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

QUALITY AND PERFORMANCE IS WHERE IT'S AT!!

CROSS COUNTRY. OUR BEST Superior performance and handling. Two sizes to cover most weight ranges. Recommended for Hang 4 pilots only. $1375.00.

SST A high perfonnance glider to delight experts and intermediates. Unmatched ease of handling. Five models to cover every need. $1175.00.

We're obviously not the cheapest .•• and our delivery time is not the quickest. Price and delivery time are important ... but they're not everything. Quality and performance are still - and always will be - our primary objectives.

P.S. Sorry you can't be the first to fly your Wills Wing. We fly it first-always.

Visit your local dealer for a demonstration

o,wdteti11us WING, INC. '-v 1208-H East Walnut Street Santa Ana, CA 92701 ( 714) 54 7-1344

Good Reasons /afetyePerformanceeTraining

A properly tuned double-surfaced The Sky Sports Bobcat Ill Is allow· flex wing handles high winds best o f ~ • ed by new 1977 FAI Class-I competl· all. That is, It flles faster and has bet· ~ tlon rules (which still admit the II ter gllde ratio at higher speeds than model) to have a double-surfaced sail and wider nose angle (better gllde comparable single-surfaced craft. The advanced airfoil works more effl- ,. \ ratio results). Also we've had another clently, creating the same or more 11ft '1111111! year to discover more about design. with less wing area, allowing higher ~ Thus the BC-Ill flles even better than wln9 loadings for the same or better the much acclaimed II. What a way to minimum sink. (The Ill has a 5% In· get your start in competition: A good· crease In recommended wing loading c,.iiiit handling, good-performing Bobcat Ill over the II, yet has a 20% improve· ~ with no sudden surprises to distract ment In minimum sink performance) . . . your attention from learning to fly Higher wing loadings give Increased contest courses. speed, better handlfng (pitch and roll 'fllf domination), and better performance ~ Also an excellent way to do your In the top end speed range. Improved(/) apprentice crosscountry flying! In efficiency and less wing area mean 1976 a Bobcat II was flown 31.2 mlles (50.2km.) out-and-return In Penn· lower drag, thus Increasing gllde ratio. sylvanla. ihat with an estimated glide ratio of 6.0:1 . The BC·lll's one,polnt Improvement (7.0:1) can carry you Because the double-surface per· ~ even further. Setting out on a day mlts flying at higher angles of attack~~ with unknowns like possible tur· before stalling 1 slower speeds are bulence, changing weather, and a landln~ place you've never seen, possible. Furth ermore, almost all If not all hang gliders today stall before : , wouldn t It be great to have a des)gn reaching their true best minimum with undeflatable positive-pitching wing center section, Sky Sports rugsink speeds. The Sky Sports Bobcat Ill can get closer to its true optimum ged construction, double-surfaced sink speed than comparable singlewide speed range, plus mellow han· dllng and outstanding parachuting surfaced designs (and at higher wlng loadings). The result Is that the BC Ill characteristics? That's w~at we want can soar in slower, mellower condi· In our flying. We think Its what you tions as well as hl9h winds. want In yours. A

O Q

esatety. The Bobcat Ill's dynamical· ly Inflated, double-surfaced wing with non-deflatable center section (rib over keel) has a wider angle-of-attack range than comparable singlesurfaced designs. This means you can go to higher angles before stall· lngl to lower angles before enterlnQ a rad cal dive. Stalls are gentler with the modern alrfoll In association with Judicious wingtip washout. The alrfoll and Its center rib give the design In· herent recovery from dives. (Maintain your normal body flying position and the Bobcat Ill will Immediately fly Itself out of most situations of difficulty and confusion.) Improved performance at higher wing loadings provides better plfot domination of pitch and roll. ePerformance. It Is a basic truth of aeronautical design that double-surfaced alrfolls fly better than their single-surfaced ancestors. The Wright Brothers flew with skinny wing sections 74 years ago, but look for yourself at today's sailplanes, small powerplanes, airliners, and even most rigid wing hang gilders. Flex wings benefit Just as much. Sky Sports designers, especially Tom Peghlny and Terry Sweeney, Introduced the double-surfaced concept for Improving flex wings In 1975 and have continued development since. The Sky Sports Bobcat Ill, designed primarily by Terry Sweeney with assistance from other Sky Sports designers, has an estimated minimum sink of 250 feet per minute (82.3 meters/minute) at a wing loading of one pound per square foot (4.9 kg./sq. m.) In the "billowy" position (2.4° billow, 98.8° nose). It ts believed to have a gllde ratio of 7:1 In Its "flat" setting (1.8° billow, 100• nose). erralnlng. The real Icing on the cake Is that the Sky Sports Bobcat Ill makes an excellent trainer for begin· ners. For the first time the newest newcomer can have an AR 4.2 flex wing with the advantages of double surfaces. Schools can breathe easier with puplls on a BC-Ill. Students can start on a craft suitable for their later advanced flying and having features previously available only to Hang•lll and -IV flyers with Kestrels and Marlins.

June 15, 1977 TO:

Hang Gliding Manufacturers and General Distribution

SUBJECT:

HGMA CERTIFICATE OF AIR WORTHINESS

This memorandum is in response to the country's current, #1 leading rumor, namely that USHGA Competion Rule 7.02 "Competition Glider" will not be enforced at this year's National Championships. It should be clearly understood that it is the intention of the Championship Organizers {HRHGA) and the USHGA to enforce this rule to it's full intent. " ..... The glider shall be constructed of materials, and have a Certificate, in accordance with the HGMA Standards Program ..... " In a telephone conversation, this date, with HGMA President, Gary Vdlle , I am informed that five manufacturer's are very close to receiving their certificates, or at least have submitted the necessary material to the HGMA. It is our feeling that the success of the HGMA standards program is of utmost importance to the sport of hang gliding, relating not only to the safety of pilots, but to the integrity of the sport and it's relations with the FAA, insurance proposals and the public in general. The industry has nad more than sufficent notice of the standards requirements . It is not the intention, however, of the HRHGA or USHGA to penalize pilots qualifying for the Nationals because of circumstances beyond their control. At this point, it would seem reaso·nable to the HRHGA that at the point of glider check-in and inspection for the Nationals (July 18) the said rule will be considered as satisfied if the manufacturer involved has (a) obtained a Certificate of Air Worthiness or (b) ha~ made a timely and conscientious effort to satisfy the standards requirements as certified to t~e HRHGA by the president of the HGMA. In general, the hang glider industry is to be complimented on it's past efforts in the improvement of the machine. The recent reorganization of the HGMA and the institution of the standards is a milestone in the sport of hang gliding. With the rapid increase of hang gliding participation across the world the visionaries developing this program have taken a desperately needed step that cannot be abandoned now if our sport is to maintain significant and technologically important growth. The USHGA has accepted responsibility for pilots and this effort must be matched in full by the HGMA for pilots' gliders.

~·~ K ~ e , USHGA Secretary 3152 Lyon Boulevard Oklahoma City, OK 73112 (405) 947-1037

EDITOR: Rich Grigsby CONTRIBl)TING EDITOR: Carol Price EDITORIAL ASSISTANTS: Sharon Grigsby, Phil Warrender ILLUSTRATIONS&. LAYOUT: Mork Allison STAFF PHOTOGRAPHERS: W. A. Allen. Leroy Grannis. Bettino Gray. Stephen McCorroll OFFICE STAFF MANAGER: Carol Velderroln Cathy Colemon, Janet Meyer, Donielle Della, Miriam Durkee. Wendy Tuttle.

ISSUE NO. 54

HANG GllDING CONTENTS

USHGA OFFICERS PRESIDENT: Vlc Powell VICE PRESIDENT: Vem Roundtree SECRETARY: Koy Broke TREASURER: Lloyd Licher

FEATURES

USHGA REGIONAL DIRECTORS REGION l: Vem Roundtree. Jeff Johnson. REGION 2: Wolley Anderson. Jon Cose. REGION 3: Tr\:> Mellinger, Don Poynter. John Lake, Alex Duncan. REGION 4: Steve Thome. lucky Corr(:)bell. REGION 5: none. REGION 6: Jomes Cruce. REGION 7: Mike Zloskas. REGION 8: Don McCabe. REGION 9: Vic Powell, Dennis Pagan. REGION 10: Skp Smith. REGloN 11: David Broyleo. REGION 12: Jim Aronson. DIRECTORS-AT-LARGE: REGION 2: Uoyd licher, REGION 6: Kay B!Oke. REGION 8: Bill Allen. REGION 10: John Horris, Hony Robb. HONORARY DIRECTOR: Hugh Morton. EX-OFFIOO DIRECTOR of USHGA as we ore a division of NAA: General Brooke Allen. The United States Hong Gliding Assoclot1on. Inc.. Is a division of the Not1on01 Aeronautic Association (NAA) which.ls the offlolal U.S. representative of the Federation Aeronoutique lntemottonole (FAIJ. the world governing body for sport aviation. The NAA. which represents the U,S. at FAI meetings, hos delegated to the USHGA supervision of FAl-reloted hong gliding activities such as record attempts and competition sanctions. HANG GLIDING magazine Is published tor hang gliding sport e,ithuslosts to create further Interest In the sport. by a meaM of open communication and to adv,:,mce hang gliding m11thods and safety. ContrlbutloM are welcome. Anyone Is Invited to wntrlbule articles. photos. and llluslraUons concerning hang gilding ocllvtlfes. If tne material ls to be returned. o stomped. selfaddressed return envelope m1Jsl be enclosed. l:IANG GLIDING magazine reserves the right to edit contrib1.1t1ons where necessary. The Assoclollon and publlcotlon do not assume resp011$lblllty for the motetiol or opinions ol conlJibutori. HANG GLIDING magazine ls published monthly by the United Slates Hong Gilding Association. Inc. whose molllng address la P.O. Box 66306. Los Angeles. Calif. 90066 and whose offices ore lo• coted Qt 113121'> Venice Blvd., Los Angeles, Coll!. 90066; telephone (213) 390-3065, Second-class postage is paid at Los Angeles. Calif. HANG GLIDING magazine Is p(inled by Sinclair Printing & Lltho. Alhambra, C<:illf. &Jbsc!lpllon is ovalloble only as port of membership In the USHGA. a member-controlled eduootlonol and scientific organization dedicated to explotfng all tocel$ ol uttroMght flight. Membership Is open to anyone interested In !hi$ realm ot flight. Dues tor full membenhlp ore S15 per yea (S16 for foreign addresses)) dues for Assqciote mernbe!$hlp ae $10 per yeor, ot Which S7 Ql'e designated for sl.bsc'1ptlon to HANG GLIDING magazine. O.onges d oc:ttess shoud be sent six weeks In odvonce. lncludng name. USHGA member$hip n ~. preYious and 1\&11 odetess, and o molftng label from o recent ls$ue.

Total paid olrculatlon for the June Issue was 9600

JULY 1977

HANG GLIDING NEEDS A TOW PLANE

A thought-provoking look at cross-country soaring contests of the near future

by George Worthington

26 A NEW LOOK AT HANG GLIDER DESIGN, PART1

by Terry Sweeney

Probing the mysteries of weight shift control

28 SOUTHERN CALIFORNIA HANG GLIDING CHAMPIONSHIP

by Por1<

Region 3 qualification meet

33 POEM 34 SHEAR ECSTASY

by Barry Gordon by Ric Lee

17 pilo1s gain 2400 feet In a classic San Francisco seabreeze convergence zone

38 TOWING, PART 2

by Dove Broyles

Land and water launching techniques explained

GLIDER STRESSES

by Dennis Pagan

Design progress calls for stronger airframes

1976 FATALITIES No simple answers. but a surprise or two

DEPARTMENTS 4 ULTRALIGHT CONVERSATION 4 INDEX TO ADVERTISERS 12 ULTRALIGHT NEWS 15 AERO-INNOVATIONS 15 CONSUMER INFORMATION 16 CALENDAR 20 USHGA REPORTS 60 CLASSIFIED ADVERTISING 65 STOLEN WINGS 67 FLYING BULL by Bill Allen COVER: Sunset on Moul. O ive Armitage reflects on o day's flying In the evening sun. This month's cover was donated by Electro Flyer. Photo by Stephen McCorroll. CONSUMER ADVISORY: Hong Gliding Magazine and USHGA, Inc.. do not endorse or toke any responsibility for the products advertised or mentioned edltorlolly within these pages. Unless specltlcolly explained. performance figures quoted In advertising ore only estimates. Persons considering the purchase of o glider ore urged to study HGMA standards. Copyright© United States Hong Gilding Association. Inc. 1977. All rights reserved to Hong Gliding Magazine and Individual contributors.

by R. V. Wills

ijLTKALIQf1T CONVEKJATION . Skying Out! Dear Editor, I'm writing this letter because I thought it wou Id be encouraging to other weekend flyers that think only professional pilots can "speck out''. Some friends and t headed for Sa bob a Hot Springs, 2200' AGL, a flying site on the west side of Mt. San Jacinto .. A few days before we

had a three hour flight there, with a 2000' altitude gain, and were hoping for some more of

the same. We had been getting winds out of the desert in the morning and switching to the west in the afternoon. When we arrived at take-off, the thermals were popping Our frienrls <;roll

and Clare decided to try their first tandeln flight. When they took off, the nose pitched up and they climbed faster than I've ever seen anyone climb. I took off and immediately gained 2000'. Bernie took off and soon joined me. The air was pretty chopped up and hard to maintain any consistent height. It wasn't much fun. So I decided to look somewhere else. I flew out in front of take off and caught a good thermal and started 360°-ing and rode it back behind take off. 1t got real rough, but -I was going up so I hung in there. My altimeter was set at 2200'. The lift was a steady 700-800 fpm. I looked at my altimeter and it read 6000'. I looked out in front of Saboba and saw a sailplane coming toward me about 1000' below. I thought to myself and chuckled, l must be doing something right, a sailplane is following me! We rode the thermal to 9800' AGL. WOW! What a view. Two other sailplanes had joined us by now. The lift quit and was replaced by heavy sink. The sailplanes headed over Idyllwild and were getting higher than me, so I decided it was my turn to follow. I flew back to an area called Poppet Flats but was getting heavy sink all the way, so I decided to go back to take off. When I got to the canyon behind take off l was at 7000' AGL and the vario started reading a steady 500-700 fpm up. I steadily climbed to 10,000 AGL. Now there was only one thing bad about this whole beautiful experience. l had cleaned out all my winter clothes from my flight bag since the weather was getting so nice. Well, at almost 12,000 ASL, a tee shirt and no helmet is not the best "record breaking" outfit. By now I was shaking like a leaf from the cold and had Jost feeling in my hands. I decided to leave the lift and drop to a warmer level. My altimeter now read 10,500', 8,300' above take off! I came over the landing area with 9,500'. What now, Mom? I flew over to the Hemet airport and made a full circle of the town. In the meantime, t.'Veryone was soaring the ridge at 1000'-2000' like I was before I broke away. Why me? My advice to anyone who would I ike to "go for it",

is:1. Make plans with your driver before take off on what you will do if conditions are right. 2. Wear helmet (always), gloves and jacket even if it's hot on take off, because that thermal didn't quit at 10,500'. I did. Next time I'll be ready and fly home. Larry Forquerian #11745 Morongo Valley, Calif.

Let the Buyer Beware Dear Editor, I write this letter in response to Gary Valle's article in the May '77 issue of Hang Gliding (Structural Failures, Who's Responsible/). Personally, I know and respect Gary and his contributions toward safety through the Hang Glider Manufacturers Association. The attitude reflected in his article, however, seems a little off base to me. Gary alludes to the fact that the manufacturers are only responding to the public demand for performance gliders. I, as a retailer, as well as a flyer, appreciate this growth toward "bigger, better, faster" gliders. The problem is that I as a consumer at some point have to place ultimate confidence in the designer/manufacturer that his craft will be airworthy. I realize that there is a consumer responsibility in this selfregulated sport, but the manufacturer/designer must realize that I (and the ma;orily of the hang gliding public) don't know what Reynolds Numbers,' Vo, Vs, and Sp are, much less how they affect stress, speeds, performance, etc. When 1 walk into a 707 ! don't ask to see the safety documentation of the craft. When I get into my van I don't ask for the safety documentation on the brake system. I as a consumer have been taught that the manufacturer of the vehicle is responsible for safety of that vehicle. There's a phrase in American Business History which might be mentioned here: "Caveat Emptor .•. let the buyer beware". This is a business philosophy which has prevailed since the public decided not to reap the consequences of someone else's irresponsibility. Yes, Gary, it is the responsibility of the buyer to ask the questions, but it is the greater responsibility of the manufacturer to have the answer! Steve Mccorkle Chandelle San Francisco

Avoiding Aircraft Dear Editor, Being an airline pilot as well as a hang glider pilot, I recently attended an aviation safety seminar at Orange Coast College in C~sta Mesa. While speaking on the subject of air traffic in Cajon Pass, Mr. Hank Richardson, Accident Prevention Specialist at the Long Beach G.A.0.0. (FAA), told the assembled group of pilots that he had recently received a phone call from an upset pilot who had "suddenly found himself in the middle of about 6 or 7 hang gliders." This recent incident occurred on a weekend, in the Crestline/Pine Flats area of the pass, at about 3500 feet AGL. This may not seem to be too shocking to hang glider pilots. Most people who fly at Crestline

INDEX TO ADVERTISERS Aero-Hydro Propulsion Systems . Aer-0naut Hang Gliders Inc. . .54 Albatross Sails. . .6 Albion C:Orporation. .9 APO Rght Systems. .54 Bennett Della Wif"9 Gliders . . ...... .10, 19, 49, 53 8111 Anderson P!lotography . .63 Bird Builders . ............... 50 Chuck's Glider Supplies ...... 57 Crystal Air Sports .62

Duncan License Plate Frames . . ......... 10 Eco-Nautics Inc. . .......... 14 Eipper ... IBC Electra Ayer Corporation ............ 22, 23, 45, 51. 61 Everglades Kites ............. 37 Right Bag Mail Order Co. . ... 50 Right Re.DIies . . ... 65 Glider Rider. .5, 43 Go-Graphics. . .......... ' ........... 48 Hall Wind Meter .. . ........ 56 Hang Glider Shop ... 54 Ha1111 Glider Weekly. . ... 4 Kite Enterprises . .62 Kitty Hawk Kites . . .9, 66 Leading Ellge Air Fois. .10 M Company. . ...•. 58 Manta Prod11Cts .......................... 18, 42, 64 Marquiss Art Studios. . ..... 60 Mehil Enterprises. .54 Morton Enterprises . . ... 15 Nova Hang Gliders Inc .. . .. 9 Pacific Gull. . .... 68 Patmon! Variometers . ................ 54 Peregrine Aviabon . .. ............ 13 P-Oynter Books . .52 Robert Sage Memorial Hang Gliding Meet . . .. 39 Seatiull Aircraft . . .................... 56. 63 Sky Light Right . . .. 61 Sky Sports . . ........... 1 Southern Caifomia SChool of Hang Gliding ........... 52 Steve Snyder Enterprises .... 21 Sunbifll Utralighl Gliders . . ....... 17, 64 The Great Outd-Oors Trading Co ...................... 7 The Hang Glider's Bible..... . .. 7 Tom Morey & C:Ompany Inc. . ......... 59 Ultralight Rying Machines. . ..................... .47 UltraigM Instrument, ............................. 9 Ultralite Products .............. BC USliGA.

. ..... 15

Volmer Aircraft ................. 8 Wills Wing Inc. .IFC. 55 Windhaven Emergency Parachutes . .......... , ..... 11 Wings lor Man . . ... 58

(continued on page 7)

JULY 1977

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are at least marginally aware that the pass is quite a high density area for traffic, and especially so on weeke nds. It's also very like ly that the flyers involved in th is incident had heard, identified, and properly avoided the airplane, or at least were in the process o f avoid ing it at the time it passed through. So w hile it may or may not have been a big deal to the glider pilots, the important thing is this: it was a very big deal to the airplane pilot. Speak ing from the vantage point of both cockp it and contro l bar, I fee l it is pertinent and even perh aps urgent, tha t hang glider pi lots be made aware of the fo llowing poin ts: 1. Power pi lots genera I ly do not expec t to see hang gl iders at altitude. For the most part, the popular belief is that the sport is still "ground skimming"; 2. They are largely unaware of the areas in whic h hang gliders operate. Even if they had been to ld where to expect them, most wou ld ~ti ll not be looking for gliders at 2 to 3 thousand AGL. Th is point is especia lly complicated in the Ca jon Pass, as the best ,oaring conditions occur at precise ly the same time that the visibili ty goes to the dogs. The greatest thermal activity almost always co incides wi th the arrival of the "sea breeze front" condition, alias " The Smog Wa ll", thereby increasing the hazard; 3. The airp lane pilot probably isn't going to realize tha t glider pi lots can hear him, and th erefore are already aware of his presence. Glider pi lots should not, however, be lulled into the belief tha t an airp lane will always announce its arrival. Many small planes are very quiet at low power settings, such as are used in a descent; 4. When an airplan e penetrates an area of glider activity, the pilot is going to be taken entirely by surprise, and may possibly execute an abrupt maneuver in any direction in order to avoid a co nflict. Try to imagine yourse lf flying an airpl ane, minding you r own business, and sudden ly d iscoveri ng that the sky is full of hang gliders. Contrary to Hollywood legend, airplane d rivers are not steely eyed, iron nerved, godlike figures who never get rattled. We are just a~ prone to getting freaked out as anyone else. (Sorry i f I've blown your image, Kendall); 5. Above all else, know th is. Al l participants in aerial ac tivity share an equal responsibi lity to see and avoid other aircraft. When that responsibility is not met, then the blame is shared equally. Period. That's the way it's written. Of course we all hope and expect that even tually the problem of conflict wi th airp lanes will be alleviated th rough the establ ishment o f 'recognized' hang glider areas, and through educati ng the fly ing public as to the location of these areas, as well as to the capabi li ties of the gliders. • I persona lly wo uld like to see two steps taken. First, the designation of sites in a manner similar to tha t used in this part o f the country for aerobati c flight. It is in violation of FAR 9 1.71 to engage in aerobatics on an airway (Bmiles wide), in a contro l zone, over a c ity, or over an assembly of people. In the So. Ca l. area, that leaves nowhere to go, so the FAA has "waivered" certai n areas for aerobatics. These areas are not set aside exclusively for aerobatics.

HANG G LIDING

Other aircraft c;an sti ll legally fly through a waivered area, however they are advised to be more cautious. I feel tha t hang glider pilots should pursue the possibility of having areas "waivered" for their use, thereby giving power pi lots a reason for wanting to stay o ut of those areas. The second step wo uld be the issuance (by the FAA) of an Advisory Circu lar on hang glider activity, areas of operation to be disseminated via NOTAM at the loca l Flight Service Station, and a br iefi ng on c urren t performance capabilities of gliders. Presently, I feel that FAA officials (al least in th i~ area) wou ld be more th an happy to discuss ways that pilo ts might be easily educated regarding the hang glider si tuation. Th e key here of cou rse, is that it is up to those wi th in the sport to initiate any and all steps in th is direction. In the meantime though, what arc you gonna do whe n you're 3 thou' over the top, and your ears start to hum. See and avoid. If you can' t find the plane in a few seconds, do a normal 360 and check ou t the who le area. If you still don't see it, it may be above you. It wou ld probably be best to ro ll into a nice, blazing spiral. Doing this, you wou ld be afforded the opportuni ty lo check out more sky above you due to the higher bank angle, and yo u would be offering the most visibi lity to the ai rplaneco nstant motion and a "high" profile. Wha tever the remed ies may be, both interim and long ra nge, the hang glider has definitely arrived in the airspace, and it is obvious now that steps are necessary if hang glid ing is to re main in that airspace. It wo uld be fata lly naive to assume that because of the government's ben ign posture towa rds th e sport in the past, they wo uld not or could not simply declare it to be i llegal. John Halcrow Costa Mesa, Calif.

Planned Obsolescence Dear Editor, Whi le enjoying my February issue of Hang Gliding, I read two letters in Ul tralight Conversation that I felt I must com ment on. First I must congratu late Dave Pinkston on his long overdue letter and concern for our forsaken standards. My standard once held east coast records, but now it is banned on regulated hi lls. I saw this same"planned obsolescence"in the surfboard ind ustry 10 years ago, w hen " new" concepts and products were th rown at us every two months, to keep " mi lking" th e marke t. Lift the bani Since standards are no longer produced, they w ill be extinct in a surprisingly short period of time anyway. Save Our Standards! Secondly, the letter, "High A ltitude Flights", Mr. t lumphreys stated that, "controlled breathing w il l have no effect on hypoxia.'' I disagree. A technique taught to pilots by our A ir Force for high altitude bai lou t has proven effective in actual emergencies. In rarified atmosphere (14,000' plus) take a deep breath; then make pressure as if to blow up a balloon, but don't release any air. Hold it for 5 o r 10 seconds, the n exhale, and repeat. This increased

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prcs~ure allows the blood to assimu late more of the breathing medium. Henry's Gas Law (take note SCUBA people) supports this entirely. Reader's Digest, some years ago, published a pilot's account of extreme altitude bailout and his succc,s with thi s method. My persona l experience supports my bel ief in this simple technique. Bi ll Marmaduke #16881

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Dear Editor, In th e March 1977 issue of I Jang Gliding, the letter entitled "What the Hell's So Great About Being Popu lar?" reminds me of another item of greatest importance against the drive for growing too fast in terms of numbers. I agree with D. Youmans' view that like skiing, our sport can be very hampered by a too rapid increase in active pilots. I also th ink we face an even bigger threat, that of not being able to accommodate more than l /500th of the amount nf partir ip;,,nts ;i sk i rPsnrt r;cin ;irrom. modate. W e all know how crowded most sites are already. For this reason we should allow our rate of growth to take its due course and allow the slow increase of new sites to accommodate the demand accordingly. Robert Doornick New York, New York

Louisiana Flying Dear Editor, This letter is a reminder to all pilots andl-/ang Gliding readers that th ere happens to be some Deep South ultra light activity. Apart from the local tow kites, there happens to be foo t-launch fly ing in the flat terrain or Louisiana! A local tra ining hi ll allows for about 50 feet of altitude while the ridge that runs nearby is over 100 feet in height and one mi le long. In soarable conditions, one can fly from Louisiana into the state of Texas. There are also severaI other ridges around that are soarable in the strong breezes that blow in from the Gu lf of Mexico. I'm hoping to hear a response ( rom some other southern flyers and share some of their flying sites. Thank you very much for such an informative publication as Hang Gliding and for covering the hang gliding scene throughout the country. Tommy Thomp~on New Llano, LA

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"Kick in the Butt" Dear Editor, Here's anothe r opinion on "SHOP AROUND" by Chris Price in the March 77 issue of Hang Gliding. The article is basica lly good, but leaves a lot lo be desired on the " BUY FROM THE GUY WITH THE LOWEST PRICE". That' s a bunch of crap! The rebulta l in the May'77 issue rs great and I wish more dealers would voice their opinions so the flying community wou ld know what we're up against in this business. Certain manufacturers seem to feel as though they' re doing th e dealers a favo r by letting them

sell their gliders. I think that most manufacturers need a "Kick In The Butll" As dea lers we are expected to keep the flying community alive through teaching, actively participating in loca l meets, and helping loca l clubs. Manufacturers expect their dealers to buy several gliders for DEMOS for our respective shops and take time to explain about the glider, answer questions, and take prospective clients out and let them test fly our demo gliders. Yet after all this time and expense, some manufacturers w ill sell to a guy who is working out of his garage and let him sell to the pilots who have already been exposed to the glider through a shop. The backyard guy sells the glider for 20% off retai l and invests little or no time. The dealer carries all the things needed to service the gl iders he sells in addition to other equipment and then after losing a sale to the backyard guy, is supposed to help the manufacturer by investing more time and money? The backyard dea ler very seldom contributes anything to the flying community and is usually hard to find when something needs to be nxed. After all these problem s lo be overcome,we dealers have our hands tied by manufacturers who promise you anything to gel your 50% down payment, li ke "Your glider wi ll be ready in three to four weeks". Well, I've ordered gliders from two manuracturers and I am in to the fifth week of waiting and probably won't get them for another week! Who wants to wait six or seven wee"-s for a glider? I don't and I know my customers don't either. I'd like to hear what other dealers are doing and experienci ng along this line and their reactions to this letter. Dave Freel Flight Realities San Diego, Calif.

