utah 84102. (801) 359-7913

40 miles north of N.Y.C. Aerial Techniques GSI Cert1f1ed Beginners School with advance trainer kites Dealers tor all Manufacturers. Everything for the beginner, intermediate, and advanced pilot. Dan Chapman. James Aronson, Douka Kaknes, dedicated to the hang gliding movement. (914) 783-6751. RD#1, 49 Mine Rd., Monroe, N.Y. 10950

WASATCH WINGS INC., School of Hang Gliding features. •Personalized instruction, •USHGA Certi1ied Instructors, •Trim, stable, and wellmaintained training gliders: •Rental program to rated pilots, •Complete stock of hardware and equipment. Wasatch Wings, Inc. - dealers for Wills, Seagull, U.P., Bennett. and Eipper-1630 E. 8600 S., Sandy, Utah 84070. (801) 561-5224.

BE YOUR OWN SAILMAKER

Portable RIGID WING CARRYING CASE KIT All aluminum - maintenance free. no painting or rusting. Lt. we1ght--can be loaded or unloaded by pilot and girlfriend. Two sections 4'xl'x16' which interlock Easy assembly, no cutting. This month's special sale price of $199. Custom cases available. Delta Products, Inc, 1 Lynwood Dr, Lebanon, NJ 08833. (201 )236-2598 SAFETY-PRO harness designed for parallel bar sailplanes. Advanced quick release. Designed for comfort, safety. Choice of any two colors. Send waist and thigh measurement. $64.50 plus $4.00 handling charge. Aero Float Flights, P.O. Box 1155, Battle Creek, Ml 49016. STREAMLINE - Increase rogallo glide ratios by adding plastic streamlined fairings to all exposed tubing. Specify 1", Wa". 1W', 1%''. or 1%",white. black, red blue, or yellow $7 50 per

~ou're

Tlw

lUelrnmc

You can build your own sails, bags, harnesses, etc. We stock a complete line of Bainbridge fabrics and sailmaker's hardware. If you are looking for a wide selection of fabric and assis1ance in sewing techniques, we have what you need. Sailrite Kits has just published The Wing Book by Jim Grant - a complete text on the building of hang glider fabric sur· faces. It Is available along with our Amateur Sailmaker's Catalogue for $1.50 (prepaid). Use the coupon below to order your set now.

If you are

" " ' " ' obout "'"'· g(I()(! ore, must

wheel,

A"ng '"'" carefo• te,c",ng, oo,e ok•O, sr,og or p,oo• oa,ness. podo •r><I helmet, H>GH pee>pect"• "".. " m•« • t,eglnne< almo" muloorable

<n••

Sailrile Kits, 12937 Venice Blvd., Mar Vista, Ca. 90066 Please send me the Wing Book and the Amaltur Sallmaker's Catalogue. I have enclosed $1.50 for each set ordered and understand that they will be sent postpaid.

Created altor 5 , .. ro· 1eoc",ng: to,, wOoel 1, 1,gat, """'"· ana o,ecooyo,mlc lne•pons>,e ano '"'"""' ,naestroctaDI• - designed to a blow lrom tn• s,Oe E,s,I) po,,t,ooeo ""' tap• on e,r,ed or e1oow A-!rame. B,o ""ou.Qh >o rou tM ,,,. arouoo ,od boc"-

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Name~----------~ Address - - - - - - - - - - - City _ _ _ _ _ _ _ Z i P - - ~ -

fran"'" mlg ca

ro 2 glen roe, pa",,. 717 235-5\12

WEIGHT 1,110 s,zE 12, 5 loche, SHAPE Hyperbol,c ell,p,a COLOUR Ch0co1a·e brnwn MATERIAL L,oo,r p,,,, • .,,,.,. SUGGESTEO RETAIL' $15 00 Pa" SATISFACTIO~ Goaraoteao

,------, . A WHEEL USS W1NG lS ANALOOOUS 10 A H'LMH LESS FLYER'

FEBRUARY 1977

4-f!. section, plus $3 shipping.Technical report 25¢ LAMINAR SYSTEMS, ·5545 Ave V1nedos. Anaheim, CA 92807.

