USHGA Hang Gliding October 1978 by US Hang Gliding & Paragliding Association

NcY:r, miq\(; A"lc lo ris1; 011 ,l illu,1111 ol ail' prnwtr:ill,s (Jilli: will1 e:qu:11 No wumlcr liw f'IIUINIX '.3lll'lilfl 11,1:; lwcorrn, tlw rro:;I :;uccci:;sful h,lll(J qlicim ol illl lirnc. Not only l1;i,; tric I IC,MA f1Jly cc,rlifi1,r1 !Iii:: ci;1;;sic lor mm. tlwrc: li:;111111 or rww l!·,llurc,'; wl1id1 rnaku ii cvc,11 tJ1;\tc:1 111,rn lic,loru

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EDITOR· Gil Dodgen ASSISTANf EDITOR LAYOUT & DESIGN: Jonie Doogan STAFF PHOTOGRAPHERS WA Alien. Leroy Grannis. Belt!no Gray Stephen McCorroll ILLUSTRATIONS Dove Lowrance CONTRIBUTING EASTERN EDITOR· Poul Burns

ISSUE NO. 69

Hang Gliding

OFFICE STAFF· MANAGER. Carol Velderro,n Jone, Mever (Advert1s1ngJ Wend, Tuttle (Membership). Kit Skradski (Renewals). Amy Gray (Hong Rohngs)

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USHG A OFHCEJ?S· PRESIDEN TLloyd L1cher VICE PRESIDENT Dennis Pogen SECRETARY Joi, Cose JREASURER Alex Duncan

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EXECUTIVE COMMITTEE Lloyd Ucher A1ex D\.Jncon Jon Cose

CONTENTS FEATURES

USHGA REGIONAL DIRECTORS REGION 1 Joy Roser, Michael P11ngle REGION 2: Jon Cose. Wallace Anderson REGION 3· lom M1lk1e. John Lake, M1choel Riggs Rf:GION 4 Lucky Campbell. Ken Koerwitz REGION 5 none REGION 6 Jim Wilson REGION 7· Thomas Holey. Ron Chris· lenson REGION 8 Don McCabe REGION 9 Dennis Pogen. Bob Mortin REGION 10 Dick Heckman. Jero1d Welch REGION 11 David Broyles REGION 12 Cro,g Mov,s. Harry Sudwlscher DIRECTORS·AHARGE REGION 1 Alex Duncan REGION 2 Uoyd Ucher REGION 7 David Anderson REGION 10 John Horns. HONORARY DIRECTOR Hugh Morton EX-OFFICIO DIRECTOR of USHGA as we ore o 01v1S1on of NAA Vic Powell. CIVL DELEGATE Harry Robb

20 25 30

GOING DOWN THE TUBES: ALUMINUM CORROSION

by Peter Larsen

RETURN TO GROUSE MOUNTAIN, 1978

by Jim Lawrence Photos by Leroy Grannis

SUNBIRD NOVA 1901978 PRODUCT REPORT

by Gary Valle

TELLURIDE MANUFACTURERS' INVITATIONAL

by Mike Meier Photos by Leroy Grannis

The United Sta tes Hong Gliding Assoc,o tion Inc 1s a d1v1s1on of the Notional AeronouHc Associallon (NAA) which 1s Irie ofhctol U S represen1ative of lhe Feoero1,on Aeronouhque lnternallonale (FAIJ. lhe world governing body for spor1 ov1olion The NAA wt11ch repiesen1s lhe U S at FAI mee11ngs. has delegofed to the USHGA supe1v1s1on of FAl-relaled hong gilding oci1Vllles such as record 0Hemp1s ond compelltlon sonc11ons.

RICH GRIGSBY

THE 1978 NATIONAL CHAMPIONSHIPS

HANG GLIDING mogozine IS ptibllshed 10, hong glld111g SPOIi enthus1osls ro create turther 1nleres1 ,n the sPOrt, by o meons of open communicotlon ond lo od,once hong gliding methQds and safety Conrr10011ont ore welcome Anyone 1s lnv11ed 10 conl11bule orUcles. pholos. and 1llus1tahons ooncern,ng hong gllo1ng octiv,tles. If 1ne molerior ~ lo oe ,eiurned, o ~tamped, selt-oadressed rel\Jin erwek>pe must be enclosed HANG GLIDING magazine reseues lhe righl lo ed11 contnbtJt,ons where neces~ory The Assoc,otlon end Pubhco lion do nol assume respons,bllity for rhe ma1erl01 01 op1n1c;ins or con111butors HANG GLIDING magazine Is pobllshed monrhly by the United Stoles Hong Gilding Assoc1otion Inc whose moiling address Is P 0. BOK 66306. Los Angeles Calif 90066 end whose oftices ore loca1ea ol 11312'1: Venice Blvd Los Angeles. Collt 90066. 1elephone (213) 390·3065 Second class postage Is paid at los Angeles, Coll! HANG GLIDING mogoline ts prlnled by S1nc1o1r Prinhng 8. Utho, Alhambra, Calif The USHGA IS o membercontrolled educational and sclent,ftc organ,zo11on Oed<caled lo e~ploring all facets ot ul!rol,gh! !tight Membership Is open to anyone 1nleresled In !his realm 01 fllghl Dues 10, lull member~111p ore S20 pe< year ($21 ror torelg" odd<esses), subscrlphon rotes ore S 15 16' one year S26 for rwo yeo,s. S36 10, lhree years, An lntroduclory s,x-rnon1h rrlol ,s ova,loble for S7 5Q Changes 01 address should be sent SI~ weeks tn advance Including nO'Tle USHGA membe~hip number previous and new address. ano a moiling 101:)el from o rece11I issue

4 6 6 16 18 18 54 57 59

OCTOBER 1978

An Interview by Jim Lawrence

DEPARTMENTS EDITORIAL ULTRALIGHT CONVERSATION INDEX TO ADVERTISERS CALENDAR NEWS AND NEW PRODUCTS CONSUMER INFORMATION CLASSIFIED ADVERTISING STOLEN WINGS USHGA PUBLICATIONS

COVER: Rick Lesh in a 90 bank In Eipper's new Antares, over Yosemite Valley. Another spectacular point of view photo by Leroy Grannis. CONSUMER ADVISORY: Hang GIJdlng Magazine and USHGA. Inc.. do nol endorse or take any responslblllty for the products advertised or mentioned editorlolly within these pages. Unless specifically explained, performance figures quoted In advertising ore only es1imoles. Persons considering the purchase of a glider ore urged to study HGMA standards. Copyright © United States Hang Gliding Association, Inc. 1978. All rights reserved lo Hong Gliding Magazine and Individual contributors.

times. which

not

Ground Skimmer, Paul

later, when a was dest rayed in radical turhu !encc near Mt Wilson in Southern California, he warned us no one listened. insidious nature of the i ls statistical nature, made it to rationalize that it would never to him. " flown hundred times in turbulence this bad," and, "My has been down hundred times and

rationalize that it wouldn't to us. The time is gone where that will work. list of that have tucked, tumbled, luffed or broken would indict virtually manufacturer in business, and some that aren't. There have been circumstances in some

and while no one would that a problem does exist, there are thousands of in hundreds or lhc field, from whose greater misfortune, Delta deal of time and

great this

This unforltmate sitnation has nol been entirely the fault more research and more time between prototype and the consumer has asked for more performance and bar pressure. At least manufacturer released last

Manufacturers not without blame, of course. The vicious drcle has led them to promote with little no Some have not invested time and when consumer in pressure was not factor. It is an 10 have to tt:11 embarrassment

obvious with all the unknowns the industry itself, and with the subtleties of modern that there are many dealers not to trouble shoot the manu Cacturers been flown at from readers about troubles with their new machines suggest that in some cases the on his the first not heen without fied the as an

now. It must be a multilateral cfforl. Pilots must exercise more conservatism in their Manufacturers must invest more time and Publications

must

foolishness of the the when we consider the best be the one with a thousand hours of airtime and no close-call stories lo tell. Gil

USINC TIJNFll FXHAllST OPTION l'HOVll)[S :ioo· MIN HATE OF CLIMll ON QIJICl,SIJ.Vrn

!MiY H!Sr:J< MOUNT ATTACH[S BY COMPHFSSJON I ITTINCS TO TH STllON(lt:H !<LAH STHUTS PHOVIDED SIMl'IX INSTALi.A rION. lffMOVAI AND All.HJSTMENT

POWER SYSTEM SPECIFICATIONS: A prartiu1l si,:c 1 cornb1mnq both perform,rnce ilnd sdfety

m{1x1murn clnnb thrnst

/\irn,ift q1Mlity li,udw,1re ui,ed throuqhnut Complete sysh'11h dH' 111n in pnor to delivery No kH \,ystem blurs

2 I\ r(,duct1on systPrn Hotec's rcvol11t1onarv

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with the operdtor in mind Quick insta11<l11on and removr1l Low

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2?00 Cop,:1(11;iqN1 N Denmark 0 I 8] 8:1tlli

Dear Fditor, find it quite distressing cverytimc I hear of pilot drowning because or a l'orccd landing in water. I would like to suggest that any pilot who flies

where an cmcrgcm:y water landing might be ;1 possibility, purchase buoyancy the type scuba divers use. Thcv and they don't interfere witl1 either comfort harness susp,:nsion, or reserve chute, You u11; sew one on the inside or your harness, but prefer direct bodily at1achmc111, the largest you can wear comfortably with yom harness. The larger the vol11111e when inflated the more buoyancy, The vest is rial and unolitrnsivc when deflated, ln the event of emergency water landing, the should he inflated immcdia1clv after impact with the waler, by pulling the C(J, cord. This will the glider to turn belly up with the rl1c pilot will then able to !neath while gel Ii11g hi111sel f loose, will aLlo serve as a type of The b11oya11cy 1mg to absorb the landing impact during an emergency parachute descent, In fact, it can be rigged to inflate 11po11 dcploymc11t or the reserve chute.