Facts and Theories Not Petty Arguments Dear Ed itor, The March 77 issue of Hang Gliding, page 46, states that, "The HGMA has put a 'hold' on the investigation o f the aerodynamic problems o f the ASG-18 associated with the Lee Sterios' accident at Ft. Funston. I believe that we should learn something from each accidenl if possible, in the event that it wi ll help to save the lives of others in the future. I don't think we should hide our heads in th e sand and refuse to talk about accidents as i( they didn't happen. But, I think there is a difference between facts, and petty personal arguments. I know both Mr. W ills and Mr. Hollman. I am also very close friends with Jim Lynn, and Tom Price and Keith Nichols at Albatross. I have flown a Jim Lynn glider fo r a year and an Albatross ASG -2 1 now. I wi ll not make a statemen t either way. Lee Sterios was my boyfriend al the tim e of th e accident, so anyway you look at il, I am involved. I would very much appreciate knowing what happened and why. I would like to see fra me/sail combinations and different pitching moment curves graphed out. I would like to open my 1-lang Gliding magazine and read facts, (or theories) without having to see Lee's name in print concerning petty arguments with one party attack/continued on page 10)

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ing another. All I can say is, it is unpleasa nt, and so rar it has fai led to prove anything scientirfcally. I hope I rece i ve yo u r coope ration. I hope everyone will mellow out and start to work together in th is situation, using their brai ns instead oi their mouths. Joyce Mcwhinney Pacifica, California The I-ICMA put a 'hold' un the investigation of the Jim Lyn n-Albatross hybrid because at 1ha1 time there was no meLhod of testing that would yield the objective test results that you request. Recentl y, relatively crude test vehides have been constructed by some manufacturers for use in dynamic load testing for 1-/CMA cercifica tion. But they lack the sophisticated instrumentation and precision necessary for calculating p itching moments, etc. Such Lesling will have to wail unlil eilher a wind tunnel or Lhe complex ultra-expensive vehicle currently under construction by Scott Rojohn become.s available. - Editor

T.S.0. 'd Parachutes Dear Editor, I wou ld l ike to bring to your atten ti on th at a manufacturer of parachutes has cla imed in his literatureda tedApri l 27, thathischuteh;is been T.S.0.' d when in fact it has not. At the time of this wri ting Uune 15th) he cannot produce a T.S.O. number. Th is is, of cou rse, a very serious federa l offense and subject to all sorts of pena lities. However, the greatest offense is against the hang glider community.

The B.U.S. wa~ a specially co nceived proj ec t to deal specifically with the hang glider fatality ra te. II was th erefore designed around certain parameters; these parameters, or co urse, as a 11 other requirements of hang gl iding, have not been known to the FAA or any other govern ment agency. So, hqw co uld they say what the require ments would be? Now, I am sure this other manu factu rer's ch ute wil l ~ave a pi lot's life if the pilot had an occasion to use ii, bu t - if it had to be T.S 0.'d then why can't the hang glider pilot go and buy an already avai lable reserve chute, which is not only T.S.O.'d but also backed by 25 years of operational success? The same reasons apply in the case of why our B.U.S. does not need to be T.S.O.'d as in the case of w hy your hang glider does not need to be lype certi ficated by the rAA. The general consensus is that we don't wan t the FAA to contro l our sport and in keep ing with that opinion, we d id not intend to T.$.0. our B.U.S. If it is th e cu stomer's and industry's opin ion to have our sport co ntrolled by the government, we can certainly oblige and do just that, bu1 w e w i 11 not c laim lo hilVC il T.$ .0.'d B.U.S. until it is T.5.0.'d. Either way, we wan t to be honest to the hang gliding com rn un iiy. The idea was ours, the first production was ours, the concern for pi lot's sa fety and the efforl to keep the cost to a minimum was ours. O ne more important item . .. regard ing potentia l T.S.O. systems: you r harness is a part of the chu te system; as such, it too wou ld have to be T.S.O.'d So, the question would be, "Could your harness stand the T.S.0. tes t?'' Probably not. In 1973 I applied for type cert i fi cation fo r my

gliders, but because of the industry's feelings about FAA contro l of our sport, I dropped the project. But, i f the opinion is different now, and governmental control is what our people want or need, I can certainly very easily fall into line, inc lud ing a T.S.O.'d B.U.S. and type certi fied gliders. In th e meant ime I can ~upply a T.S.0.'d B.U.S. of proven design, or I can supply our own specially designed non-T.S.O.'d B.U.S. The on ly difference is Lhe price, we ight, and yo u the cus tomer's choice. Bill Benne tt Del ta Wing Kites Have somerhing on your mind? Hang Gliding Magazine welcomes Letters to the Editor. Please address your letters lo Hang Gliding Magazine, c/o USHGA, Box 66306, Los Angeles, CA 90066.

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Pilots Fly 72,62,& Jeff Scott sets official USHGA record of 72 miles Bob Pruitt applies for NAA record of 61.8 miles

ULTRALIGHT NEWS ~~~~~~~~~~

Region 11 Qualifications Buffalo Mt., Oklahoma Texans often do things entirely different from the ou tside world, and the Region 11 Championships for 1977 was no exception. We held it in Oklahoma. The meet was at Buffalo Mountain near Talihina, Oklahoma. With 1250 feet of vertical descent, and the main face, a ridge five miles long facing south into the prevailing wind, Buffa lo Mountain is an excellent soaring site and a great place to hold a meet. The launch is a wooden ramp on top of a 20 foot high cliff, which looks out over a beautiful woodland area o f pine and oak. It is often possible to see deer and other wi ldl ife while flying over the wooded area. The landing area is, however, only a 3 to 1 glide from the top, so even standards have no trouble getting to it. Buffalo is abou t 40 miles from the location o f the Nationa ls, and wi ll host some of the lly-in activities. Flying started at noon on Saturd ay. Conditions were mild and pleasant. Two rounds were flown with little difficulty except for one b lown launch into a tree, but Sunday morning at 9 AM, the winds were about I 5 to 20, and conditions were very soarable. Al an impromptu flyer's meeting on top, the flyers were trying lo convince the safety director that the wind~ were too high to fly. A vote was taken lo determine who would be uncomfortable flying in the winds. Many hands were raised. Being of a suspicious nature, the safety director asked for a show of hands of those who wouldn't go soaring if competition was temporarily closed. Under threat of disqualification if the fl yer ra ised his hand and then went soaring anyway, no hands were raised. If conditions were good enough to soar, they were good enough to compete, so the first competitor was hurled screaming (glider affixed) from the launch. The meet used a 4-part task with a speed run, duration, turning, and spot landing task each counting for a maximum of 250 points. The base level performance for each round was the best performance in each task in that round except for spot landings which were based on a 100 foot radius with a bullseye scoring 250 points. The target area was a 500 foot diagonal diamond, with a gate in the cen ter. The flyer had to fly a figure eight pattern over the diamond, passing through the gate at the center

In just 3 days, 3 pilots surpassed the official hang gliding world d istance record of 46.1 miles held by Gene Blythe and Trip Mellinger! On June 12, Jeff Scott and Jim Ketcham, both from Los Angeles, fl ew 72, and 52 miles respective ly during assault on Cerro Gordo by a group of Southern California pilots. Cerro Gordo, it will be remembered, was the desolate 9000 ft. peak in the rugged Inyo mountain range used as the takeoff point for last year's record setting flight. Jeff Scott, flying a Phoenix 8, took off in a southerly 10 mph wind. He flew out over the base of the mountains to avoid a possible forced landing and a subsequent survival hike out of the treacherous canyons filled with loose rock, hot, dry air, and scorpions. His flight altitude averaged o ut at only 3000 ft above Owens Valley. His greatest altitude was 10,000 ft (only 1200 ft above takeoff). During his 2 hour 57 minute thermalling flight, the wind increased from 10 mph to a crackin' 35 as he scraped around for a thermal 500 feet over Westgard Pass. It was here that Jeff saw his friend, Jim Ketcham, for the second time. They had met earlier over Lone Pine. As the wind shifted to a southeasterly direction and increased in velocity, the therm als became distorted and more difficult

,in

of each eight. The flyers were scored 1 turn for each v. of an eigh t completed. The speed run was scored from launch to the first center gate, and duration was scored from the first cent.er gale to the ground with a maximum score of S minutes, and a penalty beginning after 6 minutes in th e air of 1 point per second. The task was designed to test the flying skills of the flyer, his ability to preplan his flight, and his knowledge of his glider's performance.

Jeff Scott Lu h,111is u11tu. Jeif <.:aught another one but Jim missed it and burned out in Westgard Pass a "mere 52 miles" from takeoff. Jeff managed tonegotiate these trashy thermals for 20 more miles. bypassing Bishop and landing near Laws, just past the Mono County line. This flight will stand as an official USHGA distance record, but will not be recognized by the NAA because he flew was a tough break for Stan but was compensated for by his winning the over-all trophy as well as Class One. Stan's and Gerry's flying was marked by a consistent abi lity to score high regard less of conditions. The meet consisted of 5 rounds using th e 4-part task. The highest total score in each class wa s the winner. Overall was determined by the highest total score in the meet. REGION 11 RESULTS Overall Winner

Place

Name

Glider

Points

1st.

Stan Palmer•

Cirrus

3760

1st. 2nd. 3rd. l SL

2nd. 3rd. 4th.

Stan Palmer, winner of the Open Class.

The high scorers of the meet were Stan Palmer in Class One and Gerry Kiefer in Class Two. On one flight, Stan racked up 6!12 figure eights, a duration of five minutes in a thermal, and a bullseye. and would have had a perfect score of 1000, except for a flyer in his class who took off w ith two tangs twi sted, who decided to come down fast. As he weighed 205 pounds flying a Cirrus 3, he passed through the gate in 70 seconds, which was about one ha If the next quickest speed run, which was Stan's, and knocked Stan's speed run down to 13 8 points. It

Class 1 Stan Palmer• Cirrus Simon Smith Cirrus Cirrus Gary Sheer Class 2 Gerry Kiefer" Dragon-Fly John Rozier* Cumulus SB John Davis* SST Dave Broyles Strato

3760 3279 3140 3621 3039 3031 2999

*(Qua li fiers for Nat ionals) After the meet was over, the pi lots finally got to soar. The great soaring weather they thought might go away, turned into outrageous conditions in which flyers were wandering around 2500 feet above the top o f Buffalo, which any flyer will tell you is a really pleasant way to fini sh a hard day's fl ying. Th e meet officials were: Meet Director and Chief Judge, David Thompson; Meet Organizer, John Davis; Safety Director, Dave Broyles; and Launch Director, Bob Leech. We wou ld like lo thank all oi the people who came out and assisted at this meet. by David Broyles

JULY 1977

52 Miles without a barograph or camera. Just 2 days later, on June 14th, Bob Pruitt from Albuquerque, flyi ng an· Olympus 180, took off from Sandia Peak, New Mexico, and flew 61.8 miles in a cloud street. Most of Bob's fl ight was over flatlands. His maximum altitude was 15,500 ft. Bob was carrying a sealed barograph so his flight will probably be recognized as an official NAA distance record provided that all the other requirements are met. It should be noted that Bob termin ated his flight even though he had plenty of alti tude because he wanted to land in the town of Espanola to be sure he had witnesses to his landing. By landing in front of a motel, he secured 25 witnesses to his record-breaking flight. Three other flights from Cerro Gordo within the same week are worthy of mention here. Jerry Katz, flying a Pacific Gull Alpine, flew 45 miles on Saturday, June 11th. "Whitey", on the same day that Jeff Scott and Jim Ketcham did their incredible fl ights, flew his Phoenix 68 for a distance of 41 miles and gained up to an altitude of 13,000 ft. Rohme Dodson, on June 7th, gai ned 9,000 ft of altitude (an unofficial world record) and flew for a distance of 38 miles in his Phoenix 68, landing 2 hours and 45 minutes after takeoff. The complete stories on Jeff Scott's and Bob Pruitt's fl ights w ill be published next month.

Region 1O Qualifications Chattanooga, Tenn. (Chattanooga, Tenn.) A tota l of 38 pilots from the Southeast competed in the Region 10 qualification meet al Crystal Flight Resort in Chattanooga over the Memorial Day weekend. Running smoothly throughou t its 3 competition days, the Tennessee Tree Topper sanctioned contest had perfect weather. Morning and afternoon tasks were set up and p dots boarded the tram in heat groups of 6 and shutI led to the top of Mt. Aetna (now referred lo as Raccoon Ml.). Launches c licked off methodica lly to the delight of the spectators. Many Chattanoogans attended the funct ion as the c ity is only ten minutes away. The CBS, ABC, and

NBC affi liate TV newspeople cove red the weekend's activities, and helped promote the sport. The Tennessee qualifier drew such notable flyers as Larry Newman from Albuquerque, Buster Yates from the Clinch Mt. Sky Ran ch in Knoxsville, Region 10 director Skip Smith from Atlanta, and Roland A lexander from Florida. Also, flying from Region 10 was new area residen t Jim DeBauche. Several top flyers from Hawaii are spending the summer flying in Chatta nooga, but were not able to compete. The boys from the Grandfather Mt. Team are regional pi lots, and arrived to qualify several of their c rew. The 5 Standard Class and Un limited Class p ilots were extremely disappointed when their c lasses were cance lled due to the lack of a minimum number of partic ipants. The following pi lots qualified for the Natio nals in Open Class:

7th Annual Lilienthal Fly-In One beauty of the Li lienthal meet is the site: Guadalupe Dunes. In mild winds these giant dunes provide long low flights for beginners. In stronger wind s they are a delight for ridge soaring buffs. Sunday was a great day for beginners. Satu rday the wind progressed from mild to soarable to rad ical. In the most heart-stopping fl ight of the meet. Don Apodeca took off in his Quicksilver B just as it was going from soarable to radical. Despairing of ever landing, Don maneuvered his glider to within 5 feet of the top of a dune and jumped out. Don was unhurt; the Quick suffered a broken wing.

1) Hank Syjut - Cirrus 2 2) Scott Buchanan - Phoenix 8 3) Jeff Jame~ - Zipper · 4) PPIPr KnPhPI - O lymr11~ 5) Larry Floyd - Phoenix 8 6) Skip Smith Phoenix 8 7) Bruce Reupert - Phoer1ix 8 The awards were presented to these pi lots at a f ine celebration dinner at world famous "Brown's Country Store", co mpliments of Dee and Louise. Crystal Ai r Sports and the Tree Toppers extend thanks to all who helped in any way. Afterthought: When meet officials were asked why the reg istration was so weak, they responded most freque ntly with these two comments: One, the Hang Rating Program, while becoming more sophistica ted, is yet unendorsed by many pilots around the country. Many high ly qualified flyers simply are not rated, and hesitate to accept a Hang II as the first step in order to gain access to next year's meets. Secondly, many other experienced aviators also stepped out voluntari ly so as not to chance "bumping" a less success ful competitor, when the first pilot cou ld not plan to attend the nationals in any event. Several of those pi lots who chose not to fly assisted in the many official ca pacities required by Col. Robb.

by Dan Johnson

The general lack of soarable con d itions didn't stop the powered glider contingent. Both Volmer Jensen's powered Sunfun and Ted Ancona's powered Icarus V made numerous flights.

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Skip Smith flying a Phoenix 8

was disappointed that no antique gliders showed up, but happy that some of hang gliding's pioneers did. I asked Volmer why th e fixed wings, wi th their greater speed range and better glide, haven't made any long cross country flights. He fee ls that with fewer people flying fixed wings there is less chance that the right pilot wi ll find the right cond itions for a long flight. Another problem is the difficulty of tran sporting fixecl w ings up the roads to many of the best si tes. Powered gliders may help solve this problem. I was su rpri sed to see Frank Col ver at Guadalupe rather than at the Region qua lifier held I he same weekend at Pine Flats. He said he felt th at meets have become too commercial and have lost the socia I aspect of hang gliding. Certain ly there was a sense o f comrade ri e among the flyers camped at the bottom of the hill. The meet had a few problems. Some people had troub le getting rides over the mile of sand that separates the parking lot from the fly ing ~ite, and there was almost no dune buggy service to the top of the hi ll. But on the whole, Al Waddill is to be commended for having run his thi rd Lilienthal Meet. by Nadine Malcolm

He crossed over the airport at Newburgh, N. Y. maintaining 3000ft. minimum clearance and saw his goal ahead, Beacon Mt. Beacon is a 1000ft. high ridge facing the day's Northwest winds. But, in order to get there, he had to cross the two mi le w ide Hudson Riverl Catching a Lhermal on the lee side of the city of Newburgh he was able to cross the river and enter the ridge lift from the mountain on the eastern si de. He soared the ridge ror awhile but was unable to cross a gap that led to the main part of the ridge. He landed in a field next to a restaurant where a wedding reception was in progress. He was treated as a welcome visitor from the sky and given a roast beef dinner. George is a former president of the Connecticut Hang Glider Assn. His flight lasted 2 hours and 45 m inutes and covered a straight line distance of 27 mi les which is a northeast (one way) d istance record.

Stephen Mccarroll Flys Again

Australian Foot-Launch & Tow-Launch Championships Austra lia comp leted both tow and fool launch Nationa ls w ith in 2 consecutive weeks. Both were blessed with excellent cond i tions and the co mpetitors from all states enjoyed th emselves. Mt. Elephant 111 Victoria was the location for the foot launch Nationals held al Easter. It is a 500 foot high extinct volcano situated in a wide plain; it looks like a sleeping elephant when viewed from a distance. Though it' s not perfectly conical it is still possible to launch and hold a tournament with any wind direct ion. lava covers the surfac;e and surrounding country side. The deep crater in the centre encouraged a II the competitors to make a clea n take off as all launches were made from the rim. The new F.A. I. Tournament rules with multiple t;i,k, th;it indurlP L/D flights, minimum sink tests, cross country pylon nights and target made the co mpetition interesting and proved to be a good test of abi lity.

Connecticut Pilot Flys 27 Miles On June 4th at a ridge in Ellenville, N.Y., three Connecticut pi lots climbed 5000 feet above the val ley floor and by using prearranged signals and lots of shouting, left the ridge and flew downwind. Flying above sailplanes and power p lanes at first, they soon found that the thermals were much more scarce and smaller away from the ridge. After covering 14 miles, Deane Williams, fly ing a Merl in, ran out of therma ls and landed. John McNeely, flying a Phoenix 68, was able to work the intermittent lift and conti nued on to land 19 mi les from take off. George Emmerthal kept at it, working small thermals along the way in his Dragonfly MKIIB.

Staff photographer Stephen Mccarroll is up in Lhe air again a[ter 2 1/z years on the ground follow ing an injury al Torrey Pines. The accompany ing photos show Steve flying his new "Foto Wing", a Wills Wing X-C with a special airframe designed for mounting came ras. Steve com ments, "It's great to be back in the sky!" Hangglidingenthusiasrs are indeed fortunate to have Steve's creative ta len t focused on their photogen ic sport, now from his vantage point in the air as we ll as on the ground.

Mr. Elephant seen In background, was the site ol the Australian Nationals.

Class I The revised "formula kite" with a 4.5 A/R limit and m inimal wing load of 1 lb./ft. 2 was a pleasant surprise. These wings performed almost as we ll as the c lass II kites. The formula. ensures that a pi lot flys a kite with a wing span and area proportional to hi s weight. (continued on page 52)

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JULY 1977

AERO-INNOVATIONS Delta Wing Designs Tow Vehicle For Dynamic Load Testing At fi rst glance this black iron form conjures up images of a terrifying Roman chariot and if one imagines further it has a likeness to a Medieval siege machine used for the destruction of armies and castle walls - possibly even a torture machine.

inches off the ground . Al the top of the frame a \/2" thick by 3" wide by 24" long steel plate is bolted on length wise w ith the w idth being vertica l. To this plate the Aframe down tubes are bolted to one of the many adjustment holes provided for trim. Angle of attack and roll of the glider are held fixed by wires attached on o ne encl to the ends of the A-frame control wire bolts and on the other end, to a rigid square tube placed approximately parallel to the keel of

CONSUMER INFORMATION ADVISORY NOTICE FROM SKY SPORTS We strongly urge anyone attempting to fly or construct a motorized flex wing to postpone all motorized flight. Two recent incidents have shown that during negative G conditions a motorized flex wing can invert because or a complex interaction among sta tic balance, thrust line, center uf llld>>, <1 nd dyn,11nic ,tduility. We are now in the same stages of motored flight as we were in the early days of doglegging standard sai Is. Anyone directly involved with mounting a motor on a flex wing may call Terry Sweeny at (603} 654-6334 for more detailed information.

In actuality this sinister looking mystery is a machine designed for one sole purpose, the structural "torture" of a hang glider. We at Bennett Delta Wing achieved this goal by designing and building a towable test vehicle which was suspended beneath a standard Phoenix 8 and accelerated up to 45 plus M.P.H. (ground speed) with a payload (test vehicle, added mass, glider) of approximately 1425 pounds. The procedure for testing wi ll fo llow, but first, for a better understa nding, a brief physical description of the test vehicle is necessary. The structure basically consists of a triangular framework composed of 2 x 2 and 1 x 3 steel angles welded and bolted so it will sustain a supplemental load of at least 2000 pounds. The payload bay was situated low to the ground placing the e.g. of the whole system al a stable 6 to 12

the glider and above the control bar bottom thus el iminating extra support to the frame of the glider. The structure was made mobi le by using 3 wheels. The front wheel pivots on a vertical fork which is steerable by means of a " T" section of steel pipe welded onto the vertical pivot. To this " T" section a I%" diameter pipe 20 feet long is attached and then secured to a tow hitch on a motor vehicle usi ng a "U" bolt. The object is to determine the ultimate loading a gl ider can survive when flown in turbulent; adverse, or aerobatic conditions. This is rated in "Gs" which is determined by the highest recommended weight for the glider plus the glider's weight. As an example: a pilot that weighs 175 pounds and a gl ider that weighs 55 pounds, the total is aqual to 230 pounds. This can be set as one "G" for this combination of pilot and glider. Four "Gs"

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would represent 4 x230 lbs. = 920 lbs. Six "Gs" would represent 6 x 230 lbs. or 1380 lbs. In our test procedures we loaded the glider progressively from 2 "Gs" to 6 Gs to see what the ultimate loading would be. Al each "G" loading the glider was carefully checked over and photographed (o r deterioration and fatigue. At each step new knowledge was gai ned. The final step was the l ifting of approximately 1400 lbs. at 50 mph air speed. At this point large distortions were observed. No permanent damage was observed besides the predicted elongation of thimbles and possible sail stretch. By varying the angle of attack, speed, and vehicle loading, exacting dynamic information is being made available which could only be guessed at previously.

BACK ISSUES OF GROUND SKIMMER for only 40¢ per issue! Issues # 19 thru #34 (Ap r. 7Nov. 75) available. "' Mimeograph copies #1-1 0 are available for 50¢ each. Send check or money order (make payable to USHGA) for back issues at 40¢ each (mimeographed issues 50¢ each).

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~ 15

SEPTEMBER 17, 18, 2nd Annual "Pitt Open", sponsored by the M1d·Columbia Gorge gliders. The meet will be held at Klckltot.

AUGUST 5-B. First Annual Crested Bute Colorado Fly-In, unpowered aerial event. Contact J_ Robinson, Roule #-1. Box 19. Gunnison, Colorado 81230.

SEPTEMBER 22-25, Grandfather Masters of Hang Gliding Championship, Linville. N. C. 28646.

AUGUST 5-14, Wo~d Delta Glider Championships. $3500 1n prize money. Cypress Gardens, FL.

OCTOBER, Chattanooga's Great Race. Box 6009, Chattanooga, TN 37409. Oates to be announced.