Publications & Organizations BOOKS: Books available through USHGA are Fly, The Complete Book of Skysa1ling, Guide to Arizona, Guide to Rogal/a Flight - Basic, Hang flight, Hang Gliding, Hang Gliding - Rapture of the Heights, Hang Gl1dmg - The Flymgest Flymg, Log Book. Manned Ki/mg, Man-Powered Flight, Simplified Performance Testing, Skysurfmg, True Flight and The Complete Book of Hang Glidmg. Also available: Hang Gliding and Flying Cond1t1ons, by Dennis Pagen, and Hang Gl1d1ng and Soarmg, by James E. Mrazek. Request nrrler form. USHGA, Box 66306, Los Angeles, CA 90066 HANGING IN THERE. $6/yr. 6301 Knox Ave. South, R1chf1eld MN 55423 SOARING MAGAZINE. Covers the sailplane scene w,th some ultral1te coverage. Available with membership. (Member $20; Associate member, $12/yoar.) Info kit with sample copy $1 50 Soaring Society of America, Box 66071-G, Los Angeles, CA 90066 SOUTHERN SOARING SOCIETY: An 1ntemat1onal organization for the peaceful elevation of Southerners by foot-launched sailplanes. Founders for local chapters needed. For ,nrormation write to· S.S.S., P.O. Box 17441, Raleigh N.C. 27609 "The Sout_h__ shall rise again." SOUTHLAND FLYER - Monthly publication of the Southland Hang Gliding Association, USHGA's largest chapter. $5. per year Write S.H.G.A., 526 E Manchester Terrace, In-

glewood. CA 90301 SPECIAL 1'! BA-Ci 1ssuES OF GRO-u-N"o-s"K-,,-M-, MER MAGAZINE #19-34, .40¢ each: current ISsues at the regular price of $1.00each USHGA Box 66306, Los Angeles, CA 90066. ----

Miscellaneous BUMPER STICKERS - Tell 'em where Ifs happening. 1) I'd rather be flying 2} Go fly a kite. 3) Hang gliding is free. 4) Get prone with a friend 5) Fly like a bird-Hang Glide 6) Soaring is believing. Your choice 1n red, orange, yellow, green, $1.00; any 3 for $2.00: all 6 for $3.00. The Kite Shop, 898 So. 900 E , Salt Lake City, Utah 84102. Custom built rack 1or Monte Carlo. Will carry three gliders $35 (213) 240-4449. Happening High Performance hang glider dealership seeks man or woman with following attributes: Excellent pilot (clasS IV), preferably with nationally known reputation and good business aptitude. Many possibilities include shop, team flying and lifestyle. New York area -some of the best fly,ng in the east Aerial Techniques, R 0. #1. 49 Mine Rd., Monroe, N.Y. 10950 (914) 783-6751. LICENSE PLATE FRAMES 'TD RATHER BE HANG GLIDING'" Send $2.50 plus 50¢ postage and handling to THE HAPPY HANGER, Box 2028-B. Santa Cruz, CA 95063. Retailers (408) 475-2526.

WANTED' Office personnel Must be mature &dedicated. Prefer with interest 1n hang gl,d,ng industry. General office duties, some knowredge of bookkeeping machines Salary open 8111 Bennett's Delta Wing Kites and Gliders, Inc, Box 483, Van Nuys, CA 91408 (213) 787-6600 "WINGS OF THE WINO", an award w1rm1ng 16mm Hang Gl1d1ng film, 1s ideal for showing at club meetings, for promot,onal use and entertainment. Re purchase, rental, 1nformat1on, contact GibCo Films, 12814 Collins St. North Hollywood, CA 91607, or telephone (213) 786-3489. TEE-SHIRTS with USHGA emblem $5 50 1nclJd· ing postage and handling. Californians add 6% tax. Men's sizes S. M L XL. Orange only USHGA, _BOX 66306, Los Ange:es, CA 90066 METAL LICENSE f'LAII:: 1-HAMl::::i - "I Li RATHER BE HANG GLIDING" White lettering on a blue background. $4 00 1nclud1ng postage and handling Cal1fom1ansadd 6% tax USHGA. BOX 66306, Los Angeles, CA 90066 The rate for classified advertising is 15¢ per word (or group of characters) Minimum charge, $1.50. A fee of S5. 1s charged for each photograph Please make checks payable to USHGA Class1f1ed Advertising Dept. GROUND SKIMMER MAGAZINE Box 66306, Los Angeles. CA 90066

FREE FREE

PATCHES & DECALS - USHGA sew-on emblems 3" d1a Full color - $1 Decals, 3Vi' d1a. Inside or outside application 25¢ each. Include 13¢ for postage and handling with each order Box 66306, Los Angel€s, CA 90066.