An inflatable vest can indeed be a great asset hang glider pilot. Mel Small back Santa Rosa,

in the Washington, I),(' sector, the lhc Capitol !fang C,lidc1 Inc., have negotiated quite s11cccssf11lly with the National Park Service fur ilw establishment or hang gliding Three years with the efforts of Vic Powell and rvans Flemming, Presidcnls of the club, the ollicial Department of tile Interior policy regarding hang, gliding on National Park Service land was estabfohccL This policy states basically that powerless flight activities may be per111it1cd with the approval of the individual pmk s111wri111cndcnt (sec lhc "Federal Register" Vol, 41, No, Friday ! 976), J,'lycrs in 01ir enjoy the of three la1111ch sites on Ihr: scenic Skyline Drive in Virginia, Recently, I had the opportunity 10 attend a planning workshop involved in developing a (,cneral Managcim·nt Plan for Shenandoah i'Jarional Parle Hang gliding will continue to he part or a11thori1cd rcGcalional activity, what docs all 1his mean to other flyers? Simply this: If ym1 have suitable for hang gliding 011 National Pmk Service lands, you should, with a or work, be able to csl a!Jlislt If the local Superintendent cnongh responsible input you should be able 10 work things oul Hang gliding complements the na1t1ral ancl scenic beauty or our parkland, require, little silent 11011,polluting and is reprcseutat ivc or I he changing demamh nn1 there gencra1ions place on 1l1dr parks, J\lsi areas, motocross RV hook,,ups, horse roads, too, should there be !Jang gliding. Just one 111ore thing! Don't confuse National Park Service land with National Forest Service lamL The latlcr is under the jurisdiction of the Department of Agrirnlture, a dcpar1111en1 unlike the Department or Interior i11 that agric11l1mc has yel lo sec Ille light regarding hang currently working with our local gliding, We National Forest the Departmrnt ot Agriculture, and om Congressional Ho\lsc Representative, Joseph Fisher, in hopes of cklnging policies to permit hang gliding openly.

Dear Editor, 111 reviewing your August 1978 article on the Palonrnr Open Competition, I was a little upset that the results for the Pro Clas:; were i11corrccL I was very anxious to show my scoring 10 a few friends, especially sim:c my placcmcn1 was third i11 the Pro Class, Imagine my surprise when I follnd that my name was 1101 111c11tio11cd al all! rhc San DicRo Union also p11hlishcd an article with a picture mentioning my name, but the picture was of a glider pilot who never even flew the meet. I would at least like to correct one of these errors. The actual rcsulls arc as follows: I st place 2nd place 3rd place

Bill Armstrong, Heron Bill Floyd, Starship Alex Toth, Ill, Starship Alex A. Toth, Ill San Diego,

Dear Edilor, ! Jere's some information that might be cnco11raging to flyers around !he collntry. As few prime mountain areas arc available in the private

Joe Davies, l'rcsidc111 Capitol Hang <ilidcr A,srL, Inc.

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Dear Editor,

1111: llang Girders ll1t1lc llllirnate 111

Worthington Several months inquired as to the tcdrnical feasibility of a powered tow plane for hang gliders and, I have been working on the problem off and on (most Jy off) ever since, First, let it be said that it is technically very feasible and that it most t·crtainly will be accomplished in the near future. rl1c aircraft itself the easy part and based on lake-off distance, climb, total drag (tow and towed plane) and stall speed requirements, we ca11 make tlle following siatcmellts 10 its performance and physical characteristics, l !P Required JO Static Thrust Required 150# 200# Stall Speed 16 20 mph Tow Speed mph Wing Loading l .8 #/fl i Wing Arca 200 250 rt 1 [mptyWL 130 15011 ( ,ross Wt, 375/1

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Westark

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instructions, cancellations must received in writing 1

HANG GLIDING

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fnirly well in com:rctc by values the night charnctcrist ics and at an empty weight of well over 100 lbs. 1·001 launching is not possible.:. Thus, it must have both landing gear and an F/\J\ license. second physical characteristic that bccmncs necessary is a conventional tail with a fairly high tail cone volume coefficient This is beausc the a tremendous influence lowed aircrnfl can the tow plane must be ahlc on the tow plane to cope with 1ha1 input. This is really a two-l'olcl problem caused first by the lack or control authority characteristic of most hang gliders and secondly, hy the fact that lhc towed plane accounts for 40°/o of the combined wcigl11 (and :,()O/o oft he cornl>incd drag) of I he system. To illu:;tratc this point, con:;ider the towed plane inadvertently getting into steep climbing left turn. The hang lilcrally i11 this mode and I here precious little either pilot can do about ii except disconnect. If the hang glider pulls the tail of Ilic tow plane grossly out of line, and he or the tow plane pilot fail to discon11cc1 with great dispatch, tile whole works will go screaming earthward 'muy pronto' This consideration very large and tail. This 1101 difficult to design but ii rnust be major ccmsidera1io11. The biggest problems in dcsig,ning a hang glider tow plane uccur al the hang glider end and these must be adcq1iately resolved before the whole thing workable. First, becai1sc I he hang glider foot launched ii must become airborne and stable before the tow plane lilh off. Since the hang glider pilot can be expected to be fully preoccupied with this chore, it mandatory that some type of fully automatic nmH.lirccticrnal provided in m1yt hine release mechanism wrong. (This chore cannot be assigned Io the tow pilot done with winch launches because the tow pilot his tasks, Besides, it a good idea to trnst someone with well being. le will never have the vested interest you have.) If you think being dragged upside about ii a little, a clown through the gravel at 20 mph by 150 lbs of thrust or really doesn'I have lime to go looking Jor the release knob while the low plane pilot may or may 1101 even be aware of the problem.

Tile second big problem arises from the inherent lack of control authority in hang gliders. The "kiting" problem mcnlionccl earlier is very real alld must also be handled automatically (i.c , without pilol(s) influence). If Ihe towed pilot kilcs severely and releases, he will rind himself in a ailed condilion. If he very low or very high, Ihis is not a big problem but in rile bclwccn altitudes, he will smite the ground most severely. Thus, type tow hook.s arc out Some type of pitch limiting attachment device must be incorporated to restrict the pitch attitude of the hang glider before the automal occurs. Both of I hcsc problems arc resolvable and I feel that we have ideas at hand that provide credible solutions 10 each, and as time and finances permit, we will co11tinuc lo address the the meantime, l am evaluate these smc many others will also be working in this

arena, so be assured that somcthing will mosl likely be forthcoming in Ihe near fut me. l .arry Haig /\mEaglc Corp.

Dear Since most manufacturers arc well into the task of defining next product, it seems appropriate to offer some feedback from the marketplace. years ago the problem was l'ull luff dives. Thal problem seems to be under the problem of structural control, Then failure. Now the prevalent problem area is 11Jcl<ing, tumbling, or being rolled pust vertical in thermal conditions! I .cl me thal the wise business rmm, who has foresight and inrngination, will introduce the trne thermal glider 11ex1 year lt will be appropriately braced wilh cables, so that it can be Iuckcd, tum bled, or rolled over on its back without breaking up. This capability will be de111onstra1ccl by new and imaginative testing, and certified under new HGM/\ batic airworthiness. gliders that probably could There: arc do outside loops without failure, such as the Sundance and fledge. Applying similar cable bracing techniques to weigh! shift gliders may us safely over the thermal tragedy. Remember, in thermal flying, one searches out turbulence ii the source or lift. lt can also be the source of tragedy if strong cnouglL /\n acrobal ically glider the I rue solution, a11cl a heck ol' Bud Williams

Dear Editor,

After receiving telephone c:all from the owner of hang gliding factory concerning my "Certified Divcrgihlcs" article, which appeared in the Scplernbcr 1978 issue of !lung Gliding, it became obvious I hat when a subjccl is presented in such a manner as to have I he reader reach a conclusion based Oil the ideas me11tioncd, that lwo readers call reach far different conclusions. Therefore I feel some clarification is necessary. II was not my intention 10 altack any one manufacturer specifically or the HUM/\ in my article. My goal merely lo point out Ilic difkrences in and development of hang gliders as opposed to that of general and commercial aircrafl, and to fmthcr suggest thal hang p,lidcr design could benefit from adv:r11ccmc11ts made in other areas of the aircraft industry. Many hang glider designs, produced lly a varicly of manufacturers, have experienced tumbling problems. Therefore, the handicap of design in this rca an industry.wide disadvantage, am! is not confined 10 any one rnanufact mer Paul Burns Chattanooga, Tenn.

GLIDING

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handltt:iQ ;gUdeJ::; .·the NO\J.Ai )')..•~H it,n't rev9rr1p~lfi;"l cleis1gn, ~'~w;, the art deslgtnfriqlrr with tOdaY's. fly9(c1J:io l flying in mind. Wc>trle,d, tucking? The NOVA has e. stability, not only staying prt~ .• ... · . ····...· .•.• very large negativ ~ngles of attack,butalso possei~ng~·'st;b,e;,,' slope of the pitching moment curve at 1hese low angles:, ave~y,\ important (and oftei;i neglected) c.haracteristic tt1af prtw€il:!i;,;; pitchovers. Worried abo.ut strength? In addition. to 'tfre usµt,1]•' HGMA tests., the NOVA's deflexorless leading edge has stood static loads in excess of 7 Gs and even higher f ·

btJt·a

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very subjective difficult lo standard· lit Ile usa/J/e would be provided,

Could it be possil!lc that all taillrss airct<(fl questionable in the pitching axis?

Dear Fditor, Competition pilols inlcreslcd in professional circuit, M,iy,Ocl please semi resume to: Ray I .conard Box !0547

Nevada 89448

Dear Edilor, II was with some concern that I the article "Certified Divcrgibles" by Paul Burns, in I he September 1978 issm' of Jlang Gliding, His sarcastic comments and inferences aside, the editorial raises some important questions, presented by Burns, I hcsc questions appear provoca1 ivc, if not paradoxical in actuality they may be addressed and answcn:d in a straightforward manner.

flow can a design that has s11cces.\ful(y comrJ/eted

/he steep dive lest, later he determined to he '(divergrnt-''?

The ability of a pilot to successfully perform "sleep dive" bears lilt le relationship to the pitchover problem, Pilot-induced dives may be per· formed in such a manner that the angle <~l alfack remains relatively high and i11 I he region where I he glider is stable, while the attitude reaches 90", The pitchovcr problem appears lo be rclaicd to forced down pitching possibly accompanied by change in angle or lo ,1 low moment and/ or positive slope region of the pitching curve, The intent of Ihe dive requircmcnl is to show adequale mancuverabilily, controllability and confidence to perform this abnormal maneuver is a general requirement and tests no specific acrodymimic characteristic The HGMI\ is considering additional tests thal may be indicative of the damping of pitching motions as;;oc'Jalcd wil h pitcl1ovcrs.

Jsn 't the jc1cl that a

"cerl/fied" by the

lfGMA suppose to mean the design is saji•!