AUGUST 13-21, Telluride Hang Glider Invitational. AUGUST 20-21, Second Annual East Coast Beginner's Safety Meet and Clinic for Class I and 11 pilots on~. (1st Prize: Brand New Glider.) At Ward Pound Ridge Reservation in Cross River, New York, contact N.Y.S.H.G.A .. 393 Rye Beacll Avenue, Rye, N.Y. 10580. (212) 294-7949. JULY H. July 4th Fly-In at Chattanooga, Tennessee. JULY 1-4, First Annual Motorized Hang Glider Fly-In. Marshall. Ml. Cross country f~ing. fun competition eventll and more. For more info call or write: Aero Float Flights. 82 Fremont, Battle Creek, Ml 49017. (616) 965-6455. JULY 2-4, 1977. New England Soaring Championships at Attrtash Min. and Mt. Washington, NH. Sam;~ by USHGA. JULY 8-10, Instructor Certification Clinic held at Crystal Caverns. Pre-registration and First-aid cer tificate are required. FeH25. For more information call Crystal Flight Resort (615) 825-1995. JULY 10 (July 17 rair.date), The Great Wellsville Air Show, sponsored by Wellsville Aviation Oub. Balloon Railey, Fly-In BrealdasVAir Sllow- aerotiatics. sky divers, gyrocopters, warbirds, antiQues, annual antique auto show. Contact Ray Stevens, 41 Ea~y St., Wellsville, NY. 14895. JULY 18-31, USHGA National Championships at Heavener, Oklahoma. Write to Heavener Runestone Hang GUdirig Association, Sox 361, Heavener, OK 74937, or USHGA, Box 66306, Los Angeles. CA 90066. JULY 20, Annual USHGA meeting to be held in conjunction with the

USHGA Nationals at Heavener, Oklahoma. The purpose of the meeMg is to brief the members present on the affairs of the Association alld answer any questions that might be asked. JULY 23. 24, N.Y.S.H.G.A.'sAnnual German Alps Festival Meet for advanced pilots, at Hunter Mountain, Hunter, N.Y., contact N.Y.S.H.G.A., 393 Rye Beach Avenue, Rye. N.Y.10580. (212) 294-7949. JULY 23, 24, Mt. Raimer Hang Gliding Competition. Mt. Raimer 1s located just east 01 Petersburg, N.V., 3 launcll areas available; north -1400'. northwest -1000', west · 1200' A hang-3 rating wrth USHGA insurance required. We will have hot air balloons, powered hang gliders and a rock band. Cash prize w111 be awarded for the longest duration flight. For more in1ormation contact: Mike Mccarron, 17 Vichy Drive, Saratoga Sp{ings. N.Y. 12866, (518) 587-1957.

OCTOBER 8-22, Wor1d Championships in South Africa. For more information, contact Harry Robb, 2909 Gulf to Bay, Apt. 0-203, Clearwater, Fl 33515. OCTOBER 15, 16. 1977, Fall Hang Gliding Festival at Mt. Cranmore and Mt. Washington, NH.

AUGUST 20, 21, 1977, Mt. Washington Valley Hang Gliding Championships at Mt. Cranmore, NH.

OCTOBER 25-26. CIVL Meeting, Paris, France.

AUGUST 31 thru SEPTEMBER 5, Robert RagB Memorial Hang Gliding Meet. Carr Canyon in Sierra Vista. r.J.. Write P.O. Sox 1572, Sierra Vista, Arizona 85635, (602) 458-8004.

NOVEMBER, Thanksgiving Fly-In at Chattanooga.

Let Hang GNding magazine help you to publicize your upcoming gliding events. Send in your calendar items at least 8 weeks in advance. Calendar of Events Hang GUding Magazine Box 66306. Los Angeles, CA 90066

SEPTEMBER 3, 4, Annual General Meeting AHGA, Lacombe. Alberta. Meeting, 1Mng and party. Contact Lyle Brown. !lox 118, Lacombe, Alberta. (403) 782-6437 nights.

JULY 30. 31, fernie, British Columbia 2nd Annual Hang Gliding Meet. $1100 in prize money. Entry fee $20. 00. 2500" vertical. Chopper !It available to 6000' vertical. Contact Al Edgar, Box 1581, Fernie, B.C. VOS tMO. AUGUST 4-7, 3rd Annual Mt. Swansee Meet, lnvermera, British Columbija. contact Dean Kupchanko, Box 716, lnvermere, B.C. (604) 342-9378 (nigMs}.

WOULD YOU PAY 25¢ FOR A MAGAZINE YOU DON'T RECEIVE? HELP US ELIMINATE COSTLY POST OFFICE RETURNS Your USHGA now pays a quarter for every member who moves and doesn't report his or her address to the USHGA in time to make the change on the mailing list for the next issue of HANG GLJD{NG magazine._ The Post Office returns undeliverable magazines to us and charges us 25¢. In the final analysis we are all paying for magazines that never get read. Please remember to let the USHGA know immediately when you move. Thank you for your cooperation.

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USHGA REPORTS

FAA EXPANDS OPPORTUNITY FOR SELF-REGULATION Powered Hang Glide~ Exempted from Certification

by Vic Powell, USHGA President Good news, the Federal Aviation Ad-

ministration (FAA) has decided to discontinue certification of powered hang gliders as aircraft and to discontinue licensing

powered hang glider fliers as airmen. Notification of this decision has been sent to FAA field offices. The reasons for this action are many, but I believe the meeting in New England this past Spring and reported in the May issue of Hang Gliding,

and the good record of self-regulation by USHGA of hang gliding activity arc two very important factors. The FAA's decision is directed at powered hang gliding only. Aviation Circular 60-10 affecting unpowered hang gliding activity remains in effect and is not changed. What this means is that the FAA has taken a look at powered hang gliding, made a preliminary decision not to molest it, and is leaving the development of necessary safety regulations to the United States Hang Gliding Association. We will determine our future and how it develops, not have a set of regulations backed by fines, jail terms, and confiscation of equipment forced upon us. It means every member on every flight will help determine the continued freedom of our sport. The New England meeting of FAA regional office personnel, state officials, and powered hang gliding enthusiasts provided the opportunity for an exchange of information. It helped each side become aware of the problems and potentials of

the other side. It helped allay many fears and suspicions. USHGA Region 8 Director Bill Allen and all personnel who held and participated in the meeting are to be congratulated; their action was a real service to the sport. Every member of USHGA is to be congratulated too because the record of USHGA's self-regulation is also a large factor in the FAA decision. It is solid. evidence that those participating in the sport through our organization are committed to the safe development of hang gliding. In that respect every member of USHGA has made a contribution to the sport's freedom. The responsibility for continued selfregulation is now thrust upon the USHGA Board of Directors. At the board meeting in Wilburton, Oklahoma, July 14-16 the directors will face the problem of how to regulate powered hang gliding and what regulations will be necessary, in addition to a host of other decisions that must be made in carrying out the Association's business. It is anticipated that some initial decisions w_ill be made regarding powered hang gliders which will lead to the development of USHGA regulations for this aspect of the sport. l urge you to make your input to your Director if you have an interest in powered hang gliding. The Wilburton meeting could have a large impact on how the federal government views hang gliding. USHGA's SELF-REGULATION RECORD USHGA membership as a Division of the National Aeronautic Association has also helped establish our reputation as a responsible organization. USHGA is the organization which has the authority to sanction official contests, meets, and record attempts. That implies an organization which is national in scope, is supported by its'members, meets their needs, and is conducted 1n a r'esponsible manner. I feel it substantially helped in my urging to allow us to self-regulate. They expressed interest in our flier rating program and instructor certification program. I discussed these,outlining the information given to participants in these courses and the value of such instruction to the sport. l also outlined the benefit of our insurance program and the fact that al I these programs are resulting in improving our safety record. Some of the FAA personnel at the meeting had a greater awareness of hang gliding and its requirements than did others. I gave a description of typical terrain needed for the various flier ratings, maneuvers and skills involved, potential for cross country soaring, and described the manufacturers' interest in insuring the safety of their product and its use.

l believe the record shows that USHGA is making a sincere, determined effort to have hang gliding conducted in a safe manner, both for its participants and the public. But the bottom line is the one that matters most. They pointed out to me that there have been hang gliding flights which have been reported to the FAA. Mentioned was a 747 pilot who recently spotted a powered hang glider flying at 12,000 feet over Colorado, and another in California at unexpectedly high altitudes. Also noted was the fact that all hang glider fliers are not members of USHGA, therefore it could prove to be difficult to administer effective control of the SJX}rt. I pointed out that most active participants in the sport are USHGA members. Also,the leadership which USHGA provides both nationally and internationally has a direct impact on those outside the organization, and that we are attempting to reach them through our national publiotion - which is now being distributed on a number of newsstands - urging them to join. I also said that our programs have been accepted and put into use at most sites across the country, many requiring ..fliers to have an appropriate USHGA rating before permission is given to fly. l also mentioned that a new development is the requirement by a growing number of site owners and operators that fliers have liability insurance an item available through USHGA membership. Further, those fliers interested in obtaining points for their standing in the qualification for national competition must be members of USHGA and compete in USHGA sanctioned contests; fliers wanting to make an official record attempt must be USHGA members; those fliers wanting to earn officially recognized badges representing skill and flight achievements must be USHGAmembers; and that there are many other incentives, both to active fliers and interested public, to become a member of the national organization. On May 231 met with seven officials of the Federal Aviation Administration at their headquarters building in Washington, D.C. The meeting was held at my request and I attended as President of USHGA. The FAA personnel* represented a broad range of interest the agency has in fulfilling its requirement to have aviation conducted safely. The meeting was an information exchange and an opportunity for them to meet with an official of the national hang gliding organization, and for me to speak about our Association, its programs, and its goals. I came away from the meeting with the feeling that both sides had benefited.

(continued on page 46)

*see page 46 JULY 1977

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looking into the immediate future of hang gliding I sec strong need for a suitable tow plane. Can you imagine how exciting 1t would be to have a 7 day World Hang Glider Soaring Championships in say Kansas (Liberal, Kansas was the site of the most recent Sailplane National Championships in which I participated-1973. A friendly, enthusiastic meteorologist would be present and with his help a 30 mile triangle would be prescribed as the task for acertain day. Or perhaps all tasks would be straight distance flights because of the enormous difficulty, for a hang glider to fly up wind. The 60 pilots would pick starting times l minute apart on a rotating basis. Seven VJ-24's or similar aircraft would be equipped with 30 HP engines and landing gear. They would be capaable of towing hang gliders up to 2000 feet, to an upwind locJ.t1on. Upon releasing, the hang glider pilot would fly through the starting gate at an altitude not to exceed say 2000 ft. and he would then use all his skills, energy and knowledge of thermals to fly a maximum straight line distance. When he landed, he would need a witness (any person) to verify his exa;t landing location. A seal would be placed on the hang glider to prevent disassembly until the pilot had photographed the witness who would be pointing at the unbroken seal A simple instamatic camera using a 24

cartridge would suffice. Reliability of that particular cartridge would be provided by photographing someone carrying a sign with the date and pilot's number on it just before take off. The film would be developed overnight and the scores posted the next morning, after each day's flight. The film would be uncut, and provide proof of the distance of each particular flight.

"Seven VJ-24's or similar aircraft

would be equipped with 30 HP engines and landing gear, They would be capable of towing hang gliders up to 2000 ft." Pilots would be allowed to change their take off times at any time 15 minutes before scheduled launch to any free "one minute" slot on a board containing this information. The pilots could also land back at the contest site and relaunch as many times as they wished. The pilots could also land "out", and with their crew's help, return the glider to the contest

site, obtain a new seal and tr:y again. Each pilot would pay for his own tows. The contest management would pay the tow pilots out of the funds collected for towing. Scoring each day could be on the basis of the winning pilot receiving 1000 points and all others receiving scores proportional to their distance flown. The pilot with the greatest number of points at the end of the contest will be declared the winner, etc. Pilot luck will tend to average out over a contest with 5 to 8 darof flying. From my own experience in motorless cross country flying, and in talking with many, many experienced sailplane and hang glider pilots it is very obviou~ to nearly everyone who has considerable cross country experience that there is no aspect of fl Ying which is nearly as exciting and enjoyable as cross country flying. It is a fantastic, ever changing challenge. Due to the relatively low performance of hang gliders, compared with sailplanes, the d 1stances which retrieve vehicles have to be driven to pick up their pilots are ver~, much in our favor. Today's sailplane can often travel distances of 3 or 4 hundred miles from the contest site. Such sailplane landings are often made at about 7:00 P.M. The retrieve crew and the pilot must then "join" up which could be 11:00 or 12 :00 P.M. or later. The motor trip back to the contest site would take another 7 or 8 JULY 1977

hours. All of this necessitated a "day of re st" the following day (a day lost for contest purposes). Because of this problem, modern sa ilplan e contests avoid the stra ight out distance tasks altogether. A hang glider contest would not have this problem. Distances with present roga llos would probably see average dista nces flown of about 30 Lo 60 miles. An efficient retrieve crew would be able to have the pi lot back at the contest site by 9 P.M. at the latest. Thus everyone wou ld be fresh for the next day' s task. I pick Kansas only as an examp le of a good area in the U.S. for such a con test. The whole state is quite flat and the land is practically all tilled. Every area has numerous roads and farmhouses. The therma ls in June and July are numerous and of adequate strength. Even a sailplane can land practica lly anywhere, so landing arcn problems for hang gliders wou ld be nonexistent. In contrast let me explai n some of the 9i(ficultie s of holding the sa me meet in the far West, for example in some area between the Rocky Mountains and the Sierra Nevada Range or any oth er similarly mountainous area. First of al l, there is the problem of survival, because this is an area of vast uninhabited land, few roads, and fewer hotises. Then there is the problem of obtaining landing witnesses. The retrieve crew's p roblem of finding their pilot is greatly magnified. Another major problem is oxygen and freezing conditions. Oxygen i s expensive, heavy and c umbersome . But it would t.ru ly be needed i n areas which have the greatest d istance potential. Suc h areas (near Bishop, California fo r example) often produce thermals in June, Ju l y and August which ex ceed 19,000 ft. ASL and even 22,000 on occasion. Such areas offer great potential for distance record s but also many severe problems for the hang glider pi lot. Such areas are regularly and safely uti lized by the sai Iplane pi lot with L/ D' s o f up to 48. Th ey can easi l y span vast wilderness areas, and they can easily carry oxygen and radios. The only item of hardware we now need to make this idea (of a National Hang Gliding Contest aimed exclusive ly at c ross country soaring) come true is the tow plane.

W e are all well aware that small engines (about 12 HP) are being added to a few o( all of our hang glider type s. And although this seems to be an exciti ng and forward looking deve lopment, I wish to state that motors and soari ng machines are not, in my opinion, truly compatible. Take a look at the sa ilp l ane picture. W e've had motorized sai lplanes in the U.S. for over HANG GLIDING

40 years. Yet, they have never become popu lar. The proportion of sa i Ip lanes with motors to those without is I thi nk sti II about 1 in 200. If you think about it, the reasons are obvious, and logical ... if you take the challenge and genuine excitement out of a sporting activity the fun, 'i nterest and enjoyment soon disappear. (What's easy isn't worth much.) In addition, engines are noisy, dirty and the sma ll ones are prone to have too many malfunctions. Hang glidi ng is often a very social sport. Those of us who bolt on a power packag_e are apt to discover that as soon as the novelty wears off (wh ich wi II be surprisingly soon) that we may become less welcome than before. With well over 42,000 miles of cross country soaring in my log book, I ca n give witness to the fact that if I had had an engine aboard during these flights it wou ld have taken al l the challenge and excitement o ut of it. And now, back to our National Championships in Kansas. There is no tow p lane, known to me, that can tow at 20-30 MPH and c l imb 300 to 500 ft. per minute, in summer temperatures, while towing a hang glider. Yet it is we ll within our technological capabil ity. The important thing is that the tota I costs in constructing such a ship be he ld very, very low. We can't afford the $8.00 currently bei ng charged to tow a sai lplane to 2,000 feet. I would judge that a 30 horsepower engine and a landing gear could be added to the VJ-24, and with a total weight increase of o nly 60 lbs. A moderate amount of structural "beefi ng-up," might add an additional 10 lbs. Two gal lons of fuel and a 160 lb. pilot would mean a net pay load of only about 330 pounds. It wil l also be important to keep the power and total weight of the tow plane to the minimum compatible with the intended use, because wake turbul ence must be minimized. I mi.ght add, for those readers who have never towed in a sailplane behind a 150 HP airplane, that there is no problem flying directly in the tow aircraft's wake turbulence, but we prefer the smoother air just above. I wou Id guess that for hang gliders this wou ld be somewhat si mil ar if tow plane weight and horsepower are kept really low. Hang gl iders have been towed aloft by winch, car, and boat. In my opinion none of these methods wou ld compare with the advantages of air towing, especially to the required altitudes of 2,000 to 3,000 ft. There may be problems. For example, will the FAA al low an ex per i menta l homebui lt aircraft to tow hang gl iders? I don't know. I think all of these problems can and wi ll be so lved by the imaginative and talented among us.

If we ca n get a suitable tow p lane, all sorts of opportunities besides contes ts open up. The way it is now, for optimum cross country hang glidi ng conditions, we need a launch site at least 2500 feet above the terrain below. We need asma II treeless launch area. We need a road to drive to the launch area. We need wind comi ng directly up the hi II at the launch site. We need this at about 11 :00 or 12 :00 in the summer months when therm als are best. We need the down wind area from the launch site, w hich wil l vary with w ind direction, to have a paved highway (more ca rs, more h itchhi kin g potentia l, more survival potential) going in the same direction as the wind. We need as many land ing sites near this road as possible - usua l ly farm land or level desert. I don't know of any si tes that adequatel y fill this requirement. However, I know of thousands of sites where these conditions could be obtained with a 2000 o r 3000 ft. ai r tow. It's there fo r us. Al I we have to do is grab ~ it. ~~~~~~~~

/lhoto by Bewna Gtdy

George Worthington is a 55 year aid pilot who has flown powered aircraft ior 36 years apd i.l<':CU· mulateq over 9000 hours-airtime. As a soaring pilot he has amassed 1000 soarin,: hours, losged over 42,000 cross-c.ountry soaring ml/es and holds all of California's Open Class distance records. (Except for Wally Scott, he has made more over-400-mile flights than any other U.S. Pilot.) Two years ago he accident~/ly .stumbled onto a sh@p selling hang gliders and hang gliding instruction . To his delight it was owned and operated by a 46 ye;ir old retired Navy pilot. His confidence and knowledge convinced Worthington to learn how .to hang g/jde. Since that t7me h.e ha,s flown many types of hang gliders·and currently owns an /caws II, Mitchell Wing and an ASG-21. His current plans this summer include flying 60 to 80 miles in his ASG21 to establish ua certain credibility" before taking his Mitchell Wing out and f/ying IOO+ miles . (On June 15, he (/ew 2.'f miles on his first hang gliding flight off the White Mountains in California.) Ba$ed on his past flying record, he leave$ little doubt that he will be setting records and have more than his share of extended cross country flights in a han(f glider-Ed.

l:e

by Terry Sweeney

evo lution o( personal wings marches swift ly ahead. Mi l lions spent by NASA and its rich technica l resources only uncovered the egg that wil I possibly become the most popular form of "aviation for its own sake" in history. The reasons for our rapid adva ncement are many, a Imost as many as there are fliers. The shee r manpower involved in the experiments is impressive. The motives are of the kind that bring out people's best labor and ideas. From competition.lo fun flying, the drive to fly more efficien tly, safely and simply, pushes progress at a sometimes alarm ing ra te. The ease of modern communication coup led with the openness of fliers in shari ng experiences and concepts, helps to sharpen the senses and abi lities of our man-bird hybrid. At present we are encroaching on the domain of some birds who soa r for a living. Lately there have been some ind ications of a tendency to slow down, stand back and take a good overall look at our total flying system s. The HGMA co mpliance testing this summer should yie ld some juicy, hard data, useful for design offuture glider shapes and structures. One of the areas to be exp lored in HGMA testing is the mysterious region of fl ight involvi ng low or negative angles of attack. Th is region rema ins somewhat undefined because the people with the most important information are no longer with us. In the course of motorized flex wing experiments, some interesting facts have appeared. The weight and ba lance of an unloaded gl ider i s critical. Carryi ng an aft keel mounted motor weighing 25 pounds has show n us mLich al this extreme of stati c balance. Two motorized gl iders i n this area recently had structural fai lures. Both pilots were flying in moderate turbulence. Fortunately, they landed on a velvety tree cover and escaped unscathed. O ne of the gliders, a Sky Sport~'Merlin was unbraced for negative loads and snapped an aft trailing edge when the craft became inverted. The other, a Sky Sports'Sirocco, first had a con trol bar fai lure while inverted, caused by the pi lot's weight and hand positi on (seated with one hand on an upright), then a positive load cross bar f ai I ure owing to the bent con trol bar upright. In each case the glider was in nearly level flight at the sta rt of the incident and hit a block of rapid ly descending air. In less than three seconds they flipped stra ight over in spite of the pilots spitting their mouth ki llswitches and pushing out hard. Although the high thrust Ii ne was i n part responsible for the sna ppiness of the sequence, we felt other more powerfu I forces were in play. A careful ana lysis revealed that on the way

over the top, the pilot's weight was removed from the system. Thi s was due to a gradi ent down current which put the wing at a low or maybe a negative angle of attack. Minus the pi lo t, who was fa l ling freely, the dow n ward acce l erati n g machine became dominated by its static balance. If the wing exceeds the acceleration due to gravity by load ing ur negatively, the mass on the tail ca uses radical pitching down and a subsequent tuck under. In unpowered free flying thi~ situati on rare ly occurs. The margins of pitch stability of the planform, the tips, and hopeful ly the keel region, work with pilot inertial control to al low recovery from quite ~evere attitudes and air currents. However, most pi lots harbor some extra uneasiness about sa i I inversions maybe with good reason. II a circumstance occurs where the sai l stays Inverted long enough to unweigh the pi lot, it produces a total ly different aerodynamic trim. The sail touch ing the crosstube makes the glider pitch strongly downward. The weightless pi lot has only ine rti.il control. Shou ld the maneuver throw hi s body against any part of the glider behind the contro l bar, an aft static CG is created. In adcl ition,the controls reverse for weight shifti ng, but stay lhe same inertial ly. If the pilot had ability to move his weight, it wou ld want to be forward to lower the negative angle of attack, but pulling forward cou ld ca use a greater downward pitch rotation. In short, our convenient control bar and suspension system goes awry during any prolonged negative loads. The tight sails of 1977 have less twist and al low the wings to be flown at a Ner angle of attack. At these low angles it !1kes less of a gradient to complete ly invert the sail. Further comp licating matters is the c lose proximity of the c ross bar. Whether these conditions cause problems on ly time will tell. Design sol utions are quite possible. The tight sail would easily clear the cross bar if the c ross bar was lowered about a foot or so. This wou ld al low an inverted sail to take on a shape similar to the normal sail shape. It wou ld on ly be truly worthwhile if the pilot was rigidly suspended. Another approach to keeping the sail off the tube is two I ines running from the kingpost down to the two inner battens. Looking ahead, plans must be made for every contingency, now that we are flying high and far. A sma ll, completely aerobatic, "bulletproof" glider w ith a rigid harness wil l be a future project to safely study the needs of somewhat large r soaring wi ngs. End of Part 1. Part 2 continued next month JULY 1977

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Illustration shows accident sequence involving the pitch unstable motorgliders. 25 pound motors mounted on the aft keels were blamed for the gilders going inverted.

(San Berdoo) A number of the favorites for this year's USHGA national championships were expected to emerge from the Southern Cal iforn ia regionals. Scheduled to run fo ur clays th rough the 22nd of May, the meet had only two clays of flying, no tha nks to the downhill wincls that sometimes reached th irty miles an hour on Th ursday and Friday. As a result of the short ti me for competition rounds and the extremely va ri able conditi ons over the triangular course, many of the favorites fa iled to qualify. Chris Price, Trip Mellinger and Mike Arrambide were among them. Out of the confusion and hassle came some new faces to replace them, however, as the final results wil l show. The meet got off to a false ~tart on Thursday. Afte r the pi lots' briefing that morning, presided over by Mike Kelsey, Tom Milkie and LaVerne DeJan, the firs t d rawi ng for heats wa s conducted and pilots were se nt to the peak of 3200' Pi ne Flats Mountain. Cumu lus clouds were popping off the backside as the wind switched from northeast to southwest at i rregu lar i ntervals. Winds in the land ing zone held at an acceptable 5- 15 mph from the southwest. That afternoon Brian Porte r, 1976 World Open Champion, launched his Easy Riser as the first officia l wi nd d ummy. He flew out to the target area and picked upa sma ll thermal a few hundred feet below a circl ing gang of seagul ls, testing his new prone harness in his biplane. After a long, sometimes bumpy, sometimes pleasant flight, Brian landed on the target, fol lowed mo-

OPPOSITE PAGE: Bob WIiis launches his beautifully painted Wills Wing X-C off 3200 fl. Pine Flats, placing 6th Open Class. Photo: Stephen Mccarroll. TOP: Downwind conditions al launch prevailed during the first two days of scheduled competition. Photo: Bettina Gray. CENTER: Jeff Anderson standing up on approach to target. Jeff placed 2nd In Open Class lly,ng a Heron. This same glider also placed second in Unltm1ted Class piloted by Jeff Magnam. Photo: Stephen Mccarroll. BOTIOM LEFT: Dave Butts lrom Santa Barbara, placed 3rd Unlimited Class in his Easy Riser. Photo: Bettina Gray. BOTIOM RIGHT: Dave Arrambide stretc hes for target points under the watchful eye or a landing judge. Photo: Bettina Gray.

