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

(State )

(Cit y) tyle •

Design•

Size

J~:i - - - - - - - -- ---1 1st 2nd Send S5 .95 per shirt plus $1.00 per sh irt for postage & handling. Send check or money o rder to Aerie Design . P.O . Box 36 . Asheville . NC 28802 .

EDITOR: Gil Dodgen ASSISTANT EDlfOR LAYOUI &DESIGN Jonie Dodgen STAFF PHOTOGRAPHERS wA Allen. Leroy Grannis. Bellino Gray. Stephen McCorroll ILLUSTRATIONS Dove Lawrence CONTRIBUTING EASTERN EDITOR: Pout Burns OFFICE STAFF MANAGER: Carol Velderroin Jonel Meyer (Adver1fs1ng]. Wendi TuHle (Membership). KIi Skradski [Renewals) Amy Gray (Hang Rollngs) Tino Gertsch

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USHGA OHICERS PRESIDENT Lloyd llcher VICE: PRESIDENT Dennis Pogen SECREfARY Jon Cose 1REASURER Alex Duncan EXECUTIVE COMMlnEE Lloyd Llcher Alex Duncan Jon Cose USHGAREGIONAL DIRECTORS REGION 1 Joy Roser Michael Pringle REGION 2 Jon Cose Wallace Anderson. REGION 3 Tom Mllk1e John Lake. Michael Riggs REGION 4 Lucky Campbell. Ken Koerwitz REGION 5 none REGION 6 Jim Wilson REGION 7 I homos Holey. Ron Chris· lenson Rl:.GION 8: Don McCabe REGION 9 Dennis Pogen. Bob Mortin REGION 10. Dick Heckman. Jerold Welch REGION 11 David Broyles REGION 12 Craig Mov1s. Harry Sudw1scher DIRECTORS-AT-LARGE REGION 1 Alex Duncan REGION 2 Lloyd Ucner REGION 7 David Anderson. REGION 10 John Horns HONORARY DIRECTOR: Hugh Morton EX-OFFICIO DIRECTOR of USHGA as we ore o C11v1ston of NAA. v,c Powell CIVL DRE GATE Horry Robb The Un1led Sloles Hang Ghd1ng Assoc,a lion Inc. 1s o C11v1s1on of lhe Molionol Aeronautic Assoc,ollon (NAAJ which 1s lhe officio! U.S represenlol,ve of the Federo t1on Aeronoutique 1nterno1tona1e (FAI). lhe world governing body !or sport ov1ot1on The NAA. which represents the U S of FAl meehngs, hos delegoled lo lhe USHGA supervision of ~Al·reloted hong gltding oc11vltles such as record attempts and compe1111on sonc11ons HANG GLIDING mogoZlne IS pubUShe<l for nong gll<;iu,g spoil en1hus,osts le;, c,eole lu1lhe1 lnle1est In lhe spor1 by o meons ol open communicotton end to odvonce hong gllalng methods and solely Conlrlbuttons ore welcome Myone Is l!wlled to conlribule articles. pholos. and llluslra11ons concerning hong gilding ocliwtles II lhe mote11ol Is lo be rerurned a stomped, sell·odd1essed return e,welope musl be enclosea HANG GLIDING mogozlne reserves lhe right to ed1I conlnbuhons where necessary The A~ociollon and publlco t,on do not assume respor:s1b1hlY for lhe mater,01 or opinions of conl1lbulo1s HANG GLIDING magazine Is pubhshed monthly bv the \Jnrted Slo1es Hong Gild ng Association. Inc whose moiling address Is PO Box 66306. Los Angeles. Collf 90066 and whose 0H1ces ore loooJed 01 11312Yi Ver:itce Blvd Los Angeles. Collf 90066, lelephone (213) 390·3065 Second· class posloge Is paid ct Los Angeles. Collr HANG GLIDING mago21ne Is printed by Slnclolr Prlnllng & ll1hO. Alhdrt\bro, Calif The USHGA Is o member controlled educolionol end sc1enhf,c orgontzo hon c;leo,coled lo exploring ell facets at ultrallghl tlfghr Membe1sh1p 1s open to anyone ln1e,este<1 In lhls realm of flight Dues (or lull membership ore S20 oe, yea, (S21 to, roreign addresses}. subScnp1ton rotes ore s 15 for one year. S26 for lwo years. S36 for lnree years An 1nl1oduclory sl~·monlh 11101 is O\IOiloble for $7 SO Cnang0$ of address should be ~ent $Ix weeki 1n advance. lncludmg name, USHGA membership number. previous and new address. and a ma111ng label horn o recenl Issue