Not necessarily, The fact I hat a design has ccivcd a or Compliance from the HGMI\ is intended lo mean I hat the glider sajc; as the current state qt the art will reasonably allow, The members of the Certification mittcc arc conlinuously soliciting, and generating new information, The Certification Program itself is an invaluable source or information had manufaclmcrs not been pcrformwould pilch tests on their designs, our currclll investigation no dala on which to into pilchovcrs, All available information is viewed and the standards required on an annual basis. test pilot should do a balloon drop and make the design luck and/or break,

Herc again pilo1-i11duccd motions don't sinmlatc the aerodynamic conditions that have caused gliders to luck and break, I suspect that many of Ihe gliders that tucked and/or broken would "pass" such li:sL are other difficulties with this of

of any airplane is a of caref111ly integrated compromises, While ii trnc that sufficiently large tail on a very long keel spar would virtually dimirrnte pitchovcrs, such tail could cause inadvcrtcnl dives to be abnormally extended, increasing velocities and loads, wo11](! also control force requirements I urns and p11llups, While tailless aircraft arc somewhat less of inadequacies in pitch stability, there is no reason to believe that either tailed or tailless hang gliders cannot he equally effective in resisting pitchovcrs, Other design rcquircmcnls would probably define which figuration is best suited to meet the designer's The H(iMI\ specification concerning pild1will be written in aerodynamic terms and it likely that both types of configurations wilh proper engineering will the standard, The tails thal likely to he used on hang gliders will be small erHmgh to avoid dive and control force problems 1ml enough to resist mos/ pitchovcrs, Tailless will no doubt be sub, jcct to other compromises the aerodynamic result will probably much the same, Load lest requirements should he altered to test for strength in a tumh/e,

test is already in the standards that gives a good indication or the strength of glider in "pitchover,'' The the 150° negative load The glider is mounted backwards on the tcsl vehicle with the tail down 30 ° from lcvcL The vehicle speed until I he frame fails, This test was included in the standards last yc;u when it became clear that a lest of inverted strength might he required, Clcucrnlly speaking this is the weakest glider orientation, II was not clear at that time'. what speed or loading should be required, The 1979 version of the: standards is likely to have a speed/load requircmcnL In the meantime, if you concerncc! about inverted strength, the rmmufacrnrcr for the results of the 150 ° load tcsL

investigation inlo hang glider wilh special emphasis on acroelasticily of lhc glider and developing theory and data specific enongh for use by designers. ln the formative as now, 1hc program received cncouragcrncnt and support from I he HOMA, I! is clear that the "barnstorming" and "bailing wire" of hang glider conslruction and design arc rapidly Within two years, with little work and surprisingly moderate amonnt of a large manufacturer could be (ir they choose) in a position lo use modified bul contemporary aerodynamic lcchniques 10 totally engineer hang glider in the same manner nmvenlional aircral'I, Who will be the firs I? The I IGMA Slandards arc being and will continue to he revised the existing body or knowledge concerning hang gliding expands, slated previously, intent to make hang gliders lliat Ilic cxisling of lhc art will reasonably allow, lrowevcr, even if we arc fortunate enough lo someday define the ideal standard, the line going 10 be thal delineates which strength turbulent ,:tidy is "reasonable" and which strength is not? Recently, while rock climbing on Colorado's Ophin Wall, following the Telluride Invitational, l experienced something thal was very sobering, I\ swifl small, rast, highly maneuverable bird that "makes its living" soaring rock cliffs performing its usual acrobatics weaving in and 0111 of I he corners and cracks on the windy rock Mnking a pass in tight and gliding toward me, !'lying silc and in rashion for which he had specifically evolved, the swift hil s11d,kn gust and was smartly smacked againsl the hard rock rhat gust exceeded his control capabilities and the rock wall hi., struc1urnl strength at some point line must be drawn and sound judgment cx-crc:1sc:cl aerodynamics

/Jit and acquire what has a!rearfy been 1Jrwiec1•ssors in aviation i\hsolutely! This

primary goal of the been striving lo unite the somewhat unorthodox (hut usually effective) designers with more mctlrods of hang contemporary and convcnlional design met hods, Al the time, arc lrying 10 interest contemporary engineers and scientists in our fascinal ing and unique niche of aviation. The results have been promising, The pit.chovcr problem itself is being rcst'.archcd through a effort involving both groups, Using simulation technique developed in the 19:JO's to fatal spins, lhc group handle rnr this mosl proposed, funded, Stanford University n:scarcil program is successfully initiated, deal or addilional hang glider aerodynamic data will become available to those manufacturers who know how to use iL The program is intended to be

HANG GLIDING

••

slruc1ural resis1ance is secondary or non-existent necessarily consideration in design. Because of this, the a potentially pilot is left with dangerous siluation that he or she may know about and have no idea of how to con\rol.

Corrosion the deterioration of material through chemical or electrn-chcmical attack. It's natural The rate or corrosion can reduced to an acceptable level of control. The answer is to mainlain protective films and sealants that keep corrosive agents from the metal surface. Cleanliness is of equal ,mnnrtc•,nc·r· surface isn't corrosion because a

I looked al some old tubes in my from jobs and pitting, electrochcmical and corrosion in some. I decided Io check around wit Ii the the Aluminum J\ssocialion of America, and two corrosion The results of this

The almninmn seleel efficiency; corrosiou

research followi,. The obvious that came up was, "How many other hang gliders are in the same shape?" more slartling was that my was flown in a very non-corrosive environment. proportion of

recently pnrchascd

and after breaking leading edge I discovered the inside of the tube was severely corroded by pitting, to the point that failure was inevitable. I was lucky to showed discover this. no other corrosion in tlH: other tubes. Then

prone. The

of severity, the causes and the types of corrosion that may attack your tubes depend on many factors: time, ,,0,w,·:cirll11cn I environment, alloys used, heat treatments, wall thickness of tubes, poor

gliding takes place in very corrosive environments, near seashores and industrial environments.

um 1\l loy:;

iu111 :iml

i\CTJVI: or /\NOJIIC

Zinc llh,minum 1100 (pi.re :iluminum) /\I tun Lnum 60(1 l Tb Aluminum bOCJ:I T852

Cadmium /\]uminum 707S TC, Alumi.mnn 20?.~ , I mn or

CHART WHICH MUST

1 ron

inkss Steel ·(:I1romiu111 typn

(ilct·ive)

m Rcs'1st lron (/\cti.vel

Current

301

l'low:;

:516 StainlcoSS (/\ct ivc)

Nickel, Jnconcl (llctivc,)

Lend, Ti.11 LO

lln,ss,Coppcr, Bronze, Moncl, Copper 1\;ickcl i\lloys

Solder Nickel, Jncm1cl (l'a:;sivc,)

Chromium Srcel (l'n,;,;ive) :10~

(P:1,;sivc)

31b S1·ninlc:;s (l'assivc)

Iver Ti tani urn Crnpli i Le

CHART

ELIMINATION

CORROSION

ANODIZING, PAINT, LACQUER

Pi\SSIVJ:

Col.d

C:/\Tl!OlllC:

l'I atinurn

APPLICATION

WAX

CHART

GALVANIC SERIES OF

POTENTIAL HANG GLIDING

discoloration in ii s

under Struclural happens with extreme suddenm:ss. Also, it is the only form of corrosion I hat started,

sometimes isolated with that i1 looks like a rough surface on the tube. Using cleaners, chromate etc. will not stop pi!li11g and ca11 promote pit to an even rorm or extent. If you spot remedy is to the tube. mental conditions dirt, water or air and industrial air combined with waler (hard soft) among other factors. St rcss corrosion is fine cracking in the metal usually high tem,ilc strength metal in a corrosive environment. This more apt to happen on a 2024 T or 7075 tu be than 011 or 6063 due to tensile This likely to happen on hang glider when lube bc11t at or beyond the yield point When the tube is environment, the corrosion map in appearance. It can have white residue or the will be discolored. If you spot corrosion I he rcme.dy i,; form of replace the tube, because ii has more than likely already been weakened. lutcrgrmrnlar corrosion occurs along grain boundaries of the base metal and the alloy metal (i.e., copper grains in 2024 T Improper heal treatment of the alloy number")

aluminum corrosion. vulnerable lo this alloys arc form of corrosion . . ack of uniforrnily in the grain structure of lhc aluminum is another cause. This form or corrosion very difficult to detect, al1ho11gh ultrasonic and cclcly cm rent ins peel ion met hods arc used. galvanic attack or the metals in lhc aluminum alloy wilh the aluminum base metal In appearance, you can discoloration along the grain boundaries and in advanced the will blister This attack [ f you arc able corrosion replace the tube.

this form or

The purpose of this artklc to make yon 1hat aluminum docs sometimes rapidly, and to help you prevent this to the best of your abilily. Tile provides aircrart owners wilh certified repair facilit for prcvc:ntativc maintenance. Unfortunately, hang glider owners don't have them. Your local repair shop knows very little about maintenance corrosion prcvcntat 14

measures and only or the manurac1urcrs know about corrosion· Most manu racl mcrs corrosion section in the periodic impcction section of their owners manual if they have an owners manual al all. JI is your responsibility tile owner for upkeep I his It would behoove everyone from the and manu !'act urcrs on down to the owner, to to lhe USHOA: touc:atc manufacturers, repair shops, instructors schools on corrosion Y011 may or may dissimilar mcl als gliders ror corrosive the seashore and away from using copper bushings (dissimilar metal) if you use them. Painl all drilled holes with zinc anode.

corrosion, in if present can corrode tubes and lhc dowell ii self prevents

the inside the owner from tube for corrosion. Don't tape to "take up the an .049 wall main tube ancl an interior The tape collects moisture and dirl which will cause corrosion. Better design would be the use or .058 wall main tubes with interior or an .058 wall outside on an .049 wall main lube. rid of end caps that can't be removed to inspect the tube interior. Use the alloy for the tube it sleeves, or else insulate the dissimilar metals with mat crial IIJat docs not absorb moisture or conduct it in "wick" fashion. The ill Advisory Circular 43. J tube assembly is made and cleaned of debris on the interior, thal the interior be coated with hol linseed oil for corrosion I

copies of the books you iuvaluablc information on all facets of aircrafl well H yo11 have any form o1 corrosion list cd present you suspect it on your Iubcs, it or have ii checked by a competent inspector.