HANG G LIDING

ments later by Dave Butts on another Easy Riser. Abo ut 1wo th i rty, Bob Sayers launched his Spirit into another thermal in the wind shadow on the first official flight of the meet. Sayers did not find a second thermal. He encountered si nk all the way out, two and a half miles, and managed only two revo lutions around the course for a total of six lines. He landed in a switchi ng wind that died suddenly, giving him a hard landing and a bad ly tweaked upright i n his control bar. The judges declared it a crash, for no points. Bob, in describing his flight, declared it "totally blanked." Launching on ly moments after Sayers, David Branman did not encounter sink. In fact, the l ift was so strong he arrived at the land ing area with 3200' on his Seagul l Seahawk. He made ni ne lines with ease, but the shifti ng winds caused him to miss the target completely, costing h i m any extra points. Flights like these were common throughout the meet. At 3: 15 Thursday afternoon the w i nds were blowing down even in the landing zone and the meet was ca lled off for the day. On Friday winds were sti ll downhill at twenty in the forenoon."The meet was caned again about two o'clock, and many pilots set off for hills that were working. Al two-thi rty, almost as if on cue, the w ind shi fted uphill and as many as thirty-two gliders soared the top of Pine Flats. By then I had already left with some twenty-five other flyers for Blue Mountain, a dozen miles south. It was cracking up on the 1200' granite rockpile, and after wi re launching, as many as eighteen gliders soared the hi II al once, many of them gaining a thousand feet or more. The landing area, a housing tract under construction, was treacherous with therma ls and dust devil s, and three gliders suffered damage while landing, although no p i lots were hurl. Jim Handbury, manufacturer and designer of the UP chute demonslrales lhe chute's capabililies at 300ft. over lhe landing area. Photo sequence: Stephen McCarroll

We returned to Pine Flats late that afternoon to see a number of ships stil l soaring the lop. Jerry Katz told me he'd gained lo 7000' over the landing area and had crossed the next sma ll r,1ngf' wp,t lo 1- 15E, aboul eight miles off, and then return ed. Sterling Stoll, Dean Tanj i and Chris Price had launched i n the initial uphi ll rush al 2:30, fly ing along a slow moving smog line marking convergence. They headed downwind, east into the desert, Sterling getting the most distance, about 25 miles. Land ing at Lucerne Va lley, Sterling was given a ride to a bar by the sheriff to ca ll for his pickup about six that evening. "Where'd you come from?" the barmaid asked Stoll. "San Bernardino," rep I ied Sterling. "How long did ii take?" "About three and a half hours." "You could have walked here faster," saici the barmaid. A convincing demonstration of an emergency parachute was made Saturday morning by 21 year o ld Jim Handbury, designer. A bit more than three hundred feet over the landing zone, Hanclberry deployed hi s chute from hi s Firefly at minimum sink speed, as a hundred pilots watched and judges threatened ejection through loudspeakers. The dep loyment was nearly instantaneous and successfu l, and eighteen seconds later. Handbury wa s on terra firma, listen ing to complai nts by the officials and cheers from the pi lots. He rode the bar in his descent, stepping off at impact. The new Firefly from Ultralite Products had its noseplate, keel and control bar damaged, but there wasn't a scratch on Jim Handbury.' More tests are p lanned at Soboba on June 11th, including a balloon drop with a broke n glider. Sti II number one in the drawing order, Bob Sayers, now on an XC, launched minutes later. In good lift, he Oew out to the first line in 6:38, and he touched down on the bu ll seye al 14:29, wel l under the twen ty minute lime limit (eight minutes JULY 1977

TOP: Joe Greblo, placing 6th Open Class, launches a Phoenix 8 into the afternoon winds. Photo: Stephen Mccarroll. CENTER: Chris Perkins turns final over spectators flying a Phoenix 8 Chris made 3 unbelievable flights winning the Open Class. Photo: Bettina Gray. BOTTOM: Brad White eases his fully instrumented Mitchell Wing into launch position. Brad needed 1000 points on this flight to win . He did and he's on his way lo Heavener. Photo· Stephen Mccarroll.

grace), having c ro ssed 22 l ines. Beca use Sayers scored highest in his heat, he was awarded a score of 1000 later and his competitors recei ved a perce ntage or his score. The scores in that heal and many others seemed to demonstrate I he fickle l irt over the course and the target near its center. They read li ke thi s, w ith Sayers' score first: 1000, 500,644,313,313,379. Another heat that first day read: 150, 336, 667, 751, 959, 1000. Sti ll another looked I ike this: 435,827, 1000, 783, 653, 696. It reminded some onlookers or a simi lar situation that occurred at the 1976 Nationa Is, where Dog Mounta in provided some fliers with flights that lasted so much longer than the others i n the sa me heat that some unfortunate pilots were eli minated arter ''perfect' ' flights. Held to only two flights at Pine Flats, the unfortunate were many. One of the ma ny was Mike Arrambide. "Ori lied" twice, he insisted the meet and the officials were as fai r as possible. The co ndilions, however, were something else. " I had the best competition record last year," stated Arrambide, "a nd now I don't get to go to the Nationa ls because I made two fl ights in si nk. I did everything ri ght, landed on the target, made as many turns as the condi tions allowed." I lis point seemed well taken. Heat wi nners with perfect scores after the first day were: OPEN CLASS l. Bob Sayers 2. Buddy Martinez 3. Chris Perkins 4. Dean Tanji 5. Mike Zarracin a 6. Jeff Anderson 7. Mike Goodfellow, 8. Rich Grigsby 9. Bi ll Armstrong 10. George Harding 11. Bob Will s 1 2. Scott Weiner 13. John Cotton Joe Greblo

14:

High score in Standard Class went to Tim Joseph, who was followeci by Roy Haggard . In Uni imited Clas~ the winner was Jeff Magnam, and Brad White was second. Sund ay morn in g a rrived in San Smogad ino with I ight breezes under a low cloud cover. The c louds burned off, the wind came in, bringing a brown-yel low ha ze, and the meet was on for the final day. Things progressed quite smoothly as official flights were taken and scores were counted. Late that aiternoonRegion 3 had 18 qua l ifiers to send to the nationals. Five pilots inOpenClass tied with perfect scores of 2000 points, and they flew once more, not to qualify, but lo p lace them selves for the trophies and prizes. As they began the fl y-off, a shea r line moved through the va lley in front of Pine Flats, heralding a low front. The air got cold, damp and smooth. Chris Perkins got the best of it. and stayed up over Lhe target unli I his ti me wa s up and he had to be called down. Thal required suck ing his control bar in for a do1en revol utions, and then, lo top it all off, Chris nai led the bullseye. Perkins had been regarded as a dark horse if he'd been regarded at all, and he was more than pleased to receive a 40 channel CB for his prize, as well as a sculptured hang glider trophy. Flying was free from then on, and a number of flyers went to the top for one more f l ight, soari ng above the iog pockets forming on the peaks and in the canyons as darkness came. The fina l resu lts: OPEN CLASS Phoenix VIII 1. Chris Perkins (last /light on ly for the fir.;t five) 2. Buddy Martinez Cumulus 10 Heron 3. Jeff Anderson 4. Mike Zarracina Phoenix VI-B 5. Dean Tanji SST 100-C Phoenix VIII 6. Joe Greblo Phoenix VIII 7. John Brandt WillsXC 8. Rob Kell s CalGlider MK IV 9. O~ve Ductor WillsXC 10. Bob Sayers 11 . Bob Wills Wills XC Wills XC 12. Mike Meier 13. Scott Weiner UP Spyder 14. Mike Goodfellow WillsXC 15. J. C. Brown Phoenix VIII STANDARD CLASS ASG 20 (qua lified) UP Firefly 2. Roy Haggard (qualified) 3. Keith Nichols ASG 20 4. Jim Woods ASG 20 5. Don Kaisen Ca lGlider MK II I . Tim Joseph

UNLIMITED CLASS Mitchell Wing (qua lified) Heron 2. Jeff Magnam 3. Dave Butts Easy Riser Icarus )I Super 4. Don Betts 5. Brian Porter Easy Riser I . Brad White

2408 2210 2160 2115 2080 1960 1906 1827 1790 1777 1736 1718 1684 1677 1610

2000 1388

1367 1145 1053

1905 1588 1362 1255 1166

UPPER: John Branman approacMs target on a Seagull Seahawk. Photo: Stephen Mccarroll. LOWER: Trophy winners galher around photographer Slephen Mccarroll. Clockwise from lower right. Roy Haggard, Keith Nichols, Jim Woods, Chris Perkins, Jeff Anderson, Buddy Martinez and Brad White. .....-

by Ric Lee

W,h

the advent of hang gliding, some

pilots have experienced wondrou~ in-

sigl1t~ into some of the mysteries of Motlier Nature. Every once in awhile, all the elemenh at hand come together .ind give some lucky pilot or group of pilots a chance to step into another re<1lm ofilight. When this occurs, hc1ng gliding history i, again made and we .ire one qep closer to under~tanding some of the secrcb of our environment. On April 18, 1977 at Fort Funston, Ca.lifornia, seventeen of us entered a shear

line which en,1bled us to gain 2,400 feet AGL, fly a round trip of nearly ten mile,,

and remain aloft for over four hours. rort Fun~ton 1sa soar able coilstal ridge 170 feet in height. It is 3/Sthsofa mile in length c1nd faces W/SW. On .i recilly good day, with a good glider, you might gain 200 to 300 feet above the top of the ridge and work two to three miles of the coc1st. On this pMlicular day, we were 2,230 feet above the ridge and flew five mile~ one way the l,1s! two miles over flat ground! The dciy began early with a call from a friend and co-worker, John Minnick. (John is not your typical hang gl'1der pilot. He gets out of bed at 6:-:HJ every morning.) "It's soarable already!" beamed John', voice in my e<1r when I answered the phone. "However, it's pretty north here at Funston. Should I bring the gliders down-to the 'Cove'?" "Sure thing," I replied, "meet me there in thirty minutes." Thirty minutes later I was standing with John and George Whitehill (another coworker) on top of the Cove, a site which face; NW. But something s1range w.is happening. There was no wind at the Cove, but plenty of wind on the water. Puzzled as to what was going on, we decided togu back to Funston. We arrived at Fun~ton at 9:00, checked the wind (which was NW 14-20 mph), and decided to fly. While we were setting our gliders up, we were joined by several other local flyers who echoed our feelings that a bumpy NW wind was better than no wind at all. With everyone set up .ind preflighted, I cabled John i ntu the sky from the south launch.To my cinicizement, penetrJtion was not a; bad as I had expected. John made about four passes and w.is up .ibuut 50-75 feet above the cliff when I launched George. But a sudden shift in wind direction sent them both to the be.i.ch. "Lucky we didn't take off yet," I commented to Steve McCorkle, who w.is walking his kite toward the cliff. "The wind just switched more to the north. Let's walk our gliders over to the north take-off." The wind ag.iin switched back to a HANG GLIDING

fdvorable direction, and Steve and I quickly launclwd, followed by sever.ii other pilots. Even though the wind was only 20 rnph, penetration was, dil of a sudden, very difficult. By now it was apparent this was no ordinary day. My wrist altimeter showed me being 300 feet above the top of the cliff, and ,ti II cl I mbi ng. I was pointed parallel to the cliff and Just b,,rely holding my position over the ground. I looked around for Steve, who was 200 feet behind me a minute ago, and saw hin1 turn downwind Jnd boogie for the larger Westlake Cliffs to the south. A, he passed the ,mall sand dunes used for training purposes. located between Funston and We,tlake, Steve began tu climb at an unbelievdble rate. I had seen enough. I had suspected some kind of shear - and here w.is the proof. I turned downwind to join Steve, who was now 1500 feet AGL. Right when I reached the boundary sign for Thornton State Beach, I hit some bone-rattling hrr-

Classic sea breeze convergence zone

bulence for five to ten seconds and WHAM! I was in itt Glassy ,mooth air which was 10-15° warmer than the ,11r I was just in. I wa, 500' AGL and gaining altitude rapidly. Steve wa, way out over the ocean and sti II gaining altitude! Catching up to Steve, who was now 1900' AGL, was easy - the lift was happening everywhere. I flew over next to him and we began shouting back and forth our theories a, to what kind of lift we were in. We decided to explore tht> boundaries of the lift to see how far we could go. Penetration was outstanding in this vertical column of air. We were flying in all direction, with ease. We fir;t headed back towards Funston, penetrating easily to the north until we reached the Sidle Park boundary sign. At this point. we started to encounter a strong headwind, so we turned back to the south, where we popped out the backside of the shear ,ind began losing altitude r.ipidly. The air was very cold and turbulent on the backside and we lost 600 feet in ,1buut ten seconds. We both turned north and sucked our con-

tro I bM> in to our knees. hop1 ng tu get back in. Things looked pretty grim for a few second~ as we could ;ee our shddows or1 the ground were nut movmg. We thought we were going down for sure. All of a ,udden, we ,tartecl to creep forward agdin and we felt blasts of w,irn, dir on our faces. Steve and I then went through a "buffer zone I nicknameditthatbccauseyuur glider goes through ,i huge amount of buffeting, ,im1lar to a pre-stalled condition in a power plane. After ten seconds in the buffer zone, it w.is elevator time ag,1in. The noses of our gliders pitched up and pointed skyward as we reached the warm, rising air. I held the bar in just 1u,.rnakc sure I was well b,ick into the center of the ;hear ds I watched my altimeter rnuvea~ fast as a v,iriurneter. I was so sp,1ced out at wh<1t wa, h;ippcning, I screamed with joy. llere I was, holding the glid,:,r in a full Jive, climbing at 600-1000 fpm. Rack in the saddle .igain, Steve Jnd I went back to cruising. By our guestimates, the lift band was roughly 300 yard, wide. Now to see how long it was. Going east. or inland. was definitely out of the question. The Daly City .lrea i, overdeveloped with houses and power lines. Very few places, ii any, would be suitable for landings. This left only one direction unexplored - west str.iight out to sea. Slowly we ventured further and further out to sea, maintaining between 1800 and 2000 feet ASL At ap· proximately one half mile out we got too nervous to continue. Almo'it a year ago to the day we lost a pilot. Jim Geiger, who \vasduingthesamethingaswe - only he found the end of the lift and was forced down in the water. Although Jim was an excellent swimmer, the cold oce.in water <1pparently was too much to handle and he drowned. Keeping this in mind, we stayed within edsy reach of the shore. So far Steve and I were the only one~ in the shear. We had it tu ourselves for thirty minutes before the next pilot joined us. One by one, the pilot, cruised over from Funston and c>ntered the ,hear. Not everyone made it in a, easily as Steve and I. Some pilots just flew on through the lift. only to hit the bdckside of the she.ir. Those unfortunate individuals found themselves on the beach with as much as a two-mile walk back to Funston. After flying for about an hour, an unexpected event occurred. The whole damn she.ir began to move on us! I was the first to find out the boundary was sneak"ing up on us. Steve and! knew the she.ir ended at the pl.ice known as ''The Gap" on the Westlake Cliffs, so we would fly back only to just before that point and turn around. J Wa~ busy doing lazy, drifty 360's, just en-

People on the ground were going nuts! Imagine showing up at Funston to see hang gliding for the first time and seeing fifteen gliders in the air 2000 feet over your head! joying myseli to the max about 100 yards from the point of no return when WHAM!, l hit the backside again. I quickly repeated the proces, that saved me the iirst t1 me and, thank God, it worked. I flew ilround yelling to everyone that the shear bound-

ary had moved up, warning them riot to do what I did. Out of curiosity. I flew forward

,rnd found the front boundary had moved up as well! The shear wa, staying the same size and moving back toward Funston! All

we had to do was just stay with it. Immediately, vi,ions of flying all the way up the co.1,t to the Cliff I louse poprNl into my heJ.d. It has been my fantasy ever since I started soaring Funston to fly to the Cliff House and land there, have a drink, go bcick outside, and fly back to Funston.

Today th Is shear I ine is going to fulf ii I that dream, I told myself. Steve and I had been up about an hour and J half now and there were thirteen other pilots sharing the lift with us. Everyone was at the same altitude. Flexi 2'~ were as high as Cumi lO's and Fledglngs. Everyone was at 2000 feet AGL/ASL, plus or minus J few feet. The shear had worked its way back to the south end of Fun~ton now and it was slowly getting stronger. People on the ground were going nuts! Imagine showing up at Funston to ~ee hang gliding for the first time Jnd you ,ee fifteen gliders in the air 2000 feet over your head! About this time, a fellow pilot and good friend o( mine named Dan Racanelli shows up and sees JII the cars in the parking lot with no gliders on them. The windsock on the cliff is indicating a due north 20 mph wind. This is totally parallel to the cliff. Dan doesn't see us because we're now directly above him, 2,230 feet up. He figures I'm on the beach teJching someone how to fly and everyone else must have gone to the Cove. Dan looks Jround the parking lot and sees one spectator lying back with binoculars, looking straight up, but it doesn't register. He still hasn't seen us. He walks over to a park bench and sits down, wondering why so many pilots' cars are here and not one single pilot is anywhere to be found. Even if it's not flyable at Funston, there's usually some local hanging out, Dan thinks to himself, as a guy and girl ride up on a motorcycle. "Oh, far out," she shrieks to her com1

pan ion, "look at the hang gliders!" Dan follows her gaze upward and spots us. Can you imagine what it's like being a pilot with no glider handy, realizing what's going on, and having no wJy to get into it? It was pure torture, Dan told me later, watching all of us sky out to the max with him sitting on his thumbs, unable to do anything. As the shear moved more directly over Funston .. people on the ground noticed strange changes. The air suddenly became 10-15° warmer and the wind blew lightly from thf' ea~t. The whitecaps on the water also moved with the shear. Up above, you couldn't imagine J happier bunch of flyers. Everyone was shouting for joy until they were hoarse. As you might guess, the view of the City was breathtaking. The shear was still moving northward. Before we knew it, we were circling above the San Francisco Zoo. We were now over flat ground, flying north. We decided to fly in formation, placing our shadows over the Great Highway. John Tutino took the lead in his Mirii-Cirrus, followed by Craig Peterson, Bill Murdock, Steve Mc(orkle, George Whitehill, and myself. As we neared Golden State Park, the lift began to die. Now we were faced with a tough decision. Should we go for distance against a headwind, or try to squeak it back to Funston? Steve and Bill ~hose to go for distance, while the rest of us turned downwind to try to make it back.We were down to SOO feet ASL/AGL Jnd screaming downwind, but not losing any more altitude. Back around the zoo and out over the water, we encountered the shear once again. We quickly climbed up to 1200 feet, but it was evident the shear was breaking up. Large amounts of sinking, cold air were running through the lift zone. Looking over my shoulder, Funston was about a three-to-one glide away, so I decided to land back on top. I turned downwind and went over the falls once more. You can imagine my surprise as I went through a series of sail inversions and in. advertent left and right 90° wing-overs. My Cumulus 10 was sinking at 800-1000 fpm and I was wondering if I was going to make the top of the cliff. I cleared the Ii p with 65 feet to spare and landed feeling tired, but elated. It was, without a doubt, the most radical turbulence I have ever encountered in my four years of flying at any site!

I walked my glider over to the set-up and take-down area and sat down with the happiest and rowdiest bunch of flyers \ have ever seen. We excitedly discussed our own personal aspects of the flight in hopes of having a better understJnding of what had occurred. Many theories were offered, but the most widely accepted one was the convergence of a cold, stable NE wind meeting a warm, unstable NW. If you examine a map of the San Francisco peninsula, you will see the possibilities for such a shear. As we rested and talked, sewr;il pilot~ ~at ;ii the Prlge of the cliff surveying the conditions. I wondered if the shear might possibly reform. It had lasted unbelievably long - my flight was from 9:20 A.M. to 1 :30 P.M. - four hours and ten minutes. It was now 3:00 P.M. and some of the pilots who had watched that first flight from the ground began to grow excited. "It's setting up again\" The shout came from several people, as they watched the windlines reform on the water. A mad scramble for kites, helmets, harnesses, varies, and al ti meters ensued. I was debating whether or not to fly again, so I kicked back to watch the first pilot launch into the rapidly increasing NW wind. It was now 3 :30 P.M. as Ken Duex was cabled into the bumpy ridge lift. Penetrating north, he began to gain altitude rapidly. I was watching a rerun of our previous flight! Approximately 200 feet above Funston, he turned downwind and went for it. His reward was not long in coming. A quarter mile downwind, he encountered the up "elevator" and he gladly took it to 2,400 feet ASL/AGL. I was convinced. I grabbed my Cumi and ran for the launch area. I roped one of my students into a wire assist and I was off! The air was very bumpy on the ridge so I didn't hang around too long. As soon as 1 was fifty feet above the top, I turned downwind. I hit the good lift right over our training area, which is just south of Funston. This flight was a repeat of the first, so I won't go into details, except for the time element involved. The first to enter the shear for the second flight of the day was Ken Ducx at 3:30 P.M. and last flyer down was Bard Chrissman at S:45 P.M. I will mention, however, that two experienced pilots were thrown back into the cliff upon launch this time, due to se. JULY 1977

I _j_

vere turbulence. They were uni nj ured, except for their pride, luckily. This brings an important point to mind. Any site, regardless of si ze or location, can throw you a curve when you least expect it. Carefully assess the situati on and possible consequences before you take off, to insure a long, safe flying career. Hope to see you in the ski es at Funston someday! List of Shearline Pi lots Name Glider Art Barney Seagull VI I Elaine Chandler Sunl;iird Mini-Strato Bard Crissman ASG 21 Ken Duex Seagull VII Dave Gowen Sunbird Maxi-Strato Al Hoffman.. • Seagull VII Miley Holman Eipper Cumulus SB Ric lee .. • Eipper Cumulus 10 Steve McCorkle ... Manta Mirage John Minnick Seagull Seahawk Bill Murdock• Eipper Cumulus SB Dan Parvu Manta Fledgling Cr3ig Peter<on Manta Fledgling Walt Sano Eippcr Flexi 2 DlngerWing Wizzer Joe Sorensen• • John Tutino ElectraFlyer Mini-Cirrus Geo. Whitehill**' Manta Mirage

Rating USHGA4 USHGA 3 USHGA3 USHGA3 USHGA3 USHGA 4 USHGA3 USHGA 4 USHGA4 USHGA 3 USHGA 3 USHGA 3 USHGA 3 US1-IGA3 US1-IGA 4 USHGA3 USHGA 4

•instructor ..Observer ••*Instructor/Observer

CONG RA TULA TIONS TO ALL FOR A FINE FLIGHT!! !!!!

ABOUT Tl-IE /\UT/-IOR: Ric Lee, 24, a native Californian, began flying in June, 1973. /-/is interest in flying was sparked by a run-in with Dave Kilbourne at Carnegie Cycle Park in Livermore, California. Ric was practicing for an upcoming motocross race when this funny-looking contraption came floating down the hill with a man attached to it. After watching several "s uccess ful " flights, he approached the pilot, who

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turned out to be Dave Kilbourne, and inquired about hang gliding. Dave got him stoked on flying and he began lessons shortly thereafter. Ric ordered his first glider the sa me day as his first lesson and has been flying ev(>r since. /-le is currently employed a.~ a salesperson/instructor at Chandel/e San Francisco and is the current Flight Directorof Fellow Fellows, the local hang gliding club. ,.....

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TowiNG PART2 By Dave Broyles \ \

Areas in towing which need further discus,ion are launching, land tow, and water tow. The launch is a critical part of tow hang gliding and there are a number of way, to blow one. At this time, the running beach start is most popular. It is also the most convenient, however it is easy to do

wrong. The proper method for a running beach start is for the rope to be in a straight line into the wind. When the rope becomes tight, the tow vehicle should be traveling at a speed predetermined by

wind conditions. This speed may'vary as a function of the glider being towed, however 18 mph will work well in still air with most hang gliders. If the wind is blowing,

the speed of the tow vehicle should be reduced by 1 mph for every 1 mph of wind velocity. As the glider begins moving, the throttle of the tow vehicle should be increased grad ua Ily so tha! the glider climbs at a moderate rate of ascent. Whcn·thc rope becomes tight, the flyer should be standing with the glider pointed down the tow line and with a firm symmetrical grip on the control bar. If the wind is crossed, he should crab the glider into the wind somewhat, realizing that if the gl idcr flight path doesn't track the rope, the glider may oscillate or lock out immediately upon launch. Cross wind or down wind running beach starts while possible are not recommended for the inexperienced flyer. The safest launch method is the sliding be.ich start. Ith.is gradually decreased in popularity because flyers no longer fly with skis, and because it requires a definite skill with water skis to perform. This method is important because it is the only safe launch with a down or cross wind. It is performed wearing water skis on the beach and starting with a tight tow rope. The driver accelerates the tow vehicle at a mild rate while the flyer slides across the ground and into the water. (Practicing this 38

method without a kite 1s recommended.) If the wind is crossed, the glider is crabbed into the wind. A starting trick is for an assistant to run beside the glider supporting the cross bar until enough air speed is reached for the glider to support its own weight. Once the glider i, moving fast enough to support its own weight. the flyer can taxi it while skiing until he wants to lift off. Then, the boat speed should be increased until the glider lifts off of the water. At this point, if the flyer plans to fly ski-less, he should drop them. If the flyer plans to fly with skis on, he should remember to keep the tips up, and the skis together and parallel. 6eginner~ will tend to oscillate more with skis on. Deep water starts with skis are simple into the wind, and very difficult down wind. lt is recommended that the flyer wear large skis to assist in getting the glider out of the water. Deep water starts without skis are possible only into the wind, and only if the floats don't offer too much drag. Use of a two point bridle is recommended as water drag may break off a wingtip if the angle of attack is too high at the start. If a deep water start doesn't clea~ the water in 10 to 15 seconds, the observer should release and check with the flyer for problems. Land towing, if done carefully, offers no extra dangers over water tow or regular hang gliding. It is normally done into the wind and in a straight line. Wind conditions should be very mild, and a two point bridle and weak link should be used. The tow driver should have a full view of the flyer .ind glider being towed, and there

should be an experienced observer. As in sail plane practice, the glider should be climbed very slowly for the first hundred feet. A boat release should be used at the tow vehicle, but set up so there is no possibi Iity of an accidental release ,ince the greatest danger in land tow is an accidental release at low altitude. The re.ison for the weak link and the two point bridle is to protect against extreme changes in wind speed cit higher altitudes due to wind gradients or wind shear effects, which arc more common over land than over large bodies of water. Water tow has one obvious advantage over land tow. Crashing into water tends to be much less dangerous than er ashing into the ground. Also, air over large bodies of water generally contains less turbulence than air over land. On the other hand, no one has ever drowned in two feet of crabgrass. Correspondingly, proper flotation of the flyer and the glider is of great importance, and so is the ability of the flyer to unhook from the glider quickly and easily. The flyer should use a good water ski vest, wet suit, or both for personal flotation, and the glider should have sufficient flotation to hold the glider upright in the water. Also, the air frame should be iilled with polyurethane foam-in-place foam. If the flyer is concerned about excess weight, he might elect not to foam the air frame, but there are several advantages to having at least the leading edges foamed. First, the glider will be more stable and easier to handle in the water. Second, the flyer won't ever have to worry about accidentally flying with water trapped in a leading JULY 1977

edge. The boat release 1s very important in water tow hang gliding, however its use is often rn1sunder<;tood. /ts primary use is to protect the glider from being dragged through the water in the event of a bad launch, or a landing with the tow line still attached. There are other situations in which relea,e will protect the flyer and glider. however, in those situations it is normally the prerogative of the flyer to release. Release at the tow vehicle end should be considered cl last resort. In a condition where in the observer's opinion, the flyer would be in worse trouble on the tow line than unexpectedly flying free, the observer ,hould release. An example of such a s·1tuation is a severe lockout where the flyer is obviously not taking corrective action. Release problems on the glider are usually caused by cable failure, misadjustment of the release mechanism, or foreign material such JS ~and in the release. Additionally, most releases are designed to release by hand or if the rope is pulled to the rear. These types of releases c;in be knocked loose when the glider is picked up. The flyer should train himself to check that he is hooked on and hooked in when he picks up the glider to launch, especially when using the two point bridle. Additionally, the flyer should know how to operate either the bottom or top release by hand in ca,e of a cable failure. Tow speeds are determined by the flight characteri'ilirs of the glider being towed,

and by the location of the tow point on !he glider. Maximum safe towing <1irspeeds vary from glider to glider and there is no entirely safe rulP of thumb. Safe wind spPerls are e.1sier to define. 10 mph winds or less should be safe for all gliders and sites. Ten to 18 MPH wind with little gusting may be flown if the tow path is into thP wind and the tow speeds are adjusted

1. Hook on but not hook up. (Gliders tow wPII without a pilot for a while.) 2. Launch with the top but not the bottom of the two point bridle attached. (Will often break the tow bar.) 3. Neglect to use cl tow ring on the end of the rope. (sooner or later, sprang!) 4. Fail to check release operation in preflight../500 ft. of rope is quite a drag in free

downward accordingly. Higher winds should be flown only with the greatest caution, and using a bridle and weak link. If the surface wind is 20 MPH it is Ii kely to be faste; high above the ground. If it is, the glider will climb rapidly even with the tow vehicle stopped, so the flyer will be at the mercy of the upper wind velocities. Likewise, tethered flight in high winds is very dangerous. It i~ important for the tow flyer, in considering wind speeds for towing, to have a precise idea of general conditions rather than ju,t Lonsidering the wind .it the flying site at ground level. The final consideration for decid'1ng tow speeds is the desire of the flyer who probably knows from the reaction of the glider, whether or not he is being towed at a safe speed. Standardized towing signals are in the USHGA Tow Contest rules, and have been describerl in Hang Gliding and other publications. The flyer and his tow crew should adopt~ standard set of tow signals to allow the flyer to notify the tow crew in flight of necessary changes of air ~peed. Finally, the author has· accumulated through experience, a list of practices to be avoided (and that which was learned).

flight.) 5. Do a running be<1ch start with an untrained tow crew. (An unexpected ascent like a Nike rocket or a surprise deep water start may result.) 6. Attempt a deep water start without skis down wind. (Would you believe near drowning.) 7. Fly with one leading edge full of water. (Superman, himself, couldn't turn the glider to the light side.) 8. Have the tow line come loose while climbing fast at 25 ft. (Result: A whip ~tall. I'd hate to say what I got knocked out of me.. Glad I was over water.) I mention all of the above mistakes which I personally have made over my five years of tow flying experience for two reasons. First, all of my advice comes from my desire to keep other people from making the mistakes I made. Second, despite those mistakes and similar mistakes made by my friends, none of us has been severely hurt in a tow caused <1ccident. If you, as a hang glider flyer, approach tow flying as safely as you should, then tow flying will be as safe as foot launched hang gliding. ....-,

Cash, prizes, and trophies through 10th place. Grand Prize---1 Horizon Hang Glider by Hangtlyer Inc. Many prizes donated by US Hanggliders Inc. Requirements: Hang IV with all special skills; Liability insurance; must be a full member of the USHGA.