In the Wright Brothers' trau~1·t1·on NOP.TH CAROLINA K1rty Howk Kites-Morganton Joe Co~well/£rn,e Morgon Morganton. N C (704) 437·5566 K1rty Howk K,tes-Cho,lorre Terry Harpe Dav,d!.on. N C (704) 1,92-5394 K1rty Howk Kire,-GroC>dforher Mountrnn John 5eor1 Urw.lle. N C (704) 733-5242 (704) 96'.)-4969 Willard Machine Co. P..chord Hams Greensboro. N C (919) 892-5394

Wirh The rapid growrh of hong gl1d1ng 1n recent ye ors, Kilty Howk Kires hos ser the example of profess1onohsm. We hove benefited lrom rhe leoder5h1p of pilors who ore conrinuolly responding ro rhe refinements and chang,ng rechnology of the sporT. This group of Eosr Coosr profess,onols 1s now 1n nine d,fferenr locorions Offering only rhe !.nest equipment. refined msrrucr1on techniques and service. Eoch locorion provides on ample inventory so thot we con pur you 1n your gl1oer now-rhere· s no need _ro wo,r our 4-6 week locrory delays. Our expenenced thoroughly tro1ned pilors conducr First Fhghr School or mos, locorions. For learning ro fly or selernng your wings-go first claS5 Come to rhe profeS5ionols VIRGINIA K1rty Howk K1re,-P.ichmoC>d Herb Pom Ashland. Vo (804) 798-5729 MARYLAND Econ-O-Fl1gh1 Sy,tem1. lr,c Dab Momn P.ondollsrown. Md (301) 655-6818 PENNSYLVANIA

SOUTH CAROLINA

011 C,ry Hong Glider, Dab Young 0,1 Ciry. Po (814) 645-5104

The Grem E1Cope Mike McMo1n1 Greenv1He. S. C 29607 (803) 242-4229

WASHINGTON. D.C

Fly First Class

Sport Fl,9h1 Les K,ng llethe5do. Md (JOI) 840-9284

HANG GLIDING

P. 0. Box 386, Nags Head, N. C. 27959 Phone 1-919-441-6247. Send $2 for posrer/corolog. Dealer inquiries inv1red

J\ Nl:\\1 lJl.il?,\I.IGHi S,\11.l>l.,\NI: !

Foot launchable, with 3-axis aerodynamic controls Pilot weight range up to 220 lbs. Assembly time less than 10 min. Aircraft material used for pilot safety and performance, vario and airspeed indicator included. Price $2,200, flight tested, F.0.B. Phoenix, Arizona Kits are available. High-performance hang gliders are also sold complete or in kits.

Tl:C:HNIC:,\I. l),\i,\: High -lift airfoil Soarmaster F-2 Min. sink rate 2.1 ft.lsec. @ 20 mph Gliding ratio 14:1 @ 29 mph Stall speed 15 mph Max. airspeed 70 mph Wing span 29 ft. 3V2 in. Wing area 121.5 ft. 2 Aspect ratio 7.05 Mean sweep 15° Design loading 7 g 75 lbs. Weight

SC,\l?M,\STl:H, INC:. P.O. Box 4207 Scottsdale, Ariz. 85258 SSA Industrial Member

FEBRUARY 1977

AT LAST!

The soaring Instrument any unemployed hang glider pilot can afford.

•

STYRENE SOARING VARIOMETER

MK II!

• Accurate • Reliable-no batteries to fail • Sensitlve- 1 ft/sec. response • Versatne range--0-2000 ft/ min. • Low lag-self damping • Easy to read-not confusing • Very light weight-24 oz. w/ flasks • Rugged- shock and dust proof-water resistant • Vario size-1" x 1;-.· x 3W' Developed, tested, refined and used by Brian Porter and Steve Patmon!. $22.50 post paid. Send check or money order made out to Steve Patmont. Post-paid-flasks not Included - instructions supplied.

7223 Dover, Dublin, CA 94566

FEATURING EIPPEll·f'()RMANCE

fll8H1

THE

HANG

INSUUCIION

,-.