Snow/Joy/Thrill Procter Gamble .iquid/Swan Liquid/Dove ,iquid I Bro I hers Dishwasher All Fels Soap (;r:imiles; Purex Corp. Melo/Mighty Klix Chemical Peck's Producb

AND

Mr. Clean K wic-Solv /Scal-Solv

Proc1cr Gamble Turco Products, lnc., Wiln1ingtcm, Nu Steel McGcan Chemical Magnus Div., b.:onomics Lab., Inc. Paul, Minn.

AND E.L dul'ont Nemours

Bcautiflor ('oriconc l

Johnson Inc., Racine, Wi. Coriconc Corp., Northfield, !IL

No. 8018 V

M Chemicals, Inc., Rahway, N.J. McGcan Chemical Inc., Downey, I. cluPonl Nemours , Wilmington, DcL Tccllnical Coal i11gs 'o., ( )akmont, Magnus Lconomics Lab., Inc., . Paul, Minn. Eastman Chemical PP(, lnduslrics, Inc., P.IJ. George St. Louis, Mo.

Butyralc

HANG GLIDING

Follow the

I OCTOBER IG-20. Advanced instructor Clinic. Salt Lake City, Utah. Contact £3ill Sloatrnan or Al Godrnan for more inlo. (303) 278-9566.

' II

OCTOBEF1 Basic instructor Certification Clinic. Contact Clay Lockett at Gliders of California, Uncoln Blvd., Santa Monica, CA 90405. (213)

:l995315.

H 16-17, Wrighl Bro· thrm, 7:'ilh Anniversary survicu clinic. fly-in. inar. on off rubber wing nut clamp ' Ad1ustablr 6·10 inch lelc scopic PXlPnsio11

' Dmablc polished

OCT0£3ER .~ Holloween Costumu l'ly-ln; Unusual competition.

DECEMBER , Christmas/ New Year's f'un Fly-In.

all l inch control bars if diffrrrnl si,d Ad,JPl.lble lo

Suti:,fartion

NOVEMBER

plus ClANrOlnl l{idgc

( ',11cnov1d, I\ Y

)

I hH\Lill(jUIII

[-)l'IVf',

HANG GLIDING

/\11 e:11crn1, 1q1pnrm111cn hy 1111 incmcl1hln pmlormnr

/\/Im a qmnt por1orrnanco

iho Se.ah,iwk lws ll11c:11 hnlcl ovm 1or ID 7fl llut rnrmy irnpmlant

i1ilV(; ill)DII fllilliU Jllo hiq nuws trw; vr,rn n fe11l1Jm frn111cJ only on acJv:rncec1 ultraliqh\s flm111nu km,I Wl1,1t 11;11; t111c: dor1n lor 11lrnacly h;mcilinq Clnly lhc, tios11 All o1 !1111 trmlitiun11I hm·m mt:.11111,ci 111 11cicl1l11m tlm qlrdr:i mile; w1tl1 rnuch oa;;c. You'll IJc ritJlo to lhormal with incruw;r?cl confir1ur1ce mid cv11n lu,;1; f:flort 1111w Wl1ollmr nov1r:r1, or r:xpmt, you'll 11J11lly cn1oy 11y1nq w1111 t11e

Now lcmd1no tl11:; yorn. Thu rmw lift ancl lwac1 out AcJ<J1nq crnw1m1m1co, rmw f:!,;t trn1c:innm ,;yl>tom on tlm 11ppor lu111ti111;klus The r1uw r1nllexor sy,,;tum also rm1km; "ct up Al; i11111,; wurrn1't

tlm

llrn

qHts you i11 the air soo11m and uliminatos

Seaha\l\Jrk contir1uus 10 offer slanunrd wl1at ollmrs criaruo cxtrn rmci cc1blDr; just tn n1011tio11 fowr Allot t11is and n 1oro tor

/\n old lriencl with new pmlmrnmrc:n

tndayl

This lighl, compact audio-visual vario ha,; all !he features pilot could want and is backed by years of in building varios for sail unconditional one planes, The 804 carries

warranty, rested in both sailplanes and hang gliders, the 804 operates on the altitude derivative principal, the silicon chip alti111cle trnnscluccr

US! l(iA has moved in with new im,uran,,:c company, has been improved with no iu cost to our members, The $500,000 limit still stands but the deductible has been rcd11ced to $250, Motorized hang gliders now

allitudc and operational amplifiers used to amplify the signal and to take the derivative which is rate or climb, The vario is self-contained, rcquirflash and feat urcs no external panel mounting capabilities, I

Fernando RcL,

Cliaplcr (available lo chapter clubs only) is available for $100 for the first site, $50 for each site I hereafter with an unlimited 1mmbcr of owners per site covered,

Odyssey working on deployment and opening aids for parachutes at low speeds and altiiudcs. Dave Aguilar or Odyssey Sails is now developing a pyrotechnic opening system to complcrncnl his hang glider parachute system, He i;; evaluating I hrcc di ffcrcnt .systems for simplicity, reliability and cosL Testing will be done at Fllcnvillc, in early September, Ile is ltopiug to make ii compatible with all existing pmachutc An offshoot from this project is 111mliricalion to his parachute to incorporate an anti squid line, Anti-squid lines arc incorporated lo promote parachute openings at low speed, by preventing squidding of tltc canopy and thcrcl1y improving the low altitude capabililics of the system, Squidding of the canopy is the tcndrncy of the skirt of the canopy to partially close, due IO drag or the slowing canopy with the velocity or the load (pilot and hang glider), and the positive pressure on the 0111 side or lite lower portion of the canopy, that the mouth restricted and provides a slow filling lime, Anti-squid lines also acl as center line which pulls down on the improving opening hy reducing I he canopy rilling volume, increasing the vertical drag area, while decreasing the Ano! her advantage of the profile drag cc11t ral rigging line in maximum fabric circumferential fabric near !he vcnl, .ast but not least, center line rigging also lends slahility lo the canopy. f'liis 111odification can be rclrofitlcd to all Parachutes, The only disadvantage or center line rigging added bulk and added steps in packing.

1t has come lo attention of the research and development department at Wills that may with the pulley-type billow differential employed on many systems now The problem involves a tendency of the cable to

arter

the around the T'o date, the problem has only shown up on few which have had lot of hours on them, but there is reason to suspee1 that eventually all which utilize pulley system will to this Wills !ions to this 18

feat urc special point

all pilots whose system should carefully

the

especially in

where the Wills

contacts Ilic

cable,

includes I he around the small wingpost pulley.) Look for any broken strands, or any indical ion strands or other

fat

the

cable

of flattening of the Any

should Ilic

part on may turn out that a

regular replacemenl schedule for these cables will he n,,,:•pss,i,,"

HANG GLIDING

by popular ue1111rnc11 fhn :,tm ol tho 1

r tlm tt1rou[Jl1out tr1r,

cont1numi msernch m1cJ c1uveloriurnent ll1orouy1lily tcstccJ anrJ proven mu rciicJy for you

fl totally now nppl1ccJ lrn11 l1ric1 drmmilically 111crcascls tl10 alremly rmnml,iible prnformnncCJ Th., ;Jf/Yr1 douhlo si11faco 111 \11[) r:ntic1.1I \f4 cr1orcJ ;iru,1 provider; ll1q ;it botl1 of tlm H11s, cmnt11nncl w1H1 many ir11provern1)11t;; the f11lly c:11rnt1meci anri hnltonmi sail, rosults 1n an oven lowur sink to crawl, float 11pw1mi:; 111 tl1r, weciknst tliurrm1I, 11ml tllen tu 111n nnxt. Oncn trm 1s !Im ship uveryono will look up lo 111 1 liiqh rn11oy clrnnq iii fl c;uiltlo loqm1dary I 111nmt1p pressure,, 1r1,1ta11t intrn rnud1nl() to uxprnt pilot

ot 1111, tlon11nq keol pocket will rnnkc, our almmly 11lrnrn1s l1rn1cJlinfl aml 11nequ11llr,cl 11labil1ty put tile f.m li11ck 111 tly1fl(J trn Ilic

You'll 11otico othm 1rnprovr,1rnJ11ts with 1111mnal ad1ustrmml Ou1ck f11str,r11nq

fl comp\C;tc,ly 1md strm1rnliriecl rluflimir this ,mri Ins:; rimcJ Tim lumllucklus me also qor1c from the top 111110 propannCJ on tlin qround, mme lirm, prnlorr111110 1r1 llm ilir IJest

now nvc,11 lmltcr

Three later I'm out of a of wood and bushes two feel below the lip of the Mt Wash. take-off ramp. I blown a soarablc launch, wiped out my down tubes, dented a brnised my ribs and as I find out later, gotten oak, or somcthi"ng as bad. Some hotshot pilol Fort unatcly Ken Fine rescues me and takes me home to his lovely house on a lake where l fix 1he Polish That nigh I and we chase around the summer beaut ics and bar I cud up $30 on ball before I get away from that wizard. There arc lot of ball machines up there. As I itch my up to Vancouver, B.C , I'm thinking of last meet, the weather which almost ruined it, and the the that area. Arca is too Yeah, Plot has a nice funeral sound to it This year promises to be even better. The weather looks excellent, there's to be a hclicoplcr to take Lhe up the hill, and the Snake Pit is "four times and cc! in clover," to quote an official who shall remain nameless. Dynamite. Lt:t me at it, and that money. come into Vancouver in the late afternoon and instantly !'eel at home in which takes me an hour

tower on top of Grouse Ml remains or my now around 4:00 in the afternoon Tomorrow is the first day of competition. I think I'm screwed. me looks what 1've done karma wise to warrant the tram car more curves into my than it needs. Bui Jct rnc start from the I'm an actor, TV mostly, and t have been a little, well, slow here in L.A. How slow I'd be to tell you in person, but you'd have to buy me a beer first. Such disclosures can be painful. Anyway, I've

just bought a and I'm itching friends at chance to become the hotshot on Now, I have the time. And l have an invite to the Grouse Mountain World Invitational a month from now. So, I'll practice and go up and win the meet. Over the next three weeks l rack up ! hours in my all.red with the star 011 the right side. I get a lot of cute remarks about my "Commie" bird. lt 's a Polish Air Force , I say. Ha Ha. So in three weeks, I'm I kiss my wife and and head nor1 h.