August 31st to September 5th (Labor Day) 1977

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Fill out and send to: Robert Sage Memorial Har1Q9lider Open,

P.O. Box 1572, Sierra Vista, Arizona 85635. -·---

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HANG GLIDING

GLIDtR SfRt~~t~ by Dennis Pagen HJng gliding enthusiasts that have followed the development of the sport over the pa,t yeM are awcHe of the v<1,t improvement 1n glider performance. While many fc1ctors contribute to this advance-

ment, two of the most important changes are increased span and decreased sail billow (Jllowing higher aspect ratios and better washout curve,, respectively). Although the,e innovations arc beneficial, we ,ire forced to p,ly a penalty in the form

of 1ncrea,ed stre,s on certain structur.il components. This requires the addition of

one on each half of the wing. This will conveniently allow us to calculate the

stre,ses on one side only, since the glider is symmetrical. Figure 1 shows the top view of a typical high performance flex-wing glider. If the glider is in trim, then there must be the same amount of lifting force forward of the center of gravity (e.g.) as there is behind il. Therefore, the force on each half of the wing will be located on line AB, drawn through the e.g. In addition, the quMter chord line on a wing gives a reasonable

Fig. I. Quarter chord line shows the approximate location of the net forces at each point along the span of the wing.

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deflexors and ~tronger spars which ult1· mately means heavier gliders. How great are these structural stresses and how are they affected by design changes? These are the questions we will attempt to Jnswcr, armed with tireless calculators and merciful approximation mcthorh. First, we must understand the source and placement of the forces. When awing moves th rough the air, it produces a pressure differential between its upper and lower surface. This results in the creation of lift and dr.ig at every point on the surface. We can sum up all the forces on the wing and end up with a single force called the resultant When a glider is in equilibrium (that is, flying with a constant velocity), the resultant mu~t be directly above the center of gravity and equal to the combined weights of the pilot and glider. For the sake of simplicity, assume the pilot weighs 150 lbs. and the glider 50 lbs. We can separate this force into two parts 40

approximation of the location of the net forces at each ~tat ion along the span of the wing. Thu~, we can locate our upward force at the intersection of the quarter chord line and line AB. The magnitude of this force wi 11 be 100 Ib,. ('h the resu lta nil. Now let us look JI particular glider designs and determine the forces. For illustration purposes, we will compare a high performance model (110° nose angle. 20 ft. leading edge, 9 ft. keel ,ind 1° sai I bi Ilow per side) with ,1 standard (90° nose angle, 1 !3 ft. leading edge, 18 ft keel and 4° ~ail billow per side). A rear view of the right wing sectioned at the cross bar is ~hown for both gliders in figure 2 (a and b). The 100 lb. upward force is shown in both drawings, located by the method of the previous paragraph. Note that the control bars are the .,ame whereas the cross bars are of different lengths. Now we can assume the juncture at the heart bolt (1.ibelcd C) to be a fixed point in ~pace and resolve all the forces around it. We can move the 100 lb. force oul to the end of the cro~s bar by remembering that a force will appear to be the same at a fixed point as long as we keep its magnitude times its distance from that point constant. Thus, as we move the

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force outw.ird, the distance from C increases and the magnitude decreases. This is represented by the arrow F ·in figure 2 (c). This upward force i~ derived from one source only, namely the sail tension (G). Thus, G must be large enough to have an upward component equal to F. In addition, G has a horizontal component equal to H directed along the cross bar. Looking further, we see that the only force holding the wing down is derived from the side wire tension. The downward force J must be equal in magnitude to F. This requires a side wire tension equal to K, which in turn, causes another horizontal force along the cross b.ir (LL The total cross bar compression will be H+L. Since we know the dimensions of our glider and the placement of the. 100 lb. upward force, we can solve for F and J. Using trigonometry, we can find the angle 8 and thus solve for K ,rnd L. Finding the angle ,f:, is a bit more difficult. The angle cf, is dependent upon the amount of billow in the ,ail and nose angle of the glider. Through common usage, sai I bi I low is determined by the number of degrees the nose angle of the sail is in excess of the frame nose angle. Thus, our standard frame f1as a YU 0 nose angle with a 98° sa i I (4° per side). This is pictured in figure 3 (a). Here the sail is laid flat beneath the frame. We see that when the sail is mounted, point D will correspond with point B. Thus, the sail will billow in flight (in the form of a parabola) as in figure 3 {bl. since CD is longer than CB. We know the

the.se procedures are followed carefully you will end up with results similar to those in the t<lblc below. Note that we have included severc1I sail billows for the high perfornw1ee gliders. DISCUSSION Looking at the table, we can draw some immediate conclusions. First, it is obvious that cross bars of higher performance designs bear much greater loads than their standard counterparts. Furthermore, the amount of sail billow greatly affects this load. The less the billow, the more sail tension and the greater the force H. The length of the high performc1nce crossbar is greater than the sundards, decreasing its yield strength. All these factors point out the need for stronger cross bars as designs progress. The forces on the side wires and control bar are increased only slightly in the different designs, since they depend mainly on cross bar length. The cable used for side wires is rated over 920 lbs., so this is not a problem. Increasing the height of the control bar will decrease the cross bar compression, but will increase the downtube :ompression. The forces on the other parts of the glider can be calculated, but are not a major concern since they <lre well below the limits of the materials. Once vulner. able leading edges now are braced with deflexors and experience mainly compression loads. The keel is in light com. pression, while the front to rear wires on the standard undergo about 32 lb. tension

4°BILLDw ANG-LE

(a)

Fig. 3. Shows 111te<1surement of blllow on a standard glider. In flight, the sail billows up to fonn the sail angle (,t,).

length of the crossbar (CB) and can fiild the length of CD by applying the cosine rule to triangle ACD. Now, with a lot of time, toil and trouble, we can solve for q> mattlematical ly. However, an easier method consists of putting two pins in a wall at the same height, a distance apart equal to CB. Hang a light chain of length CD between the pins and simply measure the angle with a protractor. Of course, you can sea le the lengths down for convenience. If all HANG GLIDING

in mght (less on shorter keel models). All the forces computed in this cmalysis were bJsed on 1 g load~ with a 150 lb. pilot. lri turns or gusts. the g loading 111crea,es .iccording tu the bank angle and gust strength. Multiply the forces in the table by the number of g's the glider is experiencing to get the JCtual increase in force~. In like manner, a heavier or lighter pilot will ch,mge the forces proportiondtely. How accurate is this analysis? This can only be answered by looking di the source~ of error. first, the placement of the upward force cannot he known exactly. However, any error here will be small ,md on the high side. The m,1tter of sai I stretching present<; a real problem. There is no doubt that a sail stretche~ somewhat so that ,P is Increased and the cross bar compression is decreased. Indeed, some sails ilre made with zero degree\ billow. This would require an infinite cross b,ir compression if stretching didn't occur. The stretching becomes minimal as sail billow increases and any error made due to ignor· ing stretching is on the high ,ide, su we ,ire still safe. Another µroblem is determinmg the angle ,P d~ring the initiation of a turn and in gusts. The momentary changes in this angle can be observed in flight. When the angle is decreased, the cross ba.r compression is increased. Howewr, this increase may be negligible since rolling or slipping may occur to relieve the effects of billow shift. It should be obvious that there are still some gray .ireas concerning the complex iuestion of structural strength. There is a great need for much more emp·1rical dJta before we cJn sc1y exactly what each load is. However. with the method outlined above, we can be reasonJbly sure of our uµper limits and gain a bit uf insight into the designer's dilemma. The average pilot reading this should be sure that hi~ glider meets structural standards equal to those set by the HGMA. The next time you are lugging your heavy high performer up a hill, pause and reflect on the ~ource of all the extra weight: stronger tubing, sleeves .ind deflexors. It should ease your mind and lighten your load. ~

150 lb. Pilot - 50 lb. Glider

Standard

F { = J) (force at end of crossbar)

67.88 lbs.

'~-Sail Billow (degrees per side)··---- ___,_- _____ ,e (angle of sid0e0 w=ire0 )_ _ _ _ _ _ _ _ _42°

High Performance

73.85 lbs. 39-

1120

73.85 lbs. 390

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39'

<f, (sail ~~l~e~)_ _ _ _ _ _ _ _ _ _ 33"_ _ _.21° Side Wire Tension (K) 101 lbs. 117.3 lbs.

14.6°

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Crossbar Compression (L+H)

179.26 lbs.

283.69 lbs.

374.7 lbs.

557.5 lbs.

Control Bar Upright (compression) Control Bar Horizontal (tension)

75.89 lbs.

82.56 lbs.

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(GLIDER RIDER's regular monthly feature~ include Old ~fan of the Mountain , New Horizons, Promo, NewsBriefs, Opinion, Here & There, Wingtips, Wingnutz, Wing Wires, Motormouth, Twisted, Faces & Places, Soaring Tips, Profile. and Lookout Mountain Review.) • FEB., 1976 - Buffalo Mt. ; Soaring Aetna; Lookout Mt. Regulation : New Year Fly-In • MAR. - Maine Fly-In; Interstate Som·ing; Soaring Utah's Foothills; Stirrnp Entry: The Big Watermelon; On the Tr.tining Slope • APR. - Spring Glider Prices: Sail Brush Painting; H . C. from 24,600': S. E. Championships: Pn>file: Tom Peghiny: Sky Riders • MAY - Rainbow Fly-In World Open; Profile: Chris Wills; Fly Supine; New Glider Models • JUNE- Upp,m1tus- an lntro to Variometers; Factory tour: Seagull: The Bicentennial Gliding Spectacular; Don't Let the Gradient Get You Down; Profile: BilJ Bennett; Qualification Meets • JULY - The National Championships; Stowe's Summer Solstice F estival; Hyner Vie\v; Soaring New Airways; Factory Tour: Eipper-Formance; Profile: Chuck "Slusarczyk; Mitchell Wing Update • AUC. - New Distance Record; Master's Tournament Preview; Sensationalism and How to Deal With It; Profile: Francis Rogallo; Factory Tour: Delta Wing; Training at Jockey's Ridge • SEPT. - The HCMA; The Telluride invitational; Cypress Garden's Tow Meet; Merlin Clinic; Mt. Washington Championships; Midnight Over the Tundra; The Impossible Dream; The Icarus Syndrome; Profile: Dick Boone; Training Can be Fun; Maryland Finds a Piece of the Sky • OCT. - Consumer Advisory; The 1976 Master's Tournament; Performance Testing for Hang Gliding; Factory Tour: Manta; Balloon Drop Testing: Profile: Ed Cesar; • NOV. -Analysis of a Fatality: The Great Race; Hang Gliding Heaven; Factory Tour: Chuck's Glider Supplies; The Gray Area; Profile: Burke Ewing (and his dog, Curtis}; The FAA and You • DEC. - F'lying in Ohio; Longitudinal Stability; East Brady Meet; Utah's First Open; Premiere Competition & Safety Clinic; Factory Tour: Electra Flyer; An 8-Man Balloon Drnp; Bettina Cray; The Wonder Wing; Profile: Sean Dever; Big Black Fly-In • JAN., 1977 - Safety & Training, Flying in Puerto Rico; Hotel Soaring; Tale ofTwo Citiei;; The Intermediate Flier; Evolution of the Easy Riser; Thirty Grand; I Finally Made It; • FEB. - Coveted Silver Pine Cone Award; Transition; T,• .ing Aids; Kids & Kites; 25-mile, 2~-Hour Tandem Flight; Jensen & Rojohn Talk About the Swift; • MAR. - Low Altitude '\'ir.d Shears; Spring Thoughts on Marketing; UD Contest; Folks at Wills Wing; Testing ... 1,2,3; Profile: Larry Newman; Manta B..11000 Drop Testing; Today's New Ships; • APR. - Biorhythm: an approach to safety; To Tell the Truth; Guam's Sky Riders; Wingovers; The South Africa Story; Factory Tour: Sky Sports • MAY - H ypoxia; Promoting Hang Gliding; Powered Quicksilver: Motorized Hang Gliding .. . beauty or beast?; Consumer Report: The 1977 Superships; The Clinch Mt. Sky Ranch Easter Flight Festival; The Boys from Syracuse; Sweet Sky Out; Exercises for Long Flights; Little Black Fly-In • JU NE - The Complete Travel Guide (75 sites}; Black Sunday; Skies Closed; Kitty Hawk Meet; Advanced Instructor's Clinic; UD Contest #2; Yoga & Hang Gliding; Region 3 Meet: Region 10 Meet; Instructor's Insurance.

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~976 FATALITIES NO SIMPLE ANSWERS BUT A FEW SURPRISES

by R. V. Wills What follows is a breakdown into categories and discussion of the 67 hang

gliding fatalities listed in the June issue. Because of pub I ishi ng dead Ii nes, this J rti-

c le is being submitted just as the June issue is being distributed, so we have no respon~e to the fatality table as yet. The following is merely our attempt to determine ii any trends or patterns are clear from the

1976 fatal accidents. Anyone who has any background in statistics realizes that a sample of only 67 incidents limits our ability to draw any

hard and fast conclusions about what is happening. Nevertheless, we can get some idea of how the accidents are scattered between the U.S. and other countries, whether they arc seasonal, differences in launch method, the altitudes where problems develop, and whether mechanical problems were obvious or reported. U~ing the table printed in the June issue, you may make any other breakdown you desire. 1976 HANG GLIDING FATALITIES BY LOCATION: Total U.S. (including Hawaii) - 38 Total outside the U.S. - 29 1976 HANG GLIDING FATALITIES BY MONTH: July - 10 January - 1 February - 5 August - 5 March - 5 September - 8 April - 9 October - 5 May-9 November - 3 June - 6 December - 1 You will note from the above that 48 of the 67 fatalities, or 72%, occurred during the six months between April and September, which might be expected. Only two occurred during the mid-winter months of December and January.

1976 HANG GLIDING FATALITIESMETHOD OF LAUNCH:

Foot launch - 60 Boat tow - 4 Vehicle tow -- 1 Tethered to vehicle Balloon drop - 1

ALTITUDE LOSS PRIOR TO FATAL IMPACT: In view of recent attention to parachute recovery systems for hang glider pilots, we reviewed each of the 1976 fatalities to determine how much altitude loss was involved after the pi lot got in trouble prior to impact. The results may be surprising to many people, even those thoroughly familiar with hang gliding. Based upon our best information, using only those cases where a ltitutes may be determined, the altitude at which the pilot got into fatal trouble breaks down as follows: OVER 500' 10

200' to 500' UNDER 200' 9 38

Therefore, of the 57 fatal accidents where altitude could be determined, 38, or 67%, involved altitudes under 200'. Perhaps half of this nu rnber involved ace idents where the problem developed at an altitude of 100' or less, on landing approach, after take-off, flying into trees or ski lift lines, etc. Most of these pilots realized that they were in trouble only seconds before impact. Any impression that most hang gliding fatalities resu It from long, f ul I- luff dives is simply not supported by the data, either for 1976 fatalities or for previous years. Pilots should obviously not feel that they are any more exempt from a fatal accident with a parachute on than they are with a helmet on. Thi~ is

probably the most surprising lesson to be learned from hang glider accident data, even for those involved in the sport. MECHANICAL FACTORS INVOLVED IN 1976 FATALITIES: A topic widely discussed in these days of rapidly cvolvi ng high performance kites and gliders is the risk of mechanical defects. There is a prevalent impression that mechanical defects are on the rise. Let's se_e how many of the 1976 fatal accidents involved reported mechanical problems of one sort or another, including the fai I u re of the pilot to properly assemble the glider before take-off. Failure of kite frame prior to impact 10 Failure of seat or harness - 4 Probable pitch problem - 5 Failure of pilot to properly a~~ernble glider before take-off 4 It shou Id be noted that many, if not most, of the above 23 accidents involve some questionable conduct on the part of the pilot. Obviously, Al Mulazzi should have hooked into his harness before takeoff and Sam Arbour should have attached his wing nuts (likewise with one of the Swiss flyers, also flying a Dragonfly). Some of the pitch problems involved experi mental or homemade kites, or alterations by the owner. A couple of the harnesses which failed were reported as being altered or obviously defective. And even the structural failures must be individually considered, such as the failure of Ken Kuklewski's Fledgling after a number of loops and the failure of Larry Lowe's stripped center bolt on his Bennett Standard. There is no clear picture of structural failure in the ten accidents where there was breakage of the crossbar, a leading edge, the king post, or the control bar. In the majority of the 23 cases, the pilot was criticized by the reporters for using altered or worn out equipment, or for failing to p1e-fli'."',ht the craft properly, or for doing radical maneuvers. If you can see some surprises in the above data, perhaps you can see the benefits of gathering data on serious accidents. Impressions and opinions are like rumors and go~sip - often wrong. We have no easy answers or magic solutions in these statistics, but it is certainly clear that no pilot is exempt from a tragic accident regardless of his flying experience or equipment, and if he wants to be an old, grizzled, veteran hang glider pilot with grandchildren, he will constantly learn from the mistakes of others and never get casual or sloppy until his altitude is zero.

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USHGA Reports, (continued from p~e JO! FAA's CONCERNS FAA is concerned about the future imp,ict of hang gliding, both powered and unpowered, on the safety of other aircraft and on the public. There was discussion JS to what the best course would be to meet the requirements of aviation \Jw and regulat1om. FAA leadership looking into hang gliding as a possible problem Jrea is fully justified based on their responsi bi Iity to carry out the law. Th0y are doing their job. Hut in addition, no one wants to be in the position of being subject to undue criticism, of having one's neck sticking out where 1t is an pasy target, and government leadership personnel want leaot of all to be in that position. If attacked because of the result of some incident over which the government regulator has some measure of responsibility, and it has been found they for whatPvf'r rPason hJve not taken what the critic determines is reJsonable action, the bureaucrJt must take the heat, often without bping Jble to answer bJck in a fashion they might like. Such charge, Jlso lead to additional pressure from agency supervisor,. Protection of the agency by taki ngaction where such potent i a I exists would only seem natural.Reliance on others could be regJrdecl a, uncommon. But, what I found on the basis of this meeting was an interest by the FAA in learning what the USHGA plans to do about self-regulation of powered h,rng gliders following their decision not to regulate. During the discussion \ noted that the USHGA Board plans to review proposals being presented to it and that some deci,ions would be made at the board meeting in Wilburton. I said that USHGA would keep them informed of its decisions on self-regulation, would work with FAA ~eeking their input in the matter, and would inform them of any final versions of regulations. It wils pointed out by FAA personnel that aviation law allows a measure of administrative discretion, the decision on powered hang gliders being a good example. I believe, therefore, that USHGA has a responsibi Iity to act in the best interest of the sport. take the opportunity provided Jnd work in coopprat1on with the FAA, issuing those nece,sary regulations which will insure public safety and continued freedom of hJng gliding. THE PROBLEM AHEAD While USHGA has met the challenge of instituting self-regulation, the problem facing us and the FAA lies in the future, and the FAA wants to know how we plan to meet it. Powered hang gliding has a potentia I to attract a great number of people who are not presently involved with the sport 46

are USHGA member,. What progrJms will we institute to make them aware of their re,ponsibilities? What will be the nlaterial covered in instruction? What is the program of certification of powered hang gliding in~tructors and students? These and J. host of other que,tions must be J.nswered by your 'Board. The FAA will undoubtedly amend C1r,:ular 60-10 to include powered hang gliding and add guidelines for it of a nature similJr to those for hang gliding. There ,He ~evcral uniqtw problems which will have to be worked out with the FAA, and a spirit of cooperation and confidence in each other by both sides will be helpful. If the sport continues it~ growth there is potential for a number of conflicts in air space. We need to provide educational progrJms and regulations which will reduce the hazard level such flying activity contains. Because the range and operational scope of powered hang gliders i, significJntly IJrger than unpowered kites, our fliers must know where other aircraft can be expected to operate, and avoid those areas. Make no mistake, we are the new boys on the block and aviation law is on the side of registered aircraft. They have the right-of-way.Air lanes and controlled air space are for their u,e and benefit, not ours. Part of our job is to be sure hang gliders stay out of such areas. Continued growth of the sport may call for new thinking and approaches to the problem. We' 11 need a record of experience in the field and close cooperation with the FAA. A hang glider .it 12,000 feet is not only unexpected, to an observer traveling at several hundred miles an hour the hapless glider and flier can be upon the aircraft in just seconds. Hardly an encouraging proposition. And while this may be an extreme exJmple as to altitude, the danger to hang glider Jnd ai rrraft i, similar at any altitude in regulated airspace. And so is the illegality of flying hang gliders there. USHGA's OPPORTUNITY The FAA's decision does not mean there is unanimity within that agency toward hang gliding. But it does provide the opportunity for-USHGA to propose and institute our own regulations. I said to the members at the Wa~hington meeting that 1n my view,cooperation and compliance in an atmosphere of self-regulation would be much better because the fliers would have a voice and determination in the direction of the sport. That puts the responsibility ,quarely on the back of USHGA. \tis J. responsibility l believe that we cJn meet. It is an opportunity which has not been offered to another branch of aviation for J number of years. The record of meeting the responsibilities

created by such opµortunities ha~ not been particul;irly encouraging. F,\A can be regarded J.S sticking it, neck out. But success will not be saving FAA's neck, it will be saving our freedom. The responsibility for a,suring that succes~ is now in the hilnds of every USHGA member. Attending the May 23, 1977 meeting at FAA headquJrters· Bernard A. Geier, Chief of the General Aviation Division of Flight Standards Service. William). Sullivan, Chip/, Sc1fety Regulations Division, Flight Standards Service. Al Perry, Chief, Qualil}' Stand,uds Branch, Engineering and Manufacturing Division, Flight Stdndards Service. Ray Bauer, Specialist, Quality Standards BrJ.nch, Engineering and Manufacturing Division, Flight Standard~ Serv1re. Juan Croft, Specialist. Operation Branch, Flight Standards ~ervice. Charles Shuck, Technical Assistant, General Aviation Divi~ion. Ed FavermJn, Office of the Chief Counsel. Vic Powell, President USHGA.