ISSUE NO. 71

Hang Cllding CONTENTS

FEATURES

HOW A GLIDER REALLY TURNS

Part II

by Dennis Pagen

IN THE BEGINNING...THE FIRST by Jack Lambie HANG GLIDING MEET Photog raphs by Philip C. Todd

THE AMERICAN CUP

LOS HOMBRES PAJAROS DE MEXICO

WORLD BALLOON DROP ALTITUDE RECORD

by George Worthingto n Photographs by Bettina Gray Article and photog raphs by Trip Mellinger

by James Hall

DEPARTMENTS 4 4 21 47 51 57

INDEX TO ADVERTISERS ULTRAUGHT CONVERSATION NEWS AND NEW PRODUCTS USHGA PUBLICATIONS CLASSIFIED ADVERTISING STOLEN WINGS

COVER: British team p!lot. Bob Colvert, prepares to launch his Scorpion at the recent firs t annual Americon Cup International Teom Championships. Photo by Steve Mayfield. Our apologies lo Leroy Grannis tor neglecting to Identify him os the photographer o f the November cover. CONSUMER ADVISORY: Hang Gliding Magazine and USHGA, Inc., do not endorse or take any responslblllly for the products advertised o r mentioned editorially within these pages. Unless specmcolly explained. perform ance figures quoted In advertising o re only e stim ates. Persons considering the purcha se or o g lider o re urged to study HGMA standards. Copyright © United Stoles Hong Gilding Associatio n, Inc. 1978. All rights reserved to Hang Glid ing Magazine and lndlvld uo l contributors.

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GLIDING

Editor, of Directors will of the Sierra to

in know that it's

Jerry Kitchens Lone Star Gliders

Dear Editor, I am to express my concern crisis what seems to me to be among the manufacturers

When was the last time item from manufacturer and received it the date Never? You can't the everyone asked. Manufacturers do not accept for getan order to the customer. This attitude,

While the famous Owens purpose of the add power and reason for the request, made a member in that area, is because of the associations of the area with the Los Pilots from the Owens are more , and those areas near Los ""'""''"'·'• than travel north. This is because the Sierra Nevada Mountains block off travel the north, and are often winter. Pilots from Owens

HANU GLIDING.

SLNIJ I 01111111 IJISCl11PIIVI llHOClllll11

Tom Milkie Director, HANG GLIDING

l believe that that

instructor was anxious have been able to put sorne sense into Maybe I would not taken his vke but would had while

Editor,

it all boils down to the two causes mentioned earlier, and the to make that if you want to learn safely without undue pain and expense, from someone who knows risky sometimes foul up in conditions that safe, Don't your risks by trying be onc··man show, and advice and follow their You' II ably little rieher and lot safer your trouble. Leon

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HANG GLIDING

lo crnnplcte mupmine on the of liung ulidinq wit/1 irnportm1/ in(onnution on new producls, sites, _qfide1 dejects. ocr·ident nccv tccliniques ond ocfiuifies Personof fiohllitv insurnnce nntinnn! orqnniinlion which pro;nofcs ond suppnrls f1ung Wntclws 11ucr 11ol!en1111en/ 1equ/111ion l!U/iorw/ purb, l'fc mH! /1m1q ,,1/iclcr pilots in !ls the primmv l!o/cc of hunq uli<ler pilots lo other J)ilot or!innizutions, elc u