Van and [ can sec brightly. colored spots around in fronl of that st ill the l race up Capilano Road to the landing site and nm up the trail. I-Imm. No clover. The landing area looks about the same size. Hmm And the trees look taller, allhough after the numb wears off I can see that more of the area, or Plot, still a Plot, has been cleared and It's now a thermal generator Well, the clover wouldn't have lasted long anyway. I sec some familiar faces and say hello, hu1 I haven't been in the Plot five minutes when an sets up his downwind along the trees to the west, down righl on the line for that bullseye and lo float .. and float ... and oh man, he's to hit the trees! Ooo, I can't look, but I do and he crunches into a drops one about ten fet:t off the leading edge and snaps the cleanly in two. A cheer goes up. He's survived without injury. l look around at my friends. These guys an; crazy. You won't cat ch me flying death trap. No into this HANG GLIDING

trait strikes me the most. He to beat me handily, J'm what he knows that I don't, "I turn left, when I'm thcrrnallin', J\t J'irsl it comes aroun' slow, like this," he shows me with his hands, I smile patiently, "Then, woosh!', it' on aro1111' before y'know iL So when we: gel in thermal together, better watch out," All of this useful information he in a ly reasonable manner, Not at all as if he's really just an elementary bit of psyche-out I thank him for the inf'orn1;i1ion It'll be useful, I I'm not already in the thermal and t won't even be Then I him, Chris Price has overheard this conversation and ii is too much for him to resist, "Hey, hey, this a he says to Bob, "He's got titanium He's not afraid of with anybody. So yo11 bet tcr watch out!" Bob Calvert looks at Chris like he is some kind of Martian, sorl of and goes to his Than ks, Chris, /\gain, by luck of 1he draw, I go second, This is an If I can stay up near where he is. Which intend 10 do, I wish my opponent luck, and he me, launches, I bail off The have been soaring a house thermal to the right of the Tram building for over half an hour and we head for ii, To my surprise Ihe is not climbing away from me like a 747, We hold about the same altitude and as we lhc glider-filled whirlwind of the thermal, we veer

10 1hc slot in I he vcrt ical array of soon feel a good solid pop under my left jam her over and head into substantial lift l turn once, vario 500 feet up, J\11 Oops, watch out for that Maxi, I find Iii tie hot cores and crank and bank, up inside of' some t ltc wider t and whenever ' condit ioncd have space on my same level, I natt en out a11d look for slrongcr lif1 When somebody close or is the wrong way, I them the room I require, but no more. , and that I have vowed to I akc what I do, Which is more than l can say for my heads I rong British opponent, He want nothing to do with the crowded conditions, Who can blame him? B11t it's a contest l lc never cnlcrs the thermal, to it out in lift down lower, I watch him like hawk, whenever I can, and after each circle he's li!l lc lower and a Iii tlc closer to Then I lose liim, J stay i11 the lift, dodging other Old ones who've maxed !heir time of 50 minutes leave, new ones come in, The thermal remains faithful, I.ift increases and decreases, J lose thousand and Ihousand, but I never ii up until I have maxed my tim,:, At 50 minutes I leave t!Jr Pack :mcl head for the Plot That Oil lhc ground, I let out a big and holler, lose my last 1,()()0, circle around I he tree, hit some sink, downwind lhc lrcc row, watching the bull, watching the bull, 180° back, five: feet above the trees, now's the time, dive and left bank, The sink below the trees

got the is there, lrn1 crnisc through ii I float , float , sl rel ch for Ilic bull, but don't make ii, I land in I he 300 hard lo and hits, I lose half my lc!L But I'm l 'vc hcalcn the Englishman by minutes, He walks up, but a sportsman. "Brillian! just brilliant " pumps my hand, "Thanks, " Nice of you Lo say so, bul I think you j11sl blew it Now I'm tired and hot and and l'or food and shower and bed, Tomorrow's another day, But first I catch news as I watch some upon the day's more landings, Some of the leaders after 1he first day , Chris Price, Dean Brian i\llcn of Grossamcr Condor fame, and ilcnn Hockett, who is already to nm away with Ihe contest I le has two scores and two in a Scahawk That night Randy Newman is scheduled to do a concert on !he top or lhc mountain, but not enough have showed up to make ii worth his while, so he doesn't show up cilhcr I him a 1.cro for the l'lighl,

is discussed, As many new problems crop up as would be solved, of pilots decide to the and the arc, To their credit, the meet officials accede and the meet goes 011 before, The a is good, the HANG GLIDING

(i'Oflfl!llll'rf Of/ f)/IJ;C 46)

PHICF

BOOKS

OUANTITY

AMOUNT

!Ill COMl'I Ill OIJITITTING ANll SOIJHC[ BOOK l(lll llANC Gl.li)IN(1 IJY MtCl\ilCI MnmJel:)Oll IJ1story !))(l(J(;IS accw:;, :;cl1001s 01 SKYSAILIN(; lly flick Canie1 ILY. and 111s!1 uct1on Basic infni rnat1or1 or1 tiv ,James M1a1ek r11q111111rory 1IMJ(; r;UIJING ANIJ ;ind flillcl IIMJ(; Fl !Gill. .Joe Aillc,;nn c1111I Bill W1il,11111', [111111 e1li111111

3 :ill

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ll 10

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1111

0% fl. 1?

ll· 13

SIMl'LII IFll 1'1111 Ol1MANCI

fl 14

IIANG Cl !DING I OG ROOK. 3? pd(JCII Desi1qnurl especially 10, p1lo!s X 7' IIANI; GI llll~I, MANUAi ANIJ I 0(, liy llan for 1,cq An dSSt!t to 1nstiuc!ors of ,1 X I Al !)f1 0HTINU CODF f Of{ P1ov1des 11H' requ11nr11nr1t', 101 rnconh acl11evemen\s br1dqc:; ;rnrl Wo1ld Clrn11p1onsl\1iJ',

ll 15 II· IG

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IN(; iiy Jack Park

] ?() I !JO 1 00

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1\l 1at11cr be lcc111r1 ql1!11nq

:iO

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The Super Strata. Note

treme/y low twist.

and deflections arc what the sail we wanted. This there has been an number or Tom wilh lhc invaluable assistance or , have been invest I this for some time and some definitive conclusions should he available soon The met hod used is one I hat was used in the 1930' s to invest At that I ime the calculal ions hand and it took months

The unique plan form

group of comlilions. Today, with even small compulcr, several conditions may be examined over a of minutes. While generally it the conditions virl the indicates tl!at moderate pitch with level of stability al will help a

the Nova 190.

of attack moderate of keel with an

in conjunction with "bridled" hattcn. When the sail the entire blows down, virt between the internal float the bridled batten is equivalent invidcnce

HANG

' "

•

• • • •

•

• •

onrl m11n11Jnct11rers /11 cornpelition lhmuqh promo/ion of the cmnpetilion rrsulls cmd the promo/ion of indiuiduol meets Coordinates ond puhlislws dotes of u/1 cmnpctition lo cwoid conflicts • /~epresents the in cornpelilion with jorC'icin leums l'rouidrs ins,mmce for site /nndowncrs nnd d,cl,s l111!cslicJutcs u11d prouides infrnrnot/on 011 oil tvpes of !\els u ne,iotiotinq body for i/1e deuelopment oj insuronce cmd the rcducl/011 of prcmi11111s requirements for site lcmdowrwr /iubility protection /he ffung Mcmufocturers !\ssn rcq11i1·e111ents for certified qon/s !\/eris the to ot competition cmd lhmug/1 promo/ion of I unsafe /echniq,ws or er1uipmcnl l'romotes the tec)mic·o/ odvorJC'ement of the science of hong q/idinq pu/;/iculions cmd seminms interested in(omwtion on

S11/Jscripfion to a ,·ornp/ctc mnuaiinc on tl1e sport of hcmq ylidinq wilh imrmrtant infor1m1l/on on new pmducts, sites, 11/idcr defects, reports, competition. new techniques one/ acliui/ies Personal liubility insuroncc The s11pp01·1 of n na/ionul orgnniw/ion wlrich promotes cmd s11ppnr/s in almost of the F/\1\, Watches ooer nouemnienl requlolion

national pmks, etc. ,md rl'presents glider pilots in • !\cts rhe primory uoicc of glider lo tl,c Fl\!\, other pilot o representoti11c oj the !\ssn. ns n of the Fedemtion !\eronm1tique /nterrwtiona/ (Fl\[} to represent hun.11 glider pilots in the Worlcl !\uiolion O,gunizolion • Sits on the C/V/. su/Jcommittee 0( t/11' Fl\/ to cstublish comr,ctilicm p1oredures. codes cmd other world hody J<eco,cmi.%es flight uchieuernent prc-m.•11h1ution ond puhlicotion of l<c,cc,qr1ixc,s nnd records slc1/e records Publishes unofficinl and notc1ble record the officio/ hod,; for prescnlnlion of records to the estoblishrnent world r1<cords ochie,wment thro11gh Otto l.ilicnthul flight achieoernen/s (]others, unalvses nnd duto on US. cmd world occidents to encourone safer techniques nnd equi10rrie11t Prevents accidents by enco11rnging pilots lo their skills witli t/Jroucih the pilot rnting svstem />rcuents loss of sites bv pro11idinq site rncmnyers the proficiency system one/ its monaqemenl Allows pilots to flv sites hy them wit/, ci uniform nnd firncly roting systnn, mling cmds and lists rated pilots Provides the c!ericnl support of the mlin</ system. cxmr1iners. ob.semers, exmm crnd contimwl upclote of the system Prouides for mtinq of tow nnd motorized Pn,uen/s unC'll1icnl or 11nsCl{e lmininq tl,ro11qh o nalionul qliding

rnolorizcd

for rnotorixccl hang 11/idar motorized hmH/ ulidinci Lncournqcs rmd rnm1wws rnotorixec/ /Jc111q lo prcucnt conflicts /Jc/ween hunq qliclers and 1110/m oucr sites, slondcnds, !\/eris the members to or unsafe husincss practices ornonq iilidinq rnun1Cfac/urcrs Promotes the cxc/,cm<Jc ocloancernenl in !he sport through nationol fly-ins rmd Estohlishes u fund for development nnd protection of han9 Promotes lorn/ c/u/1s thro11q/1 the US/{(;!\ Chop/er aduertixcs their existence to new members. prnrno/es t/J('it news nnrl coordinoles oc/iui/ies • Sells most rnnjor hooks on hung and rclntcd log books, r1cc&'ssories ond USHC,!\ pins rmd Promo/es mnnufncturcrs. the press. interested pub/i< deniers nnd sc/100/,; hv ncling ns u point of und new rncmlJC'rs. lists of Conducts semi m11111n/ of o Boord of for the confinuol rcuicw ond reuision oj nctiuifics Condurts elections. ond results for u dernocrntic nntionn/ !JOcly use gliding ecl11coliorwl instit11tio11s l?ewurds non f/i11ht 011/stonclinq 111 glidinlJ through the bi Gnrdio trophy Mokcs recornmcmdc1/ions lo tlw conccrninq oword of nwords in aeronautics Js conslontlv ownre of the cueH:hcmginp stu/11s lwnq .11/idin,, rmd nmtinunlly introducing proqrnrns ,vlwrc thcv ore needed in !lie interest of hcmq glider pilots USHGA DOES N01': Sprmd n1onev on /Is prcsiclenl or directors Tl,cre ore no snlnries or expense occotmls {)free/cm: puv for ol/ their own exnenses. The only pc,id personnel ore the office slnf/. t/w editm· und c,ssistrml Eeceiue nnv uouerrm1en/ support Mainloin nn expensiue of{ice Spend money prnmotinr1 cornpclilion We depend on the /wlp of our nwmbers ond volunteers rncmufncturnrs

rmd lrninin.<1 lwnq prnmolion lrnininp of instruct,m.; in certifirntion tlw instruc/m cerlificolion progrurn IIJ1·c,uqli iss11unce of of cer'tified instructors, beqinncr nnd (l(foonccd instructor

crnd rernoouls. inuestiqo/ion Munugcs u

rnntrnrinl updnte of the system

ond soiircm;