IS YOUR HELMET ADEQUATE? by Dennis Pagen, USI lGA Region 8 Director Over the years, hang gliding pilots have grown increasingly safety conscious. This is due to education and the principlf' of survival of the fittest (the "fittest" pilot is the one that recognizes and avoicl.~ potentially dangerous situation,). The sport simply will not sustain foolhardy heroes. The USHGA Hang Rating and Instructor Certification programs, as well as the Basic Safety Regulations, have been instituted to provide guidance to pilots at ,111 skill levels. The Hang Glider Manufacturers Assn. (HGMA) ha~ worked hard to insure the integrity of our flying craft and suspension equipment. The one element in our flying milieu that has been overlooked, under-inspected and ignored like dn outlaw inlaw is the helmet. Of course, we have seen progress from the daring, bareheaded, halcyon days of several years ago to the present, where a Imo st every pilot wears some sort of protective head gear. However, most of us are still wallowing in unknowns when it comes to choosing WHAT sort ·of protective head gear is optimal for our chosen sport. Guidance is available, Through the hard work of David Broyles, the Safety and Training committee has solicited the aid of thp following organizations: (con1inued on pJge 481

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USHGA Reports, !continued r,om page46J The Snell Foundation (an independent, non-profit he Imet testing organization setting standards for all sports related head protection devices). The American Stand.ird Assn. Department of Transportation Canadian Standard Assn. Safety Helmet Council of America (a manufacturer's organization) Bell Helmets (manufacturers of a commonly used hang gliding helmet) With the help of these venerable associations, it is easy tu tell which helmets meet which requirements. The real problem lies in defining the exact need, of the average pilot in term, of maximal protection. At present, there are two ,chools of thought. The first advocates a beefy, brawny helmet covering as much of the head and neck area as possible. This helmet is meant to receive blows from any quarter and absorb energy from such d blow through self destruction. The opposing viewpoint envision, the ultimate helmet to be light and of minimal coverage. The reasons for this are to reduce inertia and possible neck injury during an impact not centered on the head area, to reduce fatigue during long flights (especially when flying prone) and provide the best possible use of the senses (aight, touch ,1nd hearing). An illustration of this can be drawn from a spelunking experience. lf }'OU .ire caving with a helmet, you will be amazed at how many times you bank your head in the tight places. If you try the same crawls without a helmet your periphial vision will help to eliminate such encounters.The average hang glider pilot detects flight modes with his sensory organs, not instruments, so he must have maximum use of these organs. We must be careful not to win the battle and lose the war by protecting the head at the expense of total control. Most sports

opt for the first choice. However, hang gliding is unique in it, mental and phy:oical requirements. Most likely, a compromise between the two design extremes will be best for the majority of pilots. We must determine such design factors as strap breaking strength (one pilot almo~t hung himself when his helmet caught on his harness spreader bar) and cost (a helmet that is too expensive will be hard to sell to beginners). David is preparing an article, which will appear in HANG GLJl)fNG at a later date. He will cover the subject of hang gliding related head injuries and helmet testing in detail. We request that any reader with any viable information or opinions concerning this subject send them to David Broyles, 1403 Austin St., Irving, Texas 75061. The Safety and Training committee will be considering the problem at the next Board of Directors Meeting. At this point I would like to add a personal note. I have been involved in all the programs mentioned in the first par,1gra ph. These programs encroach d bit on our immediate individual freedom, but in each ca,e, it is my carefully considered opinion that we preserve our long term freedom by staving off government control and closing of sites. \tis imperative that we understand the full scope of our self-imposed regulations. If asked whether or not I believed in a law to protect an individual from himself, I would answer no. lf asked whether or not\ believed in a law to protect society from an individual, I would answer yes. Setting helmet standards will save our ~ociety of flyers from selfish, reckless pilots. Hang gliding enthusiasts sti II constitute a small enough group that the injury of one ind ivid ua I adversely .iffects the rest. I hope we never grow beyond that point.

1976 USHGA TREASURY REPORT by Lloyd Lieber. USHGA Trec1surer In keeping with USHGA's policy of openness with its members, the Directors have specified that periodic rl'ports on the Association', financia I conditions and operations be published in HANG GLIDING. This is the first such report, which will begin with a consolidated Financial Statement as of December 31, 1976, then present a simplified Operating Statement for calendar/fiscal year 1976, and follow with comments and explanations of the two at.itements and how the Association conducts its day-to-day financial affairs. The Financial Statement for December 31, 1976, ,hows liquid and nonliquid assets as of that date, and liabilities that slightly exceed them, such that our net worth i~ now a little neg.itive. Most of the liabilities are the unearned men1bership dues and subscriptions, which represent wh,1\ it would coat to provide HANG GLIDING magazine and other services to our present members for as many months ahead as their current dues are µaid. The liabilities are claims against the assets, such that part of the funds on deposit are rea I ly set aside for the Koc,is and Competition Funds, etc The Oper,1ting Statement contains a number of "profit-and-loss" accounts that show net gaim (or losses), other sources of income that do not have expenses charged against them, and other expense accounts not charged .igainst income source,, specifically. It shows that we suffered a loss of $9,190 during the year, which isn't necessarily bad in view of our cash position, due mostly to the paid-ahead (unearned) due, situation. We would prefer that it had been a net gain but in actuality had budgeted an !continued on page 50)

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lions in 1977 will be $7. Magazine sales income is primarily from newsstand-type account sales, and the rest is from back issue sales. Production and Payroll expenses for HANG GLIDING include editorial and art contract fees, .ind 40% of the total office payroll (to be 50% in 19771, ~1nce the magazine is the primary membership benefit. The merchandise sales account shows nearly 100% profit because no overheadtype expenses, such as labor, pmtagc and materials, are charged against it, for simplicity's sake. In the Meets Account, the transfer of 1oc;~ of the gross to the general fund (other income, below) is a policy adopted by the Directors to ensure that most of the office expenses in sanctioning meets is retained, because the net gain may be assigned for other purposes. Under Other Expenses, the payroll amount is 60% of the office total {the other 40% going to the magazine account, as mentioned above). The $3,338 for taxe~ represent mostly corporate income taxes for 1975, when we realized a substantial profit, paid and charged to 1976. Since there was a loss in 1976, there will only be a minimum state tax of $200 to pay, plus ~ome federal unemployment tax. When USHGA was incorporated in the State of California it was decided to be an ordinary corporation, although try to op· erate as close to nonprofit as possible, rather than try to obtain tax-exempt nonprofit status. The primary reasons for doing so were to expedite the application for incorporation and to be free to operate in any man ne.r desired. Tax-exempt corporations arc severely restricted in what they can do, such that money-making activities must, in general, be confined to coincide with the purposes for which tax-exempt

,tatus was granted (taxes must be paid on income from sources unrelated to the taxexempt purposes, such a, advertising in a magazine although appropriate expenses may be ch.irged against said income so that in a "small" operation little or no tax is likely to be paid). At that time USHGA was heavily involved in promotional contests 1n the hopes of realizing profits that would enable the magazine and member services to be expanded faster than due, income would permit. The ~1tuc1tion has since changed and USHGA's activities are more nearly Iike those of other tcix-exernpt organizations so an evaluation will be made to sec if it would be to our advantage to try and obtain tax-exempt status. The Association's books cHe kept according to conventional double-entry bookkeeping practices, at least in the ledger. The sales records are on a cash basis, arljustPd at Pach accounting period for the differences in the accounts receiv· ables and written off bad debts, so are practically the same as a double-entry peg-board system would provide, with much less work. All income is deposited in one account. in essence, on a timely basis, and comprehensive records are kept for ease in making ledger entries and tracing any member's dues or order payment. All bills authorized by the budget are paid by the Office Manager, and any surplus funds accumulated are deposited in a passbook Savings and Loan account to earn interest.

FREE FREE

DI\COtJT Hf\NG GLIDER f\CCE\IORY CF\ll'llOGUE-

\~~E 10-30% OFF LIil PRICE \(ND NFll'IE & ~~)R\01\ ~N)?hlG~T ,~c; M~I: OtDH Co 1J1 \!~MP 0< COIN TO _ ~Q i:JII 61Q

Gi(~T R'¥i N Y 117J9

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The word "Earned" with Subscriptions and Dues income figures signifies that the cash received has been adjusted for the difference in the <1mount paid ahead (unearned) at the beginning and end of the year. An arbitrary amount of $4 for each member was transferred from dues received to the subscription income amount. In view of the large deficit suffered by the magazine account in 1976, the share of dues that will go for subscrip50

Repairs, Parts and Supplies, dealers for: Accessories, Altimeters, varios, SEAGULL(we have 10 meters) wind and airspeed, racks, T-shirts, BENNET Phoenix Books, Cooper helmets, Scoot© U.P. kites & more. SUN BIRD UFM Easy Riser (financing available) L.A.'s Ultra Light Supply Center Used glider headquarters (list your glider for consignment). Sate personalized flight instruction - certified instructors teach small classes, 1st day of the beach, two way radios, free lessons with glider purchase.

18717 Pacific Coast Hwy. (213) 456-6946 open Tues. - Sat.10:30 - 6:00

JULY 1977

NUMBER 1,000,! . . . becoming the world's NEW "classic" hang glider.

/·

"A Brazilian pilot just received the 1,000th CIRRUS built by Electra Flyer. It will satisfy him like 11 has the previous 999 owners. And it will fly him safely through our quiet skies. "Let's just estimate, for curiosity's sake. that each CIRRUS has now been flown only frfleen hours. While many don't have that much air time literally hundreds exist which have over fifty hours accumulated. At only a few hours each then, the CIRRUS design has delivered in excess of fifteen THOUSAND hours of flying. The CIRRUS safety record through this mass of flying has been fantastic! ''We are sure that all the new high performance intermediates can do as well as the now "classic" CIRRUS. But most competitive entries are new, and have the long road ahead before they can claim the incredible safety record now held by the THOUSAND CIRRUS. "Until the others prove themselves, you can feel more confident with a satisfying CIRRUS ... at a really satisfying $885.00. Just compare: you'll see why a thousand fliers chose CIRRUS. "And here's the best part - your easy-to-handle CIRRUS will still out-fly ANY new high performing intermediate glider. With our new facility completed, our deliveries will soon be back to our rather famous 2h weeks, as once before.

7705 by IDEA• GRAPHICS

700 Comanche NE Albuquerque, NM 87107

ULTRALIGHT NEWS (continued from palJe 14)

YOU'LL LIKE OUR APPROACH to hang gliding instruction • Beginner lessons Include Grol.J'ld School and flying on gentle sand dunes. • Beginner, lntermedfa!e and advanced lnsiruct!on by USHGA certified Instructors. • Radlo equlpped.glldeis for lntermed,iote and Qdvonced lnstructlon. • S<;iles and service on all major brands of hang gUdlng e(!ulpmen1.

SOUTHERN CALIFORNIA SCHOOL OF HANG GLIDING ... BOX 2165 VAN NUYS, CA 91404 (213) 999-5460 Largest.& oldest school in Los Angeles

Pi/ors launch from lhe rim of Mt. Elephanl, an

exrinct volcano.

R'i.cky Duncan, our 16 year old Kossen Bronze Medal winner, left no doubts as to who was the champion in his cla5s. I-le established a good lead in his first flight and conti nued to increase to each round during the 5 flight tournament to finish better than 1000 points ahead of the fie ld.

CLASS II Again no surprise, Steve Moyes, also our Kossen Bronze Medal w inner, almost repeated Ricky's performance by a spec ta c ular first pylon fl ight and steadil y increas ing his lead to another 1000 point victory.

CLASS Ill

GREAT BOOKS for a GREAT SP..OBT,

)~c '

HANG GLIDING MANUAL & LOG A basic flight manual: authoritative, compact, concise, complete. $1.50 postpaid. (Californians add .06¢ sales tax). HANG GLIDING The fi rst complete book on foot launched ultralight fl ight. 7th revision, 205 pages, over 100,000 sold! $5.95 postpaid. (Californians add .36¢ sales tax) . KITING The only book on tow launched hang glidi,:ig. 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

This class was a surprise as the ri gid wings failed to place against the flex ib le wings even wit h the rule changes. (The rigids need a class to themselves. We are discouraging the bL1ilclers and pilots of these fine machines w hen they are embarrassed· in co mpetitions that don't suit their characteristics.) Thi s class was won by a South Au stralian, Dave Wearing Smith, again a clear lead over the fie ld. The presentation was held at the base of the mountain on the third and fina l clay in bright sunshine. The State of New South Wa les took the State Sh ielcl. Competitors that stayed another day enjoyed some good therma l fl ying. Ri cky Duncan hooked one to cloud base and had a 10 mi le ride cross co untry. The final resu lts were as follows: PLACE CLASS I l<l: 2nd : 3,d: •llh : Srh :

NAME

STATE

GLIDER TYPE

Ricky Duncan

N.S.\•V.

Phil McUthcwson

QlD. N.s.w. N.S.W. VIC

Moyes Stingray MOYCli Stinger Fa,rclly Electra Moyes S1ingray Moyes S1ing,ay

N.S.y,J. A.Cr. QLD.

Moyes Maxi Stinger Moyes Maxi Slinger Moye$ M.,ll:1 Stinger

N.S.W VIC.

Cohen Skyhook

S.A.

Twiste, 5

Moyes MJxl Stinger Twister

Rob While Russell Duncan lloh ffench

CLASS 11

1st : 2nd : 3rd: 41h . 51h:

S1cve Moye~ Paul Van Moff John 0Bden Tim lraver; Ian O'Neil

Moyes Mini Slinger

this lake Donald Campbell attempted his ill fated water speed record. Wednesday, Thursday and Friday were used for practice flights. A 1000 foot line was necessary to allow the kites to reach the activity under the c louds where the pelicans that thrive along the Murray were soaring. The first round on Saturday was won by Bob Brierley from Perth w ith a magic flight that took him far above release point and gave him ;i commanding lead. Scores were averaged for the second round w ith still air. The third round produced several more magic fl ights in warm air and Stan Edwards took the lead. The fourth round Steve Moyes caught one and closed the gap. Th e fifth round all scores were average again. The sixth and fina l round saw the lead c hange three times from Bob Brierley to Steve Moyes, then Stan Edwards cracked his third magic fligh t of the tournament and cleared away to a 1000 point victory. All the co mpetitors cheered wild ly as Stan hooked into his final flight. He released at 500 feet, two minutes and three thousand points later he was sti ll 600 feet above the water. When he l anded he had completed 13 - 360° turn~ and 7 reversals of direction. Stan was the hero of the day as he is a 52 year o ld grandfather and flying his first tournament. An item of interest was that there were two father and son teams in the co mpetition. They were Stan Edwards and son Ross Edw.irds, Bob Brierley and son Russell Brierley and in both cases "The O ld ies" beat their kids. (I should have entered also, maybe it was an old clogs day.) After the final flight Stan's son Ross was heard to say "Ston e the crows, the old man wi ll be hard to Iive with after this". The final resu lts were as follows : PLACE I st: 2nd: 3rd: 41h : 5th: 61h: 71h:

8th : 9th: 10th :

NAME STATE Sran Edwards S.A. Sieve Moyes N.S.W. Bob Brierley W.A. Ian Sutherland W.A. Bill Hosie VlCT. Steve Gilmore N.S.W. Bob French VlCT. Ross Edwards S.A. Russell Brierley W.A. Bill Flewellyn S.A.

GLtDER TYPE MOYES MIDI STINGER MOYES MAXI STINGER MOYES MAXI STINGER MOYES MAXI STINGER MOYES MAXI STINGER MOYES STINGRAY MOYES STINGRAY MOYES MlOI STINGER MOYES MICRO STINGER MOYES MIDI STINGER

At the comp letion of the tournaments I had cou nted 500 foot launches during practice and 5 rounds at Mt. Elephant and 800 tow flights during 3 pract ice days and 6 rounds of the tow champ ionships at Lake Bonney, all without a single incident or mishap. The sport is coming oi age, here in Austra lia. ~

by Bill Moyes

CLASS 111

Isl: 2nd : 3rd :

Dave Wearing Smith Richard Pearce Grant D.,w.son

The Nationa l Tow G lider champ ionships were held at Lake Bonney in South Australia the week fo llow ing Eas ter. ·Lake Bonney was created by the damming of the Murray River for our irrigation system. The rising water flowed into a low ly ing area to create o ne of the sweetest areas for water sports in Australia. On

~HANG-GLIDING~ JULY 1977

INTRODUCING THEALL NEW - - - - - - - - - - - - - - - - - - - - ,

l!l!PHDENIX VI-P!! ~

By Delta Wing

THE IDEAL HIGH PERFORMING INTERMEDIATE GLIDER Applied leading Edge Pocket

VI-C Leading Edge: Keel Nose Angle: Sail Area: Span: Aspect Ratio: Pilot Weight:

Now Available $50,(XJ Extra

20'6" 11'0" 100 degrees 180 sq. ft.

31.4'

5.48 150- 200 pounds

VI-C JR. Leading Edge: 18'6" Keel 11'0" Nose Angle: 104 degrees Sail Area: 162 sq. ft. Span: 29' 1" Aspect Ratio: Pilot Weight:

PHOENIX VI-C JR.

THESE NEW FEATURES INCLUDE:

* *

FLOATING KEEL POCKET CAMBERED CUT SAIL NEGATIVEG. DEFLECTORS

* *

ALL NEW SUPER TUBULAR TRIPLE DEFLECTOR SYSTEM NEW IMPROVED RADIAL TIP

# ~ " ' DELTA WING KITES & GLIDERS, INC. \l piing JJ 13620 Satlcoy St.,• P.O. Box 483 • Van Nuys, California 91408 ~Hlbl~~11.,om~?J ---

------

(213) 787•6600

AERONAUT HANG GLIDERS, INC. USHGA Instruction Phoenix & W1ndlord Training Gliders Representatives for Bennett & Manta Dealer inquiries are invited

AIR SPEED INDICATOR FOR HANG GLIDERS TAKE THE GUESS WORK

OUT OF YOUR Fl YING An A;, Speed lndlcoto, Is Vitol Fo, All Sk;II Levels,

Accessory and service discounts for glider customers

Michael Pringle (206) 455-5606 Robert Podhola (206) 357-8106

BEGJNNHS A;o, ;n des·clop;ng jvdg<meot ;o evol·,ot;",l o~b;,nt ~ I o n s ood ~osiog t1,ot oll ;rnpo,toot deci,ho to fly o,

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con ovoid

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If~~,:~~~;:~:.:,~~~ ~:o~~;;J ~~dob~e~;~'s :~:n~lti~~~eot old in =intolnin9 cocs'ont ,peed in 180', ond 360',. Helo, ovo;d the '·grnvcyo,d splml" dive coosCO by foil,,., to co,,t,ol ,;, ,oeed

"Serving the Great Northwest"

ADVANClD AND EXP<RT Hoip, get eOot lo,, few p,,,eent ofp<:,foenooce 6ecoos< /he"""' opt,~um ,peed ec,, be o"""'tely ma;,. toaned !o, ddlog the""'!, ood ,idso I;ft. Abo helpful in ""'iotoi,ing the best L/D ,pee<! wl,.le tmnsltioniog to tfo oe,t the,nol.

AT LAST!

The soaring instrument any unemployed hang glider piklt can afford.

•

rtiFORIMNCE FEAIURtS,

STYRENE SOARING VARIOMETER

lowm;tive m do>! ohd eonto,,ino,;on

L,ght wei9ft (less tfoo 3 oz)

<o,ily ;n,tolled

M;olmom dmg (3 ;,2 frontal o,eo)

Eo,y ,.o,;,g lo,,e diol

~ ' Theo;, ,;,eed l;d;coto, shoo Id be nocn=ed

• Accura1e Rel,able-----<10 batteries to fa;

~;+h ,ho bo!'-'n longaodlool odgo olagn..d o•

• Sensrtive-1 ft/sec. response • Versatile rang,e--0-2000 !ti min. • • • •

Low lag-----self damping Easy to read-not confusir,g Very light weight-24 oz. w/flasks Rugged-shock and dust proof--wate< resistant • Vario s;ze-1" x 1'1•" x 3W' Developed, tested, refined and used by Brian Porter and Sieve Patmon!. $22.50 post paid Send check or money order made out to Steve Patmont. Post-paid-flasks not included - instructions supplied.

R,gged Impact ,eshtont des Igo

7223 Dover, Dublin, CA 94566

loog the ,l,p·>t"'o~ of the o;moft oOO the ;n1,, po,t point;, 9 ; oto the 01 ,octaon of r!;gOt as ,hemn In f;Jo<e I On Roqollo <ypo gl;dm it con be eoocot,d on ,1,, ope, gc·y ,,;,.,, os ,fow i, Figore 2 °' ""''"ted •o t',e coot,ol 00, as shown In Figo<e J, Fo, othe, typo, of oi,cmft contoet MEHie ENTERPRISES loc '"'ton b"ek· et, !Q yoo, ,csui,e,.,.,'s,

,,,., "'"'~"""'"''-'c'-----~

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,.~.,"'•"ca"•,"•°'~s.

*RECOMMENDED LENG THI, O IMENSION A·',cc,

,• , ,.

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t:::j,[",,t:::::t:::j,s,';,,~:::J jfEC!E!CAIIONSC

FEATURING t:IPP£1l-f(JRMANCY.

HIIM1

THE HANG

••1n,c110•

".--.

GLIDER

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n,o MEHIL oa, ,peed ;ndlco!Q, i, i"",>iolly bol""ced ond will opemtc """otely in an, o"itud, l,..,ck o, in honked t,rn,) ond onorf,ded by no=~lly encooote,ed "g" loodin9

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1111 I.IEH~ nm u ~nu, c- Uill

JACK BRITTON Ill UiO!

SPEED RANGE AND UNITS

MODEL NlJMBER

(Ill} Ill

1011 111111,1 (

IY20M

0 TO 10 MILES P!R HOUR

IV:JSM

0 TO 31l MILES PER HOUR

IW2K

0 10 62 KILOMEJH; PER HOUR

IVCOM

0 10 80 MILES PER

HOUR

SHIPPING INFOSMA!iON· P,ices mo FOB Westch.,te,, CA. On p,epoid o•k~ MEHIL will poy shlpp,ng ,=t, by U.S. Mo;I All o•he" ,h;,>ped COD ORDERING, Pleo,e specify oll of the Follow;ng info,m0tlon on'°"' o<de,·

THE APD-1 "GAVIOTA"

Ovontity

Unite,,,,

122.50

Unbelievable glide, low sink, beautiful! Now you can build the APD-1 and really fly!

MEHIL A;, Soeed lndlcotm G,, W;,e Bmokot Set (F;9;,e 2) Swing Dow, B,oche lo, Sw;;g Seat°' Monoplooe, {18 In) (F;a," 3) Swi,, Down Bmcket fo, Pmca Homos. (J6 in) (Fig,,. 3)

Totol Cost

1.00 7.Yl_ 7.50. S,btorol

·,~·t;i: SHIP TO.

~~;;r~c"~1i~~~

'c;..,, .:.'Jd~:"Stat,, z;p SHIP BY, 0

P,epo;d Moil

MEHll ENTERPRISES Info pack- $5.00 (refunded with plans purchase) Comprehensive plans - $55.00.

APO Flight Systems 23 Clarendon Dr. Binghamton, NY 13901

Phone, (;'11) 6~-7798

COD Moll

====::c,,c-

00rhec (,pcelfy;;._ _ __

7883 flight Ploce, w,.+,he,te,, CA 90~5

WILLS WING DOES MORE THAN SELL KITES ! ! ! •... .... •• -..... •

COLVER SOARING VARIOMETER

Resea rched and designed by Colver Soaring Instruments in conjunction with Wi lls Wing, Inc. the Colver soaring variometer ie a dua l range audio and visual variometer that offers all the features that the best hang g lider pilots require. It is a must for optimum soaring flight. • Audio and visual for total flex ibility • Dual sensitivity for even the most margina l or extreme conditions • Super sens·itive audio for the qu ickest possible response to lift • Damped visual for easy read.ing and a s light averaging effect although it is stil l quicker that the best sailpl':lne electric variometer. • Prove circuit in production for over 2V2 years · Entire ly se lf contained w ith no exterior bottles o r flasks · Audio may be turned off for visual use only · Shock resistant • Streaml ined for minimum drag • Extreme ly ligh tweight - on ly weighs 33 ozs . • Built in mounts can be ·attached to any control bar • Low power usage insures long battery life. $194.00 Audio Only $119.00

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

o,w,;te'V11us WING, INC.~ 1208-H East Walnut Street Santa Ana, CA 92701 (714) 547-1344

THE PRICE PRONE HARNESS

In lhe four years Chris Price has been designing and sewing harnesses for hang gliding pilots, he has developed lhe most comfortable , safest, highest quality soaring harness on the market. In addition he now has custom harnesses to fir 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 webbing used throughout. • Fully padded shoulder and leg straps. • Foam-filled body spreads support out, e liminating pressure points. • Pilot can change from seated to prone and back during flig ht. • 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 throughout 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 e limination, 2-lnch Shoulder Straps, Double Foam, Custom De· signs, 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

Going Cross Country or Just Skying Out - - -

SEAGULL '77 HAS IT FOR YOU! Performance Experience what others only claim. We invite you to test fly the Seagull glider designed for you. Light to heavy pilot weight, Hang 1 to Hang 4-cross country, marginal ridge soaring to high wind therma\ling, there is a Seagull glider that will take you up and away to undreamed of controllability and performance.

Craftsmanship All Seagull gliders are designed to meet HGMA specifications. Materials are certified by the FAA for aircraft use. Special construction and deflector system produces the security you nei!d for turbulent cross country flights.

Aesthetic Beauty Move your eyes along the flowing lines of the Seagull lOm. As in the family tradition, it represents a smooth aerodynamic curve, accented by the finish only one of the oldest and experienced manufacturers could produce; a bird of beauty, a joy forever. THE SEAGULL 10m

Unmatched This Year in Design and Performance Seagull Announces Two New Additions to the Family Tree THE 10m SOARING SHIP Seagull evolution has produced this latest cross country glider for Hang 4 pilots. A pacesetter for our '77 line of soaring ships.

THE SEAHAWK At last, a high performance glider for Hang 1 to Hang 4 pilots. Docile and smooth in response for beginners, yet affords a glide and sink respected by expert pilots.

ALL SEAGULL GLIDERS ARE BALLOON DROP TESTED

S/f/llJGUll !IJ!RCRR/:r WILL SEND COMPLETE DETAILS WRITE TO:

3021 AIRPORT AVENUE SANTA MONICA, CA 90405 (213) 394-1151

The CGS Falcon has been gaining in popularity quite rapidly in the past few months. We have recently gone into international production with the addition of Alex Leusch of Milan, Italy to our rapidly growing family of local distributors throughout the United States, Canada, New Zealand and now, Europe. These people all have one important thing in common, namely their desire to sell a hang glider that Is of the highest quality In both workmanship and flight characteristics with service when you need it. With a CGS Falcon, you receive the finest glider on the market today. Only the highest quality hardware Is Incorporated and quiet luffless sails are the rule. Our standard "extras" Include such things as the Quikite® set-up allowing you to .have your kite popped-up ready to fly in less than two minutes. At last, the hassle's gone! Included as part of this special set up are our special tubular deflexors that fold completely away with everything Intact. Ease and convenience doesn't end on the ground though. You will find when you test-fly a CGS Falcon, that precise computer design and knowledgeable background have produced a well balanced, stable glider that Is easy to handle under all conditions. Find out for yourself that you don't have to walk a tightrope to have high performance. Send your name, address and $1 to Chuck's Glider Supplies. Find that quality and ease of handling do exist in one flying machine. And, all this Is available for a modest $995.