UP's all new fully battened Dragonfly for the '76 season -- the MK II features a performance envelope that is Improved In every aspect over the MK I --faster, slower, better LID, improved sink rate, and, of course, the Dragonfly's impeccable slow speed stability. If you're a Hang 4 and planning on "do ing the circuit" this season, you're going to need one to outfly one -- MK II , the latest from UP!

GLIDER SHOP JACK BRITTON

SUES PARTS SUVIC(

All IIJIDS

UI I S. HACH tLVD . LI HlUA, Cl. t0,11

(11l} 94l · 101' hlldtn1

••••••••••••••••••• : ANNOUNCEMENT : • • •

WINGS FOR MAN now has available a complete catalogue of selected high • quality hang gliding accessories. We have compiled manyo( the most sough, alter • items into a con cise catalogue available FREE. Many items exclusive with Wings • for Man .

•

••••••••••••••••••••••••

We knOUJ it's hard ro conv,nce •

you to try ma,I order We w,11

JUStr/yyoutconfi.dencemusby

. . •

M..w 1h11, Couptm TODAY .,1ong ....mh ,, 13< r.tolnip

e N.m,·

: Sin-et

A'l1o'

•

--- --

quollly. del,very, service. It ,.s e Cr1v _ Stolt«• Zip _ _ _ • cmra1m1op/eoseondyou'llbe ~ WINGS FOR MAN pleased by our prompt e HANO GLIDER EMPORIUM INC • de/,very • BOX 249 EAST JSLJP, NY 1730 .

••••••••••••••••••• DEALERS WHOLESALE AVAILABLE• SEND ON LITTER HEAD

THE APD-1 "GAVIOTA" Unbelievable glide, low sink, beautiful! Now you can build the APD-1 an9 really fly!

Info pack - $5.00 (refundable with purchase of plans) Comprehensive plans - $55:00. APO Flight Systems 23 Clarendon Dr. Binghamton, NY 13901

lhelmeta THE VERY BEST AVAILABLE FAMOUS SUPER LIGHTWEIGHT HELMETS WITH EAR OPENINGS IN ALL SIZES & COLORS ...... .$28.00

DEALERS-25 to a carton Ask about our Special Price PHONE (213) 787-6600 (213) 785-2474 P.O. BOX 483, VAN NUYS, CA 91408 TELEX 65-1425

Get Higher With The New

THEO-TEK Variometer

(available through over 115 Electra-Flyer dealers beginning Feb. 1) • lightest on market (1.5 lbs.) • smallest on market (completely self-contained: 4" square and 5Y2'' deep) • audio sou nds in lift ... silent in sink • sensitivity adjustment - extremely short lag time • ready-to-mount (bracket included) • low power usage (4 AA batteries) • rechargable Ni-cad batteries • day-glo orange needle w/black face and white numerals (large & easy to read) • gold anodized case

The best audio/visual variometer available! suggested retail: $160.00

This unit was recently used In the new altitude balloon drop of 31,600' in California

- If your dealer doesn't have them. con/act us & we'll ship yours Immediately

ELECTRA-FLYER • 3701 Princeton, NE • Albuquerque, N.M. 87107

Photos by Dave Cronk: Flex/ 2 soaring Pl. Fermin with Dave Muehl, 1975 U.S. National Hang Gliding Champion.

FLEXl2 The Flexi 2 results from Eipper-Formance's intensive effort to create a hang glider with improved control, stability, and performance over the "standard Rogallo." The Flexi 2 has greater pitch control due to its shorter keel length. Two battens at each wingtip allow greater chord lengths at the tip, thus permitting a flatter sail cut. Performance increases, but also washout is concentrated at the tips and provides for a mild, parachuting stall as well as better pitch stability. The Flexi 2 is versatile enough to be used by beginners and intermediate pilots, but will also be appreciated by the expert. It is a fine craft to carry on the heritage of the Flexi Flier-the first production foot-launched hang glider, probably the most numerous of all designs, and certainly the most copied. All tubing is anodized 6061 f-6 aluminum, all wires are white vinyl coateE!, and the triangle bar is adjustable to prone and sitting positions. Finally, of course, traditional EipperFormance quality throughout.

-£:ippczr EPPER-FORMANCE~ 1840-GS Oak St., Torrance, CA 90501 (213) 328-9100

Eipper-Formance also manufactures the Cumulus VB high-performance Rogallo for class-4 flyers. Send for free spec sheets, or enclose $1.00 for complete information kit.