/ .stn/Jlis/1es 11 code

instructor system of

competition Publishes " one/ limely of cmnpelilion mies gencrnl use Mcmaues o qw1lificalinn compel/lion svstern Conducts selection of fop pilots to offend the nntinnn! charnpionships nnlionnl to de/ermine t/1e lofJ pilots /11 the US and o Lemn of pilots for in the World C/1ornpior1ships support, defines rules um/ rn,moge the World C/1urnpior1ships thro11uh the C/V/. Subcormnittee of.t/1c Fl\] Sunctions other competitions cmd supports t/1e snfety rind well beinq of pilots participulir1CJ ® Promotes the pilots

n snfety code fm

I liability insurance medium for discussion via its monthly rublication, H/\N(~ GLID!N(; magazim: Rates pilots and certifies instructors Sanctions meets for national and international championships Recogniws with Otto Lilienthal Awards h<2,pres,2n'ts you internationally thmu1Jh th,! National Aeronautic Assn (NAA), a division of the /\eronautique lnternatiomile (f'/\l) liason between pilot and the public ing han11 glidin,J ill government levels l apply for membership in the

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90066.

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"The ALPHA I flew was their largest size. Even so it impressed me with its quick response and easy handling. It was truly fun to fly:• T. p h. - .om eg my Independent Designer 1977 Masten Champion

"I'• totally impressed with the ALPHA. lta com• bination of easy handling, stalllllty . .

......

attilllcles. and excellent .tnk rate in tight toms makes It an acepd.,... tbe1 nffing alldez. The quality of the workmanship an• hardware Is .......,......_.. - Dick Stem -Old Mon of the Mountain" "Tlaermalling • - always a lot of work for . .; ......_ thrown around and forever dumped out. My ALPHA . . . .s to stay la thermals with so Httle effort. My flying skills have improved more In my ALPHA than in any 91ider I've ever flown. I love itr' . .,, C - .,an ase Chandelle San Francisco "The ALPHA is a true Supership ••• bar pressure in .roll is definitely lighter than the Cirrus 5 or Osprey ••• it feels utterly stable regardless of the bank or pitch angles •••This may make the ALPHA the best thermalling glider I've written about in this series!' - Dan Johnson Glider Rider

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HANG GLIDING

of the al that time , it's hard 10 talk about ... heard it snap,

itself'?

Well, when that

at t the second after the

soared about five minutes on the off area. did Level with take-off II wasn't outrageous. He soared back and forth, made passes. I told him lo be and Ile was. I and lost the down without a1 take-off, looked was some cumulus dcvclopmcn1,

clouds 2,000 fl

small

overhead about thermal

ragcous. When I launched, take,off and star1cd to series of 180's and

I'm not

it any more, sure the control bar remember the way unt ii it hit the

360's. Arni 200 f1

and all the

wasn't

or, and l was above it but leeward, out, encountered part penel same thermal, did ano1 her 360 ° and just

above 1hc out well in front of the now, didn't have to close. When l abou1 50 ft. encountered what fell like some smoother lift, and uh lo think about turning, or just s1ar1ing turn, fell out I he fronl side of it, The nose and

down. strong the chute

HANG GLIDING

bar

take-offs

at the

surveyed the strip long ft.) and

to the cast beyond.

for

first-hand aeernmts of the disappointments last springs eternal meet committee would learn from its mistakes. I had heard that if matters didn'I run satisfactorily, that this National Compeliticm be the last.

1\/11,tnrrnu across the plains and through the Ohio smoke one enters the Allegt1e11,y Plateau. across Permsyl· into narrow vania, the highway where one turns mmh towards Lock Haven, paralleling an infinite that a head and behind. This fades in the ridge has been used to sailplane world distance records. One heads up Route 120, scenic road that follows the west shore of the River, walled close peaks that slide in and out of view at for turn. The road cmves and miles unt]] suddenly the mountains step back and the Hynt~r View site appears.

lo the winds for miles through state forest lands and ends at the Byner Vista State one point the road the view opens up to perfect shot of the takc .. off about

the launch area. This all the incentive I needed to careen the last mile or lwo to the top. It 18, the first schcd11kd practice day. Pilots checking harnesses and "'''""'n" around the trees scattered in the seHip area. Launches were prcJccc(t111g about every 30 seconds as some pilots ran down the slope front of the park's retaining wall, others utilized a narrow ramp on top of the wall. I threw my together and jockeyed to the ramp after a careful take-off was effortless. thermal and studied the green mountains extended in all directions, broken the sinuous, river far below. launch area was cleared

landing from the lop. l floated to spare and started down. I up and settled down long gently. I couldn' I help overhearing com men ls from some competitors. The of the country's If the meet officials did their part, this event would be a soaring

PILOTS I rnentioned earlier, r eager to meel und with the contestants. As cred ii to our sport, there arc few donnas. and patient. ! had a chance to meet pilots from all over lhe co11ntry. The format of the Nationals requires a to qualify in his region before he can come to the main event. I that was a good crosssection of America's lop pilots. One pilot enjoyed meeting was Tom Peghiny. His was He looked in his brown ancl yellow glider and color-coordinated harness. l also talked with Joe Greblo, who arrived late, aglow from his win al the Bishop meet The brothers (incl tiding Henry, last year's national champion) showed up with their formidable clan. Steve Moyes from Australia and Per :su,n,;vn;w from Norway were two extremely

HANG GLIDING

mccL" At the first

sys Icm

and free was a rccrcalion area were availahlc next the all indications this would or

ten to validate the choice. 20, the first day of The wind was down. noon, the day' events cuncclkd when culously, the wind up the hill and meed to the lop for This or the to be the best at one lime circled lake-off, while about ten experts 3,000 ft. and the the postponement

ton

social fun and games The next everyone was awakened ride up the mountain. had to weather was more propitmms. The winds up and the task was a closed-course duration with a The idea

the meet,

FRONTFWW, LEFT TO RIGID·: Chuck Stahl, i"lolly Raser, Skip Frank, Jean Blancher, Bob Cummings, Joe Miller and Milt Borden. TOP ROW, LEFT TO HIGHT: Bob Moore, Jay Haser, Glenn Stillings, Dan /--larger, Harry Goldburg, Tom Milkie and Tom Carodiskey.

180). fm the ended about pm. were treated lo a of hundreds of free including several tandem exhibitions. The contest was running smoothly. thousands of spectators showed up and tornaclos threatened Three check made up the Iota! accumulated airtime. It was hot and everyin the river. Many pilots on rafts or tubes and downstream. Others threw tried game continued. chord mild cold front had By the next passed, visibility was 30 miles and lhe 8 winds were in. The first task was a pylon course with spot This was HANG GLIDING

1lldf1CP

gliding reldins dcsin~d by dll

tlw

in lo datt', yet diso maintaim a11 excellt•nl sink r,11<'. ! lw mddc d spt•Pd run dt Lookout Mountain in Chdttanoog<1, lPrrn. to the point ,md back in rni11utes. (This time would have walk, ed away with second place di t hP

Creal Race!)

Other features that make the Glider power include:

ConsidPr thPse /,icts when looking di your rwxt (or first) glid(•r. Nose dngle St,ill speed I II) Sink •,pePd .... Mc1xirnum S;iil Billow .. lhe falcon

V1 is the result of

h;iustive studies on drag reduction. It's

it Pnds. Ilw Fdlcon incorpnrc1t thf' h;indling c:har,KtPr istics you'vp come to expect from Chuck's gliders, speed rangP<J control c

As usual with Chuck's

that exceptiondl quality perfor .. mann· do in one glider ... the Falcon

There's more, but to tell of the

(continul'rlj/"0111 page 23)

Whitehill. Face George comes from Chandelle Francisco too, and he's flying real pretty Oly. We that it will be soarablc so we wish each other luck in the bull and decide to do some away from the I look toward the ramp in time to see a Condor full stall off the end and from view. "That's bad one. check it out. the stall

the knees turns, and solid sink. In a minute lose ,000 feet and realize I'll make it As I set up for to uncross my eyeballs, I watch Steve come in. He too has maxed his air He floats all the way across the Plot and hits the trees. zero for the . Bummer. Then it my turn. In over the trees, dive for lose and drop into the 300 nexl to the bull and the bar. My poor heart bolt will never to me Another 150. I'm bushed. watch a few more up my and head fort he officials office to check the scores. There is a note pinned to the bulletin board, a xerox of a memo from one of the tram operators. It reads: I had 63 passengers. This wns a mixture or staff, pilots and public. (Mostly public). Nearing Tower l I warned passengers of the sway that will occur. Chris Price com· pet/lion No. said 'ls that because of design fault?' I said 'No.' Aft.er the tower he said 'l bear this tram was built by the same cornpany that built the Squaw Valley tramway.' l said nolhing, trying to ignore him. I le proceeded to describe in a loud hoominu vokc the gory details of the Squaw Valley incident. This proved 10 a very uneasy situation, as the public was alarmed and some were very scared. This behavior on the skyridc is prohibited and unforgivable. Anything than disqualirication wo11ld be an ins11lt to our opera lion.