CHUC~') GLIDER S"UPPLIES" 4252 PEARL RD.CLEVE., OH 44109 (216) 398-5272

Don't Buy uNT1L vou HAVE INVESTIGATED THE

MITCHELL WING HANG GLIDING HATS FINEST QUALITY NYLON CAPS SOLID FRONT PANELS ANO BEAUTIFUi FULL COLOR EMBROIDERED PATCHES OF YOUR FAVORITE HANG GLIDER AOJUSIABLE REAR STRAP FOR PERFECT Fil COLORS RED. BLUE. YELLOW STAIE SIZE MANUFACTURE COLOR WITH ORDER $7 95 plu~ 454 sh1ppin1;

KITE CARRIER

MAKES A RYING A GLIDER A BREEZE CARRY GLIDER WITH HANDS FREE. TO CARRY OTHER EQUIPMENT. STOWED ON GLIDER DURING FLIGHT NYLON WEBBING WITH DACRON COVERED FOAM PAO ALLOY BUCKLES ADJUSTABLE LENGTH $16 95 11lu~ 75, ~hipping QUICK RELEASE

mlh secondary safely system Prevents inadverlan1 pilot release Provides security of O" ring and conven,ence of Quick release 1ested to 2500 lbs Includes forged · O' ring F,ts all Harnesses or seals Sl9 95 plus 75C sh1ppin11 WITH ALL ORDERS CATALOGUl FREE CAIALOGUE AVAfLABU SEPERATH Y SEND 50C TO

Order Nou Send Che< k or M oriei, Order To.

WINGS for MAN H G EMPORIUM, Inc.

BOX 249

EAST ISLIP, N.Y. 11730

Quani.iy Discounts available lo all Professional Hang Gliding businesses

~c&~ A Foam1nG '1:,t1-\ ~ WlnG ')'u WdSH FORMULATED SPECIAI.LY FOR HANG GLIDER SAil..S

A real thermal machine. Designed to appeal to the expert pilot who wants to fly cross country. Lands under 12 M.P.H. Top speed of 55 M.P.H . Sink rate 2 ft. per sec. 18 to 1 glide ratio. Easily set up in minutes - Wings hinged to fold for car top load ing Stabilator® Control on all three axis. Sold only in kit form - Soaring performance and much more. Send $3.00 For Full Information And Brochure.

IM.I

COMPANY · 1900 S. NEWCOMB PORTERVILLE, CA. 93257 TELEPHONE 209·781-0778 Telex 682-455

The Hall Wind Meter ACCURATE-each meter calibrated individually. DEPENDABLE-not affected by dust or static. RUGGED-<:lear acrylic. EASY TO READ-from front or side. $14.50 Postpaid in U.S. Includes denim bag. Foreign add $1.00. Universal control bar mount $4.50

Order from: Larry Hall, Box 771, Dept. M, Morgan, Utah 84050.

JULY 1977

Take the perfect step between dreaming about flying and jumping off a cliff. They are really fun . The Morey ULTRA performs super as a free flight glider or slope soarer duplicating the flight characteristics of full size hang gliders. The same forces which act on real ones work on the ULTRA teaching sta te the aspiring pilot about proper trim, lift, balance, stalls, etc. Made from super strong material (hardwood wing rods, aluminum fittings, nylon rigging lines, and mylar sails), this is a large 54" wingspan free flight model. Toxondshlpplng ore It comes complete and is easy for anyincluded free one 13 years or o lder to assemble using • common tools like scissors • and pliers. • They are really • • excellent.

Send for yours directly. Fill ou t ond moll this coup on. or just send your name ond address with check or money order for S15 even to Tom Morey & Company. Inc .. Dept. B. 2571 Roosevel t Street. Carlsbad. Co lifornlo 92008. nome address city zip code

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~UICra a world cup class hang glider model kit

Tom Morey & Company, Inc., Dept. B, 2571 Roosevelt Street, Carlsbad, CA 92008. Phone (7 14) 434-1079

w/hanger. Tight sail. Gold over orange. $1050. Call Skip Dove, (509) 946-0905. Richland. WA. E.W,H.G.A.

CLA.S.SIFIED ADVERTI.SINQ

PHOENIX 6. Carrying bag. Custom prone har· ness. Helmet, All new Worth $1150, sell $900. 762-3363.

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 c<1bles, tangs Vvith noncircular holes, and on Roga\los. sails badly tom or torn loose from their anchor points front and back on the keel and leading edges. If in doubt, many hang gliding businesses will be happy to give 11n objective opinion on the condition of equipment

you bring them to inspe:!_.

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Rogallos Cm we help you get into the air? Do you want to fly, bu tare short of funds?We will trade anything to help you fly. Contact Delta Wing Kites & Gliders (213) 787-6600. CIRRUS. Beautiful Mini Cirrus. Flies like a champ for light pilot. Only test flown. Perfect condition. 15% off. Hang It Up Hang Gliders. (512) 454-2934. FREE FLIGHT 17' $300. Shipp;>d free anywhere in U.S. Includes cover, prone harness, helmet, spare hardware, v.lind meter, knee pads. T. Wahl 101 Highway Blvd.. N. Perkin, IL 61554. (309) 382-3191. FREE FLIGHT IT. Standard, good trainer. Harness and helmet. $275. (213) 921-2130. MANTA. Landsailer Excellent condition. New sail and bag. Sell or trade for a Yamaha 125, dirt bike (213) 833-2732.

PHOENIX VI.B, new, $795. SKYTREK TOW KITE. flown only t«.'ice, $595. 18" x 16', like new, $495. 18\'," (2228) Advanced Standard, near new, $295. 19'xl7', used, $195. 19%' Standard. near new, $295. SUNDANCE Brigid v.ling, $675. (415) 432.0522. - ~ - - - - - SOLO FLIGJ--IT. 1916 custom. 7 color, Hemco sail. Prone harness, knee hangers, deflexors, zippered cover:J wires, spare parts $475 or best olfer. (213) 437-1548. S5T1DOC,SST90 19x17 Mantav.ling.WILLS 18' Standard. Both v.iith harness or seats. Call Rick. (714) 538-8696. SUNB!RD STRATO. Good condition. White sail, red tips. $700 or best offer. Bill Koepeke. Box 523, Taft, CA 9326.S. (805) 763-3464. SUNB!RD STRATO. Nearly new. Includes harness, helmet, cover and other extras. $650. (213) 572-8314, evenings

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THE STRATO PHIL WARRENDER THERMAL SOARED TO OVER 19,000' IS THE SAME STRATO HE USED TO TEACH HIS BROTHER TO FLYI If you are considering the purchase of a Hang II @led Qlider, consider the Strata - the higher aspect ratio, h~her performance "Stand. ard" from Sunbird. LID, 7: l; minimum sink, 250 1pm. Available in three sizes. Write Sunbird Gliders, 12501 Gladstone Ave., #A4, Sylmar, California 91342. U.P. DRAGONFLY MK2-R 220 sq. feet of sail 5'h hours flying time. Tuned, no dings. Bag and U P harness. $650. Will show new owner how to fly safely. Call Ray, weekends, early. (213) 433-4289

PACIFIC GULL 19' Red and gold. With bag. Good condition. Call Frank, (201) 444-6301. ------- --- ------PACIFIC GUll. ALPINE. 6 months old. Excellent condition. Call Frank, (201) 444-6301.

WILLS 21" X-C. Custom 3 color sail Snap bag. Never flown. Save $100 or more on regular price Dave, (503) 224.0621 - - - ----- -------WILLS SST 90. Excellent perlonnance, stabitity. Rainbow half-panel sail. Swing seat, prone harness Zip bag. extra deflexors. $695. Ball vario, $165. Dan Johnson, (714) 557-4586.

PACIFIC GULL Alpine !I. #134 Lge. Version 185 sq. ft. Excellent condition. Includes factory triple deflexor, snap bag and leg. UP cloud harness

WILLS SWALLOWTAIL 20' Like new_ $550. Robert Nelson. Box 931, Jackson. WY 8.3001. (307) 733-2399.

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Rigid Wing_s_ _ EASY RISERS, Fledglings. Q..iicksilvers - 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. FLEDGUNG B. Only 15 flights. Perfect condition. Prone set up, twist grip controls. bag and extra hardware included. $850. (Includes check out lesson). Mark, (213) 344-0797. 883-7649. ICARUS V. Brand new. Test flo\Nll. W/case. $600 or best offer. Denver. (303) 697-9373. ICARUS V. Must sacrifice. Need cash. Mint condition. W/box. FLEDGLING A model Excellent condihon Will deliver anywhere. Best offer takes one or both. Call (801) 561.3356 or (213) 933-9897. QUICKSILVER 8. Red and yellow. Sacrifice, $500. Buffalo. N.Y. {716) 668-4873. QUICKSlL VER C Colored sail. Excellent con di· lion. Cartop rack. $700. Penna Will deliver. (717) 647-9505. -----

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SUNDANCE B. F:xcellent condition. Requires far less physical effort to fly because of rudders. Gentle slow stall.Custom spoilers independent of rudders. (714) 452.1768 or 453·0616. Asking $795. George Worthington. UFM SUNRISER. Modified enlarged rudders and shorteoed lower \Nings. Flies greatl Four color da. cron. Spare dope, ribs, struts, and cable. Asking $575 or trade. (414) 499.2950. Green Bay, Wl. VJ-23. Controlled flight. Good craftsmanship. All aircraft materials. Successfullv flown. Free trailer rackl $1800. Call (503) 382.5357.

Schools and Dealers ARIZONA PHOENIX AREA DESERT HANG GLIDERS. Dealers for Seagull, Wills Wing. USHGA certified instruction. (602) 942-4450. 4319 W. Larkspur. Glendale, AZ.. U.S. HANG GLIDERS, INC Arizona's ONLY full time. full service, Hang G~d!ng disbibutor and school Representing ALL major manufacturers. All instructors USHQA certified. Instruction from

Uncle Henry and Nemo High Flying Art Prints You can buy these supurb reproductions of oil paintings by noted American artist Robert Marquiss. The print size is 16 x 20 B/W on fine art paper. Print name and address and send $6:00 for each print of Uncle Henry or Nemo, or $35.00 for each limited edition, (250) Print signed and numbered by the artist. Add 50 cents for postage and handling. Allow 2 to 3 weeks delivery. Send check or money order TO: Marquiss Art Studios

P.O. Box Z1545

UNCLE HENRY 60

Los Angeles, California 90027

NEMO JULY 1977

basic thru advanced. Simulators and class room hours included with flight training. All for $55. 10250 N. 19th Ave., Phoenix, AZ. 85021 (602) 944-1655

Hang Gliders, parts and accessories in the Bay Area, come see us. USHGA certified mstructors and observers. Free lessons With purchase of a wing Visit 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) 453-7_664

ARKANSAS WESTARKI Call or write 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. ·---------

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

C_A_L_I_FO_~Nl~Ac___ _ _ _ _ _ _ __ BIRD BUILDERS HANG GLIDING SHOP has a good supply of excellent used gtiders,(not Standards), at a low cost. Below list price on most major brands of gliders. Call us before you buy! 18717 Pac. Coast Hwy., Malibu, CA. (213) 456-6946. Hours: 10:30 - 6. Closed Sunday and Monday.

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SEAGULL AIRCRAFT is now accepting a limited number of dealership applications throughout the U.S.A. Please address requests to: Seagull Aircraft, Inc., 3021 Airport Ave., Santa Monica, CA 90405. --· ---WINDHAVEN HANG GLIDING SCHOOL, INC Serving Southern California. Complete line of gliders, beginner to advanced instruction. USHGA certified instructors. Write or call, Windhaven, 7530 Woodley, Van Nuys, CA 91406. (213) 989-1814.

CHANDELLE S.F. Featuring Seagull, Eipper, Manta, Sunbird, and Electra, with other major brands available. We stock new gliders, as well as a complete !ine of parts and accessories, PLUS a lull repair lacihtyl USHGA certified instruction· basic, intermediate, and advanced lessons available. Fifteen years of combined experience qualifies us to do the best job for you. Top o' the hill, overlooking Fort Funston. 10 Hillside Blvd , Daly City, CA 94014. (415) 756-0650.

CANADA

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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.

FLY OUR HIGH PERFORMANCE STRATO HANG GLIDERS FOR TRAINING OR SOARING OVER ACRES OF SAND DUNES. For information and central coast weather, call Al Waddill, weekdays at: Great American Sports, Santa Maria, CA (805) 925-9509.

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COLORAOO GOLDEN SKY SAILS, featuring Electra Ayer, LEAF, Manta, Seagull, Sun and Ultralite Products. Our well-equipped shop specializes in expert repair and custom work. Huge inventory of parts and accessories, including Chande!le replacement parts. Fast service mail order. Regular, advanced, and high-performance lessons. Mountain flights up

FREE FLIGHT OF SAN DIEGO - Expert instruction utiUzing the most modem and safest equipment available. (714) 560-0888. HANG GLIDERS WEST-DILLON BEACH fl.YING SCHOOL For the most complete line of

*** FLIGHT GUIDES•••

to 2600' vertical. Ratings avmlable. We use the most modern techniques and gliders, as well as tv.Jo-way radios between the instructor and student. Located JUs! west of Denver at the foot of Green Mountain. Call or \Nlite for free price list or fwiher information: (303) 278-9566. 5720rchard St., Golden, CO 8040 __1_._ _ __ GEORGIA GLIDER ASCENSYLNS Hang Gliding School USHGA instructors. Safety/judgment first. 5 hours beginning course w/2nd generation standards 100% safety record. Water towing. Sales, service, rental. Atlanta, Ga. (404) 455-604'-'--02_._ _ __ IOWA Boag's SKYSURFING SHOP. Being one of the first dealers and instructors in the U.S. helps me give quahty 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 burning Moose on a trade-in {HAPPINESS IS Standards at dub fly-ins.) IOWA GLIDER CO., Central Iowa dealer for Pliable Moose, New and used gliders, lessons. parts. repairs. 2564 Boyd. Des Moines, Iowa 50317. (515) 262-5080. 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! Voyageur's Pack and Portage Shop, 5935 Merriam Dr., Merriam. KS 66203 (913) 262-6611. MASSACHUSETTS Try a FREE practice run at Aeolus Flight Training Center, Groton Hills Ski Area, Groton. MA Aeolus instructors can teach you to Hy safely and easily,

THEO-TEK Variometer

Up-To-Date Illustrated Information Guaranteed To Improve Your Flying

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

•NEW• HANG GLIDING AND FLYING SKILLS A COMPLETE TRAINING MANUAL DETAILS ON, BEGINNING FLIGHT • ADVANCED

MAN£U'VERS

•

INTERMEDIATE SKILLS

SIMPLE

ANO

ADVANCED

AERODYNAMICS • GLIDER DESIGN • GLIDER REPAIR • SELECTU'IG EQUIPMENT • THERMALLING • HANG GLIDING HISTORY

•

CROSS-COUNTRY

•

TANDEM

FLYING

TOWING AND MUCH MORE

HANG GLIDING AND FLYING CONDITIONS The "ROAD MAP TO THE SKY'' DETAILS

ON,

ROTORS GRADIENT WAVES

•

GENERAL WEATHER TURBULENCE WIND SHADOW SEABREEZE$ WINO SOARING CONDITIONS THERMALS •

WINDS ALOFT • LOCAL WINDS • CLOUD TYPES• SITE READING AND MUCH MORE

$ 5.95 + 25c Postage for each book $10.95 +so.Postage for both to:

DENNIS PAGEN 1184 Oneida St., State College, PA 16801

• lightest on market (1 5 lbs.) • smallest on market (completely selfcontained; 4" square and SW' deep) • audio sounds in 11ft. silent 1n sink • sensitivity adjustment - extremely shon la!:J time • ready-to-mount (bracket included) • low power usage (4 AA batteries) • rechargable Ni-cad batteries • day-glo orange needle wiblack face and white numerals (large & easy to read) • gold anodized case

ELECTRA FL YER 700 Comanche, NE., Albuquerque, NM 87107

PLEASE PRINT NAME AND ADDRESS 0EAL£R INQUIRIES INVIT£D

• If yoLJr dealer doesn't have them. conract us & we'll ship yours immediately

HANG GLIDNG

and are certified by USHGA and GSI. Open Saturdays and Sundays. Weekday instruction by appointmenl To enroll, contact AEOLUS HANG GLIDER, INC., Box 184, Littleton, MA 01460. (617) 486-8278. Qualified pilots (advanced two's - up) try out the fantastic new HORIZON. Abate' s Glider Shop, full sales and service £or Hang Flyer Gliders, in Lawrence, Mass. (617) 683-4284. M ICHIGAN DELTA KITES OF INDIAN LAKE-7844 Shaver Rd., Portage, M l 49081. Tow flight school, complete stock of parts, repairs or custom work. Call (616) 327-3075 Ext. 66, 8am-5pm or (616) 649-2066, evenings. MID-WEST SCHOOL OF H ANG GLIDING. All levels of instruction, located % mile from Warren Dunes, one of the best training sights in the U.S.! Dealers include: Eipper-Formance, Wills Wing, Albatross, Moyes, Bennett, and Electra-Flyer. Come fiy before your buy. Call (616) 426-3100. Now taking orders for the new ASG-21, Phoenix 8, Olympus, Cumulus 10, and Moyes Slinger. MINNESOTA NORTHERN SUN HANG GUDERS, INC. Distrlbutors for Electra Ryer, Wills Wing, Sun Sail, and UFM Easy Riser. USHGA Certified Instructions. Owner/managers of the Hang Gliding Preserve, soarable ridge with tramway ll fl When in the north country stop by and test fly our line of gliders and enjoy our sites. 628 W. Larpenteur Ave., St. Paul, MN. (612) 489-8300. MISSOURI MONARCH FLYING MACHINES, your complete mid-west hang glider service. USHGA instructor, basic tra.ining with medium performance gliders, intermediate and advanced training also. We are dealers for Electra Flyer, UFM and Bill Bennett gliders. Contact Tim Emerson, 1043 Diversey Dr., St Louis, Mo. 63126.

MONTANA THE HANGAR - Now In our 5th year of service with representatives ln Great Falls, ButteAnaconda and Llvingston. our shop offers Certified instruction with radios. a full line of quality gliders, parts, accessories and competent repair service. Insurance, hang ratings and site information also available. (4-06) 542-2725. THE HANGAR, RT2, Mullan Rd., Missoula, MT 59801.

783-6751, RD#l, 49 Mine Rd., Monroe, N.Y. 10950. SARATOGA SPRINGS, N. Y. Instruction, sales, and repair. USHGA certified instructors. Services available 7 days each week. Sky Sports products our specialty. Contact Mike McCarron, 17 Vichy Dr., Saratoga Springs, N.Y 12866 or call (518) 587-1957. NORTH CAROLINA

NEW HAMPSHIRE SKY PEOPLE SCHOOLS, Northeast headquarters for Skysports, Electra Flyer, Manta and Ultraligh t Products, Complete facilities at 3 moun tains: Attitash, Mount Cranmore and Pleasant Mt. USHGA certified Instruction and special learn-tony packages. Write for free Information kit. Don McCabe, Sky People: Box 898, North Conway, New Hampshire 03860. NEW JERSEY BENNETT DELTA W INGS EAST - Come try a Phoenix, see how it handles. Save $250 on Phoenix by scrapping ANY OLD KlTE. Also tow kiting. Save on shipping and cover. Write Kites, Box 36, Berkeley Heights, N.J. 07922. Call (201)

464-0383. NEW YORK ATLANTIC GLIDERS. •Lessons• Sales; new and used Bennett, Eipper, Manta, Moose, Electra. End of year discounts and club member savings. Save $250 on Phoenix Alladin Trade-In. Tow Kiting too. Greenwood Lake, N .Y. No tax to N.Y. residents. Bernie Yaged (201) 464--0383 or Charlie Kenison (201) 962-6554. 40 miles north of N.Y.C. Aerial Techniques GS! Certified Beginners School with advance trainer kites. Dealers for all Manufacturers. Everything for the beginner, intermedlate, and advanced pilot. Dan Chapman, James Aronson, Douka Kaknes, dedicated to the hang gliding movement. (914)

COME FLY JOCKEY'S RIDGEi If you live east of the Mississippi and want to learn to fly a hang glider safely come to Kitty Hawk Kites. Wilbur and Orville came here to learn to fly. Gliding into the soft Atlantic breezes from Jockey's Ridge is an experience which will always be remembered. Thirteen stories high, it is the tallest sand dune on the East Coast. We have safely taught over 7,500 folks to fly - people of all ages. Hang gliding from the soft sand dune is a major factor in the outstanding safety record of Kitty Hawk Kites, the East Coast's largest and finest hang gliding school. We offer several lesson plans all the way lo advanced training in the mountains. Ask about our Fly/Drive Package which Includes airfare, car rental, motel, meals, etc. If you need a glider, select one while you're here from our large inventory. We carry the safest and best performing gliders on the market from beginning/Intermediate to high performance. Send $2.00 for poster catalog. For a free brochure on the First FJight School call or write: Kitty Hawk Kites, Inc., P.O. Box 386, Nags Head, N.C. 27959. (919) 441-6247. OKLAHOMA SKY UNLIMITED - Now has new and used SST s, Electra Flyers, and the new Wills Wing " Cross Country". Dealer for Bennett, Scott, and Eipper. Complete service and repair. Dealer inqulries invited. Contact: Richard 'Sky' Kingrey at Sky Unlimited, Star Route, Box 34, Heavener, OK. (918) 653-2437. Site of the 5TH ANNUAL U.S.

This year, somewhere, a hang gl ider pilot is going to tow up, catch a thermal, and fly out of sight. It may be you . Be prepared to

FLY THE FLA TLANDS! Sunbird , Seagull, E lectraFlyer, what ever you f ly, Kite Ente rprises has a Tow System for your hang glider.

• ONE SIZE FITS ALL • Complete with DOUBLE knee hangers • 100% made from SPACE AGE MATERIALS • Send $1o deposit with address to: • 4320 Cummings Highway • Chattanooga, TN 37419 (615) 825-1995

Kit e Enterprises Tow System Complete with floats $225 with large floats for heavy gliders $230 To p Release for 2 point bridle sold separately $ 75 Boat Re lease with carabiner $ 30 Kite Enterprises 2 point pulley bridle $ 30 Send $1.00 for informatio n package. Texas residents add 5% sales tax, all o rders require 50% deposit.

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KITE ENTERPR ISES 1403 Austin Street Irving, Texas 75061

SPECIAL OFFER! If you break the current

S54.95

'iG~l:~· (.II

hang gliding cross country record from tow using a Kite Enterprises Tow -System, we will reimburse you the price of your bar.

Creative Photography by

bill anderson

YOURS for the Hanging: This award winning photograph, mounted and ready for you r personal frame. Limited Edition: Only 500 of these unique photographs will be offered. Numbered and Signed: Each print will be numbered In sequence and signed by photographer Bill Anderson (remember, signed and numbered photographs continue to increase in value). Makes an exceptional gift for the enthusiast.

-------------------------' - - - - - - - - - - - - - - - YES! Please send me the photoghraph(s) as I have indicated below. QTY

SIZE

SEND ORDERS TO:

PR ICE

$24.95 each 8" X 10" $34.95 each 11 "x 14" $44.95 each 16" X 20" Plus $1 .85 each for shipping and insurance.

TOTAL !._______, (Colorado residents add 5% sales tax)

bill anderson photography 2019 M eadow Drive Longmont , CO 80501

NAME~ - - - -- - -- - - - - - - - ~ ADDRESS- - - - - - - - - - - - - - - CITY

STATE - - ZIP

SEAGULL AIRCRAFT IS PROUD TO INTRODUCE THE SEAHAWK. DESIGNED ANO BUILT WITH THE SAME TRADITION OF EXCELLENCE AS ALL THE SEAGULL PRODUCTS BEFORE IT. THE SEAHAWKOFFERS FLIGHT PERFORMANCE SUITABLE FOR FIRST TRAIN ING FLIGHTS AND ON THROUGH COMPETITION .

3021 Airport Avenue, Santa Monica, California 90405 (213) 3941151

HANG GLIDING

NATIONAL HANG GLIDING CHAMPION SHIPS. OREGON ISLAND BIRD- Extends the ultimate, come learn to fly with the bird people. Servicing you from 9 to 5, Tuesday to Friday, 10 to 6, Saturday & Sunday. At P.O . Box e.v. Agana, Guam, OR. 96910. Call & talk to Raymond or Armando at (503) 477 -7577. USHGA certified instructors. SUPERFL Y HANG GLIDERS - ·sou thern Oregon's Source for qualified instruction. We represent Ultralite Products, Sun Sail Corp., and now feature Seagull Aircraft. 853 N.E. 8th Street, Grants Pass, Oregon 97526. (503) 479-0826, ask for Jeff. PENNSYLVANIA ENDLESS MOU NTAINS HANG GLIDERS. Electra-Flyer, Sky Sports. Sales, service and Instruction with advanced glider. Tom Delovich, RD #1, Box 33A, LeRaysville, PA 18829. (717) 744-2832. UP-IT CO. Hang gliding lessons, classroom and on site training. Representing eight major manufacturers. Complete line of accessories and repairs. 1103 Cottman Ave., Philadelphia, PA 19111. (215) 722-8212. TENNESSEE TRUE FLIGHT SOUTH, the H ang G lider HangOut Dealers for Electra Flyer, Sky Sports, Ultralite, Kondor, & Scott Aircraft. Instruction, hang ratings, all kite supplies and repair. 3832 Guernsey, Memphis, TN 38122. (901) 324-8922. TEXAS CALIFORNIA GLIDERS. Distributors for Southwest. Now accepting dealer inquiries for Texas, Oklahoma, New Mexico and Arkansas. Contact Jim Thomas, (817) 625- 1991. Armadillo Aviation, 2724 Azle Ave., Ft. Worth, TX 76106.

SUNE31AC>

ELECTRA-FLYER DISTRIBUTORS. South Mid-Western distributors for: Electra Flyer Corp. , UFM Products, Sky Sports, Seagull Aircraft. Now accepting dealership inquiries. Call or write: LONE STAR HANG GLIDERS, 2200 "C" South Smithbarry Rd., Arlington , TX 76013. Metro. (817) 469-9159. LONE STAR HANG GLIDERS - Electra Flyer, Sky Sports and UFM. Sales, repair, instruction. 2200 C. South Smithbarry, Arlington, Texas 76013. (817) 469-9159.

WASHINGTON AERONAUT HANG GLIDERS, INC. Instruction features: USHGA certified instructors, thorough ground school, training film produced specifically for our school, two-way radios, intermediate training gliders, and emphasis on judgment and safety. Service and accessory discounts for glider customers. Representatives for Bennett and Manta. Dealer inquiries welcomed. Mike Pringle, Bob Podhola. (206) 456-5606. 4827-B Rumac St. S.E., Olympia, WA 98503.

UTAH

WEST VIRGINIA

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 collapsible fixed wing). The Kite Shop is easily 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. , Sal t Lake City, Utah 84102. (801) 359-7913.

MOUNTAIN - AIR HANG GLIDERS. Manta dealers. Kites, parts & repairs. Kenny Cross, 636-0305, 636-4672. Jerry Pastine. 636-2801. Box 227, Elking, W. VA. 26241. MOUNTAIN STATE HANG GLIDING. Free lessons to glider buyers through all levels. Basic Techniques $25.00. We provide all. Authorized dealer for Sky Sports, Seagull, Eipper Formance and Bennett. 1400 Cedar CrestDr. #126, Huntington, W. VA. 25705. (304) 736-5968.

WASATCH WINGS INC., Salt Lake's Hang Gliding Center. Conveniently located near the point of the mountain. Services include: school of hang gliding (indoor classes as well as on-the-hill training). Rental shop (everything from T-shirts lo i11struments). Mail order service. Distributors for Seagull, Wills and U.P. Send $1.00 for catalog and information package. Wasatch Wings, Inc., 892 E. 12300 S., Draper, UT 84020. (801) 571-4044.

Parts & Accessories

VIRGINIA NOVA HANG GLIDERS, INC. Serving Virginia, Maryland and Washington, D. C. Featuring Chuck's Glider Supplies, Delta Wing Kites, Wills Wing, Inc. and Electra Flyer Corporation products. Certified instruction daily at beginning and intermediate levels. In Virginia call Woody or Joe at (703) 281 -3339: in Maryland call Jack at (301) 770-6393.

NEW PRODUCT, WESTWIND WINDIAL. Fully calibrated 0- 70 M.P.H. scale. Standard model $21.95. Deluxe model with bubble compass $25. 95. 15,000' Altimeter - $15. 95. Send money order to Westwind Inc., 1508 9th St. #12, Rock

GL.. IC>E A S

THE KITE

RACK

STRONG .•. EASY TO INSTALL . . . the ·INEXPENSIVE way to lronsport your wing. The KITE RACK will fit any vehkle, o ll you need oro ro inguttell on the side of your eor or van. Available in two ,izes

• To order your harness or for more information write or call:

SUNBIRD GLIDERS 12501 GLADSTONE AVE., #A4 SYlMAR. CALIFORNIA 91342 (213) 361-8651 • Please specify pilot height and weight When ordering by mail. • A minimum $20.00 deposit must accompany all mail orders. • ONLY $69.50 f.o.b. Canoga Park. Californians add 6% sales tax .

- DEALERS INQUIRIES INVITED -

(48" wide · S38.00, n" wide· S43.00)

the prke inc lvdes: • I II x .083 Gold Anodized cross bar • Armofle>1 poddlng to protc!let your wi~ • Endcops for o cleon, finished look.

CONTACT:

mAnlA MANTA PRODUCTS INC.

16A'1 E. 14th Sl I Oakland, C. 94606 J (4 15) SU.1500

JULY 1977

Springs, Wy. 82901. Dealer inquiries invited. ACCESSORIES - carbiners: kernmantle rope, tubular nylon, hardware, nylon fabrics, quick releases. bags, etc. Locking Oval carbiner - $5.00, postpaid. Repairs. Price list: Pacific Para-Sports, 418 3rd, Eureka, Ca. 95501. MC . CULLOCH MC 101 M/C engines, hubs, props and accessories. Ready to bolt on your kite. Brian Schoonmaker, 1231 S. Beach Sl. #1060, Daytona Bch., FL 32014.

Publications & Organizations BOOKS: Books available through USHGAare Fly, T he Complete Book of Skysai/ing, Guide to Arizona, Guide to Rogallo Flight - Basic, Hong flight, Hang Gliding, Hang Gliding - Rapture of the Heights, Hang Gliding - The F/yingest Flying, Log Book, Manned Kiting, Man-Powered Flight, Simplified Performance Testing, Skysurfing, True Flight and The Complete Book of Hang Gliding. Also availabl e: Hong Gliding and Flying Conditio ns, by Dennis Pagen, and Hong Gliding and Soaring, by James E. Mrazek. Request order form, USHGA, Box 66306, Los Angeles, CA 90066. HANGING IN THERE. $6/yr. 6301 Knox Ave. South, Rich field MN 55423. ICARUS FLIGI-IT. (biplanes), 4 recent issues, $2. 59 Dudley Ave., Apt. 1, Venice, CA 90291.

SOAR ING M AGAZINE. Covers the sailplane scene with some ultralite coverage. Available with membership. (Member $20; Associate member, $12/year.) Info kit with sample copy $1.50. Soaring Society of America, Box 66071-G, Los Angeles, CA 90066. SOUTHLAND FL YER - Monthly publication of th e Southland Hang Gliding Association , USHGA's largest chapter. $5. per year. Write S. H. G.A., 526 E. Manchester Terrace, Inglewood, CA 90301. SPECIAL'!! BACK ISSUES OF GROUND SKJMMER MAGAZINE #19-34, .40¢ each; current issues at the regular price of $1.00 each. USHGA, Box 66306, Los Angeles, CA 90066.

Miscellaneous

Fly like a bird-Hang Glide. 6) Soaring is believing. Your choice in 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 CLOISONNE PINS AND MEDALLIONS: YOUR EXCLUSIVE GLIDER DESIGN, CLUB INSIGNIA, OR COMPANY LOGO reproduced in fired enamel Jewelry. Trade them with other pilots. Promote with them! A great gift idea! Sizes%" 83". Any shape. No color limit. Minimum order only 25 pieces. Check our prices - (50 - 1" medallions only 95¢ @). Free price list and brochure - or send $1 for sample. TAURUS ENTERPRISES, Box 446, Mt. Prospect, IL 60056. PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 3¥2" dia. Inside or outside application. 25¢ each. Include 13¢ for postage and handling with each order. Box 66306, Los Angeles, CA 90066. TEE-SHIRTS with USHGA emblem $5.50 including postage and handling. Californians add 6% tax. Men's sizes S. M. L XL. Orange only. USHGA, BOX 66306, Los Angeles. CA 90066. METAL LICENSE PLATE FRAMES - "I'D RATHER BE HANG GLIDING". White lettering on a blue background. $4.00 including postage and ~andling. Californians add§% tax. USHGA, BOX 66306, Los Angeles, CA 90066. WINGS POETRY CONTEST seeks understandable _poems for anthology. Prizes: $50, $25, $10, $5. All entrants get copy of anthology. Deadline Jul 31 to Aug. 31. Send poem with $2.00 to: Box 325, Belfast Me. 04915. 1976 Anthology $2.00. WINGS OF THE WIND" , an award winning 16mm Hang Gliding film, is ideal for showing at club meetings, for promotional use and entertainment. Re purchase, rental, Information, contact GibCo Alms, 12814CollinsSt., North HoUywood, CA 91607, or telephone (213) 766-3489. The rate for classified advertising is 20¢ per word (or group of characters). Minimum charge, $2.00. A fee of $5. is charged for each photograph. Art discount for display ads does not apply to classifieds. Please make checks payable to USHGA: Classified Advertising Dept. HANG GLIDING M AGAZINE Box 66306, Los Angeles, CA 90066

"Guide to Rogallo FlightBasic" 4th Edition

AT LAST - PERSONALIZED BRIGI-IT COLORED AIRBRUSHED T-SHIRTS. Send us a picture and the colors of your kite and we' ll airbrush it on the t-shirt with your name, phone number or any other word you fancy. Mountain or ocean background, painted front and back, best quality polyester/cotton, $14.95 plus $1.00, for postage and handling. Send check or money order to Sunbird, Box 8451, Albuquerque, N.M. 87108. BUMPER STICKERS - Tell 'em where it's happening. 1) I'd rather be flying. 2) Go fly a kite. 3) Hang gliding is free. 4) Get prone with a friend. 5)

HANG GLIDING

T he u p-t o-dat e U SH G A approved handbook fo r people who are really interested in learni ng to fly. . 30 pages - - -25 illustrations ---50 photographs. Get your USHGA " 1" or "2" rating with the complete , easy to understand, information in this manua l. Discounts to Clubs & Schools

~ Flight Realities • • 1945 Adams Ave. G • San Diego, Calif. 92116

TYPE: Manta Aedgllng. SAIL PATTERN: Red leading edge, yellow trailing edge. Red bag and no tip rudders. WHERE & WHEN: Lexington Reservoir, Los Gatos, Calif. in April '77. CONTACT: Super Fly Sky-Sails. 21383 Aldercroft Hgts. Rd., Los Gatos, CA 95030. (408) 353-2926. Reward - $100. TYPE: Cumulus 10. SAIL PAmRN: Yellow sail with black leading edges. TYPE: Olympus. SAIL PATTERN: All yellow on one side and gold, orange. red, purple, dark blue, light blue, white, white, on second side. WHERE & WHEN: Both kites were stolen out of John Dunham's truck while in San Diego In earty March. $100 reward offered by Electra Flyer for the return of lhe Olympus. CONTACT: Eipper-Formance. Electra Ayer. or John Ounham. Reno Hang Gliders, 960 Matley Lane, Reno, NV 89502. (702) 323-3456. TYPE: Seagull IV. #6435. SAIL PATTERN: Keel out; Blue, white, blue, white, blue. TYPE: Seagull Seahawk. #7149. SAIL PATTERN: Blue. gold, blue, gold, blue. WHERE & WHEN: Stolen from Windhaven in Van Nuys, Calif. in earty March. CONTACT: Windhaven Sky School, 12437 San Fernando Rd., Sylmar. Ca. 91432. (213) 367-1819. Cash Reward. TYPE: Seagull IV. SAIL PATTERN: Purple leading edges. Keel out; white keel pocket, yellow. orange, lite blue. Patches. 2ft. in length on the leading edges near nose plate. CONTACT: Ray Arrington. 11626 E.D. Ave., Richland, Michigan 49083. TYPE: New Cirrus Ill. SAIL PATTERN: Keel out; dk. blue. It. blue. red , orange. yellow, with It. blue leading edges. TYPE: Seagull Ill. SAIL PATTERN: Keel out; purple, red, orange, 2 yellow. WHERE & WHEN: Winnemucca. Nev. In January, 1977. CONTACT: Brad Jenkins. 1155 S.W. 11th St., Ontario, Oregon (503) 889-3484. TYPE: SST 1008 #819. SAIL PATTERN: Red, orange, yellow, white. WHERE & WHEN: Kitcher. Idaho. onJanuary 18 or 19. CONTACT: Jeny Breck, % Wills Wing Inc., 1208-H East Walnut St., Santa Ana, CA 92701 (714) 547-1344. TYPE: LEAF World Cup Stnd. 16'12·15, Serial #5500. SAIL PATTERN: Keel out; dk. blue, yellow. orange, dk. blue. TYPE: LEAF World Cup Stnd. 20-18. 244 sq. ft. SAIL PATTERN: White sail with blue applied sleeves and keel pocket. DISTINGUISHING FEATURE: Blue control bar and kingpost; wheels. WHERE & WHEN: December 16, Col. Spgs, Col. CONTACT: Leading Edge Air Foils, 331 S. 14th St., Col. Spgs, Col. 80904. TYPE: Seagull Ill Z-19. SAIL PATTERN: Yellow sail with black keel panel and black leading edges. WHERE & WHEN: December. Wells. Nevada. CONTACT: Freedom Sprts, 516 Idaho St. . Elko, Nevada 89801. TYPE: Wills Wing SST, #807, without control bar. SAIL PATTERN: All white with orange and yellow panel. WHERE & WHEN: Sept. 27th, Sandy, Utah. CONTACT: Wasatch Wings, (801) 266-2922. TYPE: 18' Homebuilt stnd. Eipper. SAIL PAmRN: Keel out: lime green , gold , red-o range, gold. lime green. DISTINGUISHING FEATURE: Keel. leading edges, and cross tube painted school bus yellow. WHERE & WHEN: July 10. from a Los Angeles garage. CONTACT: Melvin Ford, 1136A E. Washington Ave .. El Cajon, CA 92020. (714) 444-0828. Asa service to the hang gliding community, HANGGLIDING Magazine Is publishing (free) information on stolen gilders. II your glider Is missing, send us a complete description along with your address and phone number to: USHGA. Box 66306. Los Angeles, CA 90066.

~ -RAINBOW T-SHIRTS.

Designs are on backs of all shirts, except ladies styles.

FIRST QUALITY. 100°/o COTTON. HEAVYWEIGHT FABRIC AND SPORT SHIRT STYLING FROM STEADMAN. HIGH CREW, WITHPOCKET. FANTASTIC CREATIVE DESIGNS IN FIVE COLORS. SELECT THE DESIGN AND THE COLOR SHIRT THAT'S JUST RIGHT FOR YOU 106 BEAUTIFUL COMBINATIONS You can expect the finest. We mail it to you first class. We have special styles for ladies, too, in 50% cotton/SO% polyester. Colors 100% cotton

white columbia blue sky blue lime green red coconut yellow orange

LADIES STYLES

SO"lo cotton/ opal blue SO"lo polyester peach powder blue tan cream Design name

Designs Ride the Wind Surf the Sky Get High- Fly A Kite Cross Country Soar Hang Gliding Wright Brothers Go For It Bullseye Kitty Hawk Kites Grandfather Mountain Go Fly A Kite Ladies' Style Designs Soar Hang Gliding Size Color

Sizes small medium large x-la_rge Ladies sizes small medium large x-large

$5.95 $7.95

1OO"lo cotton 500.,{, cotton/ 50"/o polyester

$3.00 Kitty Hawk Kites visor. Select color. Price

1st choice 2nd choice 1st choice 2nd choice 1st choice 2nd choice Your n a m e - - - - - - - - - - - - - - - - ~ Addres.,__ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ City _ _ _ _ _ _ _ _ State_ _ _ _ _ Zip_ __ Total this order$ . Add $1.00 postage and handling for each shirt and SO• for each visor. (We mail first class.)We process your order the day we receive it.

SEND TO: Kitty Hawk Kites P .O . Box 386 Nags Head, N.C . 27959

tFLVIIGIULL BY BILL ALLEN

AN INDEPENDENT COLUMN Wilton, N.H. lAUNSl - Howdy! While lhe "great distance race" between Olympi and Phoenix S's rages between the northern Rio Grande and eastern Sierras, in the Northeast we've been sitting out interminable northwest winds. The only blessing is that they hold back the normal muggy June weather. NEW WINGS - Just took delivery of a new Flexi 3, christened the "Bullship," with rainbow stripes on a white sail, and, of course, brown trim. Oh, for some good weather . OUTSIDE .. is a new newsstand magazine from the Rolling Stone people, concentrating on action outdoor sports, but with little apparent editorial interest in hang gliding. FINALLY - The Complete Outfitting& Source Book for Hang Glidiflg is out, two-plus years after its first announcement. Although a somewhat useful addition to your library, you will find it a curious mix of completely outdated and spottily updated information. ALMOST FLOODED ENGINE - Rick Roelke with powered Sirocco dropped in from 2,500 ft. the other day at the outdoor reception for his Rhode Island School of Design class graduation. To launch on this, his first motorized flight, he tramped out into the Rumstick Point salt marsh during low tide. After lengthy preparations and trial runs, Rick found himself isolated from shore by the incoming tide as his bucket of tools started to float away. With eight inches of water where he stood, he had little choice but to rev up and take some long walking-on-water steps like a 6'3" blonde duck, getting up and away OK. PINWHEEL CLUB -That was the same Sirocco that subsequently broke up with Stuart Soule onboard - the result of severe static imbalance as the glider with engine and the pilot briefly but disastrously hung in space separately amidst strong turbulence. (Bemg under power probably contributed to the break-up, and the emergency mouth-held kill switch, when spat, failed to function, leaving the propeller spinning uncomfortably close in the falling mass of wreckage.\ Stuart walked away from his 1.000-ft. pinwheel descent, as did Jonathan Winsor from an almost identical break-up at 800 ft. with his Merlin under power in turbulence a couple weeks earlier. The message appears to be, according to Terry Sweeney, that motorized gliders with independent pi lot suspension are only going to be safe with a rigid harness system so that the pilot's mass remains mtegral to the whole of the glider's at all times. Jonathan's situation may have been aggravated further by being without negative deflexers and a factory-recommended modification to correct a leading edge defect in Merlins. STRUT BRACING - More credit where it's due: You've probably noticed some ballyhooing about strut bracing recently. Just like trunc tips when "new" - it isn't all that new. Almost all early Rogallos, except in boat towing, were strut braced In late 1972 I watched Don Allard fly an all-strut braced. trunc tip design. for instance. Probably the first serious ¢'ort at side struts on modem designs was Tom Peghiny and Paul Courtney's Merlins seen at last year's Tellunde and Grandfather meets. Seagull gets credit for bnnging out the first strut-braced production design. Expect more of it. Advantages are less drag, more crosstube support during set-up, and better negative-G capability. Looks more aircraft-like, too. Weight usually comes out a little more. A major disadvantage is vulnerability of the strut tubes to damage, so some people run back-up cables inside. CHEESE CUTTERS - After last month's mention, I've heard <but not seenl that some other otherwise responsible manufat.-t.urers still don't use coated lower wires as a standard item. It's as if cars were sold with seat belts as an optional expense - who wants the hassle or expense? The option, if any, should be for uncoated cables for those few who have serious objections. HGMA's new regulations are broad to cover a wide variety of designs, but there needs to be also a section of specifics on pilot protection: coated cables, nose skids, and minimized projections around the control bar - for obvious and easy starters As for protection from the control bar for seated flyers, it's certain from Tom Price's comments on p 10 of the 5-77 HG that bent bars need to be considered cautiously. Incidentally, I think we all would benefit from a further breakdown in USHGA's accident statistics (see 6-77 HG> by a notation on whether each pilot was flying prone or seated. Are drownings more prevalent in prone harnesses? Are back and leg injuries more likely seated? As Mr. Wills requests. please include this information in accident reports. MEDIA MENTIONS - Sports Illustrated did another obnoxious and skimpily researched item on hang gliding, this

time on Volmer Jensen's powered VJ-24 in its 6-13-77 issue./ Continental Oil Company - Conoco - has a front/back cover spread ofa hang glider in the sunset for its 1976 stockholders report. I Sears did an employee poster with hang gliders shown and the bold words "Hang In There With an IDEA!" Also a Sears employee publication last September ran an item and photo about John Weaver hang gliding. John is an assistant advertising manager for their Kansas City area outlets. I Watch for the August Popular Mecha111cs with a large article on powered hang gliders. NEWSLETTERS - The Oregon H.G.A. newsletter has gone to a newspriQt format. I Trying to get people to land in one particular spot at Lookout Mtn., The Flocker reports the Denver Fellow Feathers have hit on laying out a bulls-eye, with a $5 fine for missing the outer circle. Always said that painting a target. was sure to attract flyers even from miles away. The highest sky-out can't resist a try at that center. I After an accident where an imbalanced Cirrus 3 camera ship inverted and broke, the Connecticut H.G.A. has probably become the first to have weight-and-balance rules as part of s1 te regulations. I The Oklahoma F'leet Footed Flyer reports that bicycle and hockey helmets have been banned at. Heavener. I The Southland Flyer shows 8111 Watson cruising a rubber-band powered, hydro~en, laundry-bag blimp model over the audience at a Los Angeles meeting A repeat of a flight at one of the very first meetings in late 1971. STD. ROGALLOS - I've had several letters about stds. First, they ask, what's wrong with them? Well, they're slow to respond to control movements. Being pitch divergent, they don't surrender gracefully to recovery from bad stalls, and worse, can lock up in dives that gobble up 500 ft. or more altitude before recovery. St.els. may have been sti II on the market until recently, but they are unchanged since the late 1960's. How much the designers have learned in the last three years! Let's use that knowledge to fly more safely. Next, I'm asked, what is this modifi. cation thing? Last year Terry Sweeney designed for Odyssey Sky Industries here a way to take std. Rogallo sails. remove about 14 fl of sail at the keel, and add a corresponding amount of area to the tips as roach with one supporting batten per side. All this without changing the glider's CG or requiring any frame changes. Customers appear to be satisfied Odyssey charges $65 for the service, and may later put out a kit. Or any hang glider sail loft ought to be able to do the Job at least on a custom basis. I had my old Flexi Flier modified into a Bobkitten (smallest Bobcat 11) - a costly and time consuming proJect involving considerable sail and frame changes. It makes an excellent trainer/ mtennediate glider for ladies with the :;mailer control bars and lighter tubing of yesteryear. Pegasus in San Diego offers to do an even more extensive modification, promising to return to you a high-performance wing. And there's that modification to end them all - two std sails sewn together make a great tent. HOMEBUIWING - After redoing the framework on my "Flexi-Kitten," I realized the immense satisfaction of homebuilding. l also saw why manufacturers get nervous about it; mistakes are easy, and glossing over them easier. But there ought to be an opportunity to homebuild for the craftsman/Oyer who wants to know everything about his bird Presently Seedwings in Santa Barbara, Calif., with the Sensor. offers the only plans and kits for a highperfonnance design. WEATHER LORE - We just held an instructors clinic at a N.H. dude ranch, where I heard that the horses hadn't yet imished shedding their winter coat.s as of early June. That means they expect some more seriously cold weather in these parts, and they're usually right. (Just think how less interesting this last year of bizarre weather would have been if you weren't a hang glider pilot.I WITH A FLARE - Waiting for favorable cliff winds. the Conn. Yankee Flyer reports pilots biding their time by trying to soar aerodynamically-bent soda cans, forked sticks, and slingshot-launched acorns. Now, sacrificing a little aluminum to the gods is commendable, and maybe divining rods will find ram, but really now, cloudseeding? COMMENTS? - Write c/o F1ight Resources Co-op, Wilton, N.H. 03086. ~7

LA TE ITEM - I regret to report that Stuart Soule had another inversion and structural faJlure with a much-modified, unpowered Sirocco - this time fatal. Unlike the other three breakups above, this time the glider did not pinwheel, and no trees broke the fall. A key mover in the New England scene, Stuart will be deeply missed. - W.A.A. 67

L/D

9:1+

Minimum Sink Pilot Weight

210 FPM 135 - 210 lbs

Aspect Ratio Airfoil

6.2 Wortman

Stall Speed Surface Area Nose Angle Speed Range Flying Style Leading Edge

9 mph. 170-185 sq. ft

Keel (Soi I) Empty Weight

8, 9 ft. 51,53 lbs.

Set-Up Time

6.5min.

10-45 mph Seat/prone 19,20 ft.

PACIFIC GULL introduces the

.A...LFINE

The Desi;: The Alpine is designed to perfom, well in o variety of conditions and ovet" a wide speed range.is makes the Alpine I and II (different pllot-weight sizes) excepllonolly conducive to crosscountry flying, The soil is almost billowless and hos 10 pre-combered aluminum ribs (battens), and over 55% double surfoc:e. This provides o constant airfoil soil shape. For this reason, the Alpine c:a,not luff-dive and $Oil inversions ore lmf>O$Sible, The Alpine is also totally pitch-positive. Since the sail Is actually held in o hollow airfoil shape by the airframe (unlike all other Rogollo types with flexible battens ond/or air inflation pocket$), the L,/0 at 45 mph is hardly any less than It is at 20 mph, This allows the pilot to move quickly out of sink areas ond Jlow down In lift. The Alpine con be flown seated, prone, or supine, and comes with o custom cover. The Airframe: The Alpine is constructed entirely of aircraft certified 6061 T6 aluminum, The leading edges hove o double deflexer $)'Stem that stresses 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 minutes) due to our patented wing sliders and riser $)'Stem. The structural integrity, Inventiveness, and quality of Pacific: Gull hardware 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 ca,d handling,

---~

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

featured flier:

Steve Murray, Sodcllebac:k Mountain

Photo by Bettina Gray

FLEX!! S

Introducing the

ThE Fhxi J is ,NOW joiNiNG TltE EippER-FORMANCE fAMily of ltANG GlidERs, ANd is iNTENdEd TO hRidGE TltE GAP bETWEEN TltE NovicEliNTERMEdiATE Fhxi 2 ANd TkE EXPERT CuMulus 10. TkE Flni J iNCORpORATES MANY of TkE dESiGN idEAS WE ltAVE TESTEd ANd PROVEN iN OUR CuMulus SERiEs, WE NOW ltAvE A MOdERATEly kiGlt ASPECT RA.Tio (~.4), ltiGlt-pERfoRMANCE GlidER whit iNCREdibly docilE A.Nd pREdicTAblE RiGltT cltARACTERisTics - so STAhlE iN FACT TkAT TltE Flni J is AlREAdy iN USE by MANY fliGkT TRAiNiNG scltools AROUNd TltE COUNTRY, .5ail;, 4.1 OZ, STAhilind dACRON sAilcloTJt, All SEAMS ZiG-ZAG STiTcltEd. Huvy REiNfoRCEMENTS AT All CONCENTRATEd STRESS poiNB. RAiSEd, CAMhEREd VARiAhlE billow kul pockn. AppliEd, dup ludiNG EdGE pockn, ANd liGltTWEiGltT, TApEREd TubulAR fibERGLAss bATTENs. JuhiNGi All TubiNG is 6061-T6 sEAMLEss AluMiNuM oR, wltERE ltdpful, Tiu: ltiGkER STRENGTk-TO-WEiGltT RATio 2024-TJ TkiNwAll AluMiNUM is USEd. MAiN TubiNG is clEAR ANodiZEd, All OTltER is hlAck ANodiZEd. WiRES: Wltin viNyl COATEd STAiNlESS STEEL, 0TltER: TRiplE wiNGPOST hRAciNG is STANdARd ON All Modds. FLEXI 3 SPECIFICATIONS Wing Span Wing Area Aspect Ratio Nose Angle Root Chord Empty Weight Pilot Weight Range Factory Price w/cover

SIZE (By leading edge length)

18' 28'r 150 5.4 105" 10' 381 100-145#

$925.00

20'

22'

31'9" 185 5.4 105" 11'

34'11" 220 5.5 100" 12'

40# 135-185# $950.00

175-220# $975.00

,£ippar EiPPER-FORMANCE

1840·G Oak St. Torrance, Calif. 90501 l 3-328·9100/775•308

Send $1.00 for Information

~KV SAILOR ~IANK.

WAS FLYING A TANK IT WOULDN'T FLY FAST (OR SLOW).

HIS FRIENDS WOULD

lfOR SKY..OUTS H£'D HANKER AND BUlLD UP HIS RANCOR; ROUG~ A\R MADE ~IIM