At the top of the memo the words "The American" are scrawled in ominous black letters. Actually, Chris doesn't look .at all like Marlon Brando, did the film). I . I can see him with that bad boy leer on his face, doing his best to scare the hell out of and life miserable for the poor tram operator. Y'know, wasn't even What's this world to, V The next

for as the streak holds as my op· ponent for the morning flight is Jerry JacobBennett's new Phoenix 12. Jerry's son, an L.A. boy like me, and he's I'm off first and it's a repeat of the first flights, no lift and lots of We scratch around for awhile and then Jerry tries a li!tle strategy on me. He's got all about l ,000 He to get real low with me, then shoot over to his hot spot and outlast me until I have to head out for And it works. He disappears and two minutes later I see him some

she

suffers cut mouth and that's all. She's out of the contest, but she's ok. Hers is the only crash on takC··Off of the entire meet an excellent record for more than l ,200 unless you consider over the end of the He tripped over his ramp in and followed the nose off the Roy rlaggard

st u IT "You mother!", low to him. minutes later he's 500 feet above me and l 80's

a losing battle, I've only got 800 feet or so above and I'm almost mile away from the Plot. maintained his and for the bull. all the way. I wonder if he'll up any lift over the houses. Hell, I'll even be too low for that. But I on little And get I seems to become a little stronger. I'm up, maybe just a little, hut it's I turn back. Sink. 180 back, then, it gotta be there! And it is. 50 feet. Then zero sink. Then 50 more! One eye on Jerry. Wahoo! 'm hack up to where back from the was three minutes of defcal can and head I scratch then into the for the Plot, pattern. Down the row, dive into the dead air .. only the air is not so dead. l gel down at a pop and the at I'm damned if I'm gonna float past I need I hold my HU

without I grunt like I'm Arnold 200 lbs. and hold All

! This is Thal afternoon I'm to my last one.on-one opponent, another

landed

of all. George and I land within 30 seconds of each other, and I nominally win the heat I beat the Plot the bar off after and I've been consistent. Won five out of heats, gotten few poinls. Ir l can into the finals. Before this last heat, I was in 19th taking the top I

out in the south canyon for 30 minutes, back out of there and his flight, for starters. Three bullseyes in a row on his last three for a raise. And the best is yet to come. Tomorrow the Last Hand. Later that publish the scores. I'm in! Hot Damn! 19th And by seven l ,050 separate 20th from 4th. Glenn Hockett has held on and to the lead wit.h Tomorrow should

HNALS won, the finals in such excellent company. I'm more relaxed than any of the previous days. lot of haven't mack it Hotshot As it turns out, the only blemish on the entire meet is the rules for the last Instead of one-on·one, there's an open window from pm to pm. Everybody must be off but otherwise it's your wrinkle comes in the choice, man. The HANG GLIDING

lands last

John Davis--Condor 6. Scan Dcvcr--·-Condor Tom 2 8. Gkn Ilockctt--Scahawk 9. 10.

Maxi Maxi John Duthic-,Lancer 4 4. Rouch,,,,Cirrns

testod to 9 G's positive & 7.5 G's failure. 1 0

LEFT TO RIGHT: John Duthie, Steve Moyes ami John Ogden

without

certified. minimum rating 2 required. * each glider test flown.

ERTIFICATION FOR STARSHIP 108 NEARING COMPLETION

STARSHIP

100 x Nose Leading Keel Wing Span Sail Area Billow f'latio

100' 22 ft 9 ft 33'8" 175 sq ft 112 1 9 I :I 140,200 lbs $975,00

'Includes cover bag.

108

108 °

ft 8 fl 35'8" ft 164 112 8.0 9 I .1 120,180 lbs $1050.00

!Break down

STARSHIP

108 108' It 91t 178 fl 1/,, 0 7.0 I :i 140,200 lbs $105000

option $30 extra.

STARSHIP

108 x 108° 1t 9.5 ft 35'8" 186 sq ft 117 6.2 9 I :1 190-220 lbs $1050.00

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HANG GLIDING

L /\MIN/\H :;y:; ITMS Av" dC' v,ncd":; /\rn1lw1m. C.ll1f 9?001

Inquiries Invited

Pilon() (801)

Wolcom()

(conflmted /'rom Jlll,i!J' 34)

,3s1w1uav. August 19:

The window remains closed until late afternoon, while pilols sit on top rn"ru""'"''' watching the changing conditions. Finally, Joe Grcblo, a IO Meter, decides to go for it. Joe had been one of the top scorers the day before, hut on this flight finds only sink on his way down the ridge. I am determined to be mon: today, that conditions arc and wait for some improving. Finally conditions do 1mnnwc and suddenly several pilots arc climbing in a thermal a few lnmdrcd yards down the from take-off. I launch and directly into the and soon find myself climbing as well, wingtip to with Chris Price in his 224 Condor. I'm surprised at my ability to concentrate and focus intensely, when I had spent seven hours around on takc··Off. At 3,000 ft. above take-off I'm still climbing, hut the thermal is weakening and I'm fart her and farther from the pylons. It's after 6 pm and I decide lo head ont to the pylons, while I have the altitude:, t,c>nr,nn the: lift will soon be I'm able to circle the fourth pylon, but not able to stay up for more than 42 minutes. Still, my score is about for that day, although l'm still way down in the overall standing:s. At the top of the Stoll, flying a have no idea what the team st an dings arc at I his point, but Moyes, and Highster seem to be near the top. Sunday, August 20: The last day or competition. By now I on laking off realize that everything at the time. I have my in posit.ion as l watch Price launch his Condor and soar the to the left of take--off. He seems to be maintaining, hut l hcsit at c as few other pilots take off. Falcon Chris on the ridge, and I decide to go for it. For awhile we're all climbing slowly, small pockets of convective lift along the face of the ridge. In the midst of my intense concentration, I

stroke of baci tuck.

Phil Mathewson catches a tip on

Telluride 1978 is now history. who was there will have come away with his/her own of the expericm;e. For me il was an enjoyable to fly such a magnificent site, and although the contest was at times frustrating, it too was enjoyable. The meet was well run, though not without problems, and people genc1·alliy got along very well with one another. The small number of flights, and the rn,lil',illv conditions ,.;",,;ir:n,-,nf luek factor, but the opportnnit y for each pilot to choose his own launch time and the fact that learn scores were cornputed on the basis of nine total flights made the result relat more forward to next fair I'm meet and hope that I'll have the on,no,rt1mitv to he a part of it. ..-,

take-off.

am struck by I he realizal ion that this will be my last in these mountains, and wish it were more soarablc so I could relax little and enjoy the scenery. I'm about 400 ft. above take·· off now, but the lift begins to die and I sec the Falcon to lose it and head down the tow:mJs the area. Soon I it and I follow him, tlr>on,,Mi,,lu Sl;arching for a thermal that will save me from going down. I find one just in front of take--off, and for awhile I think I have it, but it just too small or I'm on the wrong side of ii and I lose it. I find and lose several more on the down, I'm prolonging the agony but am unable to stave off the inevitable. I'm on the ground and the meet is over. I find out later that the Moyes Boys turned in three scores on Ihe final to take a very deserved rirst in the team Stoll was forced to make an emergency landing in a small e1p,inno collected several stitches in his face, no points, and from first to twelfth in the Phil Ray, flying a 164, finished at the top of the individual standings; a position he was never very far from throughout the meet.

, , . Ille 1978 Telluride Hang Glider lllvila!fomd lmlividmd M:m1Ji11,is: L Francisco, Highstcr Aircraft, 164 Tom Haddon, Mechanicsville, VA Seagull Aircraft, Ten Meter Larry Tudor, Draper, Utah Ultralite Products, Spydcr John A.K. Vitoria, Aiava, Delta Glider, Maxi MK Ill

W. Austmlia Delta Glider Jack Franklin, Sylmar Sunbircl Ultralight Gliders, Nova Joe Grcblo, Sepulveda, Seagull Aircraft, Ten Meter Ed Cesar, Honolulu, Hawaii , Antares Phil Mathewson, Vitoria, Aiava, Della Glider, Super Maxi MK 6 Keith Nichols, Albuquerque, NM Electra Flyer, 160 llif Huss, Longmont, Colo. Manta Products, Fledge II Stoll, Long Beach, CA Aircraft, Ten/Five Meter

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THE HANG GLIDim SHOP For the in stock inventory. USHGA certified much more! Call H4:l-1074. Blvd., La Habra, CA. 906:Jl.

I~P,S'{Ii'.!Sl~R. <CC'ustom µws,,,Jv,,,, trailer. Test flown offer. (512) a45-7702.

Sun bird, all other demo. '78' model gliders BegHlll<ll' to advanced instruction with Instructors. MOTOR-GLIDING and instruction available. Van Nnys, Ca. 9 [41 l.

FLEOOLING B. $800. 8 a.m. to 6 p.m., Jim (:JO:J) 444-2656.

F'Limcm B. a beautifol $1000. (303) 2:18-4673 or write ,lorry Martin, l l600 Carmel Dr., Lakewood, Co, 802.15, MUST SACR!Ii'lCE! Need cash. ICARUS V mint condition. W/hox. A model. Excellent con, dition. Will deliver Call (916) 346-2115. CtUJCI{SILVER Rainbow wing colors, bag. Good condition. $450. (307) 2(,5,8852. RUPim 40 FOOT Ml'rCHELL WING. Ready 1.o fly, motor conversion $2500, including cover. (714) 9Hfl-165!J, 771,0060. BIG Kf'l'ES UP SPYDIDR 185, $450. CUMlJLUS 10,185, $? Cal-Central Glidern, (209) 224-9985.

W.O.W. (WINGS OR WHEELS) SANTA CRUZ. Di,itrihutor for WILLS WING and accessories. Sales and service for al1 Demos always ! his yen1, il

CAN WF~ HELP YOO GET INTO THE AIR? Do

CUMULUR EIPPER Eipper team pilot is moving up to an aml must sell anex,cellent. flyin,g and looking Cumie 10, that has had oul,st,mchng care. Multicolored sail, w/bag. $600, firm. John (714) 4:33-4870.

SlJPJm FLY RT{Y.SAILS, INC. Dealer for and Electra Flyer. before you lmy. ,,,,,u ,,,, """«-!~",Y. Dmnos av,rn,rnic. Complete lesson certified olrnervera. Aldercroft Hgts. Rd., Los Gatos, H5080. (408) :lfi:J-2026.

1lwrnial,

$ /5 $ 30 $ 30

ARKANSAS

mount. (916) BlJCh)C>04. CHANDJ~LLE San Francisco Manta, F!ipper, Delta, Eloctm brands available. Wc stock new line and accessories, certified instruction: int.er1mediv,te, and advanced lessons available.. cmnbmr,d experience qualifies us to do the of the hill, Fort Blvd., Daly City, CA (415) 756-0650.

nore, Ca.

HANG GLIDERS OF CALIFORNIA, INC. USHGA certified instruction from to expert levels. A II & euu.1prr1ent

offer. (805) !137-4152,

of i nstrnments

We sell and ,iervi ce all parts, accessories. USHGA certified 11LS1tnict<)rs, Free ~a

SUNBIRD STRATO. 175 sq. ft. Plus new Price har· ness and helmet. Total Call Ted. (21'!) 8H6,l943 (nites). SUNBIRD STRA1'0

Clean. With hel· $6fl0. (213)

THERMAL SHARK. Great trainer. Seated te in minutea. includes hag and seat. Chris 462,f:i(lll or cm.o-•,,.,uo.

HANG GLIDING~

IIMC (;[ IIJIN(: Iii!) 111 ll()Ok 011 trJC Sfll!I llii!; lll:(111 up(l;itcri iJ l1rn1;:; illlll llOW 111clu(lc!! ii Sl)l:Cldl Sl;CIIIJII 1)11 111ql1: lilCi flil[JCS. '.Vi() 1ll11sl1at11111:1. (IV()I 1?0 000 s11ri 1 1111; i:ornpl1:1e llv111q 11111111· l1,1111i11ook ;rnc: ·s 11111rlc n1;i11s ac1c1 :lliiJ: tax I

Hi\NG (,I Ill NG Mi\Nll/\1 w1ll1 I or1 l1w 1·1osl ;iu'.11011 tdl1ve cnmpc1cl rn11c1se r:ompli:11: c11HI cxpens1v1, i)!ISIC 11111111 llldlllld! dV!lllillill) llsuJ d tlilllllll(J 11:xt l1y :;cl10ots wm lriw111r: $1 :1C poslpd1rl : Ci1t1l1w11c111s ddli 'lq: :;dies tc1x I M/\NNI I) Kl!IN[; I ty tlic ll!ill:rncl:; w1tl1 tl1c 011ty lllJok 011 tow l,11111ct1e11 qt111111q Sicp IIOIIS carclully 110Vll:I! lowed ft1ql1t rnlr:asc lo 111:c li1ot11 I Cdl1lor 111!111:; ar111 ?•11J: lax 1 '::ti I 0111 11 ! Ill :iClllflJ iV lll1(1Cl'IJl11

MA MFM (full c:ortificalio11 in

G & G POW~:R GLIDERS Them JS a hang shop in H.ouston. G & G Power Gliders complete line of rigid wing gliders. helmets, tubing, rifler parts stock, Rot.ec Moody units in stock. Complete l@sons for flight from beginner to power. Phone 9 or drop by the shop at 711 Ave. Houston, Tx. 77011.

MONTANA

WYOMING

··-·········--············

CENTRAL WYOMING HANG GLIDERS····Dealer for Eledra Flyer & ASG. USHGA observer & in· struction. 743 St. John St.., Casper, WY. 82601. (:!07) 265-7292, 266-3731.

7601:l. (817) 469-91/i9. U'l'AH

THE KITE SHOP AT NATURE'S WAY. Our ECO FLIGHT SCHOOL Ut,1h's oldost and most enccd, with USHGA Advanced certified rnsr.riu,r.,nn, Complete parts and service for r,:Iedra

08860. NEW YORK AERIAL TECHNIQUES at Ellenville. 'l'he east coast's largest hang glider shop. USHGA Ce,tified dealers for all manufadurers, most stock from our tremendous inv·ern,.nrv. Rt. 209 in Ellenville,

COME FLY ,JOCKEY'S RIDGE! !fyou live cast of the Mississippi and want to leam to fly a safely come to Hawk Kites. Wilbur into the soft Atlan· came here to learn tic breezes frorn is an experience which will hf, remembered. Thirteen stories bigb, it is the sand dune on the East Coast. We have taught over 7,500 folks to fly of from t.he soft. sand is a all ages. major fador record of Kitty Hawk Kites, t.he East Coast's finest gliding school. We offer SHveral plans all way to advanced in t.h,i mountains. Ask about our Fly /Drive which includes airfare, car rental, motel, meals, etc. If you need glider, select one while you're h(ffe from our large inventory. We carry the safest and hest performing the market from heginning/int.ermediate to formance. Send $2.00 for poster F'or a or write: brochure on the First. Flight School Hawk Kites, P.O. Box 886, Nags Head,

and Eipper. Distributor for the new BOOK, Salt. . 84102.(801) 35!). 79 l:l. Salt Lake's Hang Located minutes from the Point of the Featuring a fully stocked repair USHGA Instructors, lessons to advanced! new glider

WASATCH

ODYSSEY'S J<:MERUENCY PARACHUTE SYS'rEM. Dave pilot, Sail, Sky

WASHINGTON DESER'!' SCHOOL OF FLIGHT Loca1t.ed in S. K service. Powered 783- 1546. 14 25

(919)

OKLAHOMA

5000

11 155 to II

ratio ...................... 4.45

........... '102°

HANG GLIDING

Wills W1nq xr: 18'., 11??:10 No l1x11d tips control 11,11 1s 1111s111alcl1r,rl new rlownt1JIJw; IJSilil ll,1:;11t1JIIC w1tl1 V,1110 llidCkOI llr11cu 11111110 I' 0 llox B:14:1. M1:;soula Mont '.i'HlOi' B!Jr :lO'Jil l'l111t1lc Moose /1ppor 1>~1r1·1«u•· llccl aopl1oc1 le,Hlinq ollqo wl111c w1111 or,mrw anrl qold 1,art 11,rnuls l1l1w IJ,HJ Cll,Hles W,m on ll4? N St ,Joe I l;1st111gs N I bll'llJ I I40?) 4fi3 40D?

DATT""'"· Conrc, Mike

e:lqc ,!IHI tip:, C:olr11s from tq1•1 11e(1 IJI' 1us1,11 011 11ql1t w111q .I D l'roucllool C,111

<>nn·,n,.,. Kncl out. wl1il1; IJl111sll !Jfll011 ll,HJ Slr,111Jli!lt:1H,d ilow11 '.,B,J:J!J:l/

Wt1111er :Jruw11 1nsur1 w11h or(rnqe l)orc11;: Super 90 t)IIJ(1 wi111c y1:l1ovv·

CCll\()I w1\t1 WIIH10N:i

l)ouql:i:) l ('111

1 c1 H1 1J:1'r 11 [)1

;ic).1

1J'.1B?,i r'll(i1 '.llil ,1Jll) 1'11 Ho:>1;v1llt: nu

l!i1 ·1',? (11 I! ~wr111 1i1qn ,irHh c:111 1

$:ill ICWillll llox ?4(i ll111l11l1Jdlll{' Iii

111111 Wll 11 Ill.ACK f i1fllllf'Pr 11"111 Ill

I alls Mo111. NI

c,,rso11 c1:v

1,11

Nev,,ild r /IJ?1

h1ls Mcrntana h!Mlll

Soarmas1er powrr p.:ir:ks and one will1 Holec p1op dnti 11111lllc1 erl()ll10 ?18:,/

Flyer C1rr1Js Ill yellow roll. red loat1111g ei1ge ;i tavern 1n Pt10on1x, Ar11ona $100 Hcw,mJ 1l1II i lams Mornlanrl f'l10en1x A11101u fl:,OIJR l'tH111c (6021 83'.Hi03 I

Soarmas!rr C'n\:i111e mounts W1ncl/'\,Wen San I ern;rnclo 'l1 YI;>(? I '.I) :J[j? Hll'l

w1ll1 blue tJa(J iii lop ol conlrol bar

"""1r•r,·.

lrv1119. Tex;is /:10fil (?141

WIil() tips Indiana Ju•w Box 144 H111Jart Ind 4li:l42 Hew,;1d 1

Up flraqonlly MK II LI Dark IJlue l1ql1t t1lrw ;ind w11110 w1ll1 111n lelters IJP 111 dark lJlun. sewn 11110 sail. ,;c11;il #Ul'llB 1800li \·1om his home ,Jdn ?4. 1918 'llh. Pasco WA 'l\J:)01 ('.10:l) Call collccl any11rne $~() reward 101 111lur111at1011 lealiin(J to return ol l)l1clcr

at turn rate

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L Turbulence:

correct

as canyons.

two 1

° turns

AFTER SIX YEARS Of DEVELOPING WINGS WE'VE LEARNED A I•'EW THINGS ABOUT WHAT PILOTS WANT, WE 01'l<'ER YOU THE KIND OP FOR RIGID-WING PERF'ORMANCE YOU WANT, WITH ROGALLO TRANSPORT, AND NO-WINGBAR TUNING AN UNMATCHED SPEED RANGE THAT WILL SHORTEN DISTANCES YET PARACHUTES FOR THE TYPE OF HANDLING CHARACTERISTICS THE ADVANCED PILOT DEMANDS, AND THE STABILITY urn SUPERVISED BEGINNER NEEDS.

NOW ADD TO nus OUR MACHININ AND UNPARALLELED COMPONENT STAND AND THAT IT IS THE ONLY RIGID-WING ACTUALLY LIF'TED THE TEST-CAR'S PR.ONT OFF THE IT MEANS YOU GET THR BEST PERFORMANCE-STRENGTH VALUE AVAILABLE TODAY.

THE FLEDGLING II DOUBIJ~,SUIU'ACE IS A BIRD QI, A DffFERENT l3REED. WHY NOT DROP US

LINE AND FINI) OUT MORE ABOUT TT? YOU WILL :FIND OUT WHY THE f'UmGE n IS WHAT YOU'VE BEEN LOOKING fOR. THE nimGE IS SOMETHING SPECIAL ' AND ALWAYS WILL BE. AND THATiS A PROMISE!

1647 E. 14th St. I Oakland, Ca 94606 (4 Hi) 536-1500

INVITED SHEET AV AILAULE UPON PRICES MAY CHANG!:: WITHOUT NOTICE. SEND FOR FRRE BROCHURE

O.E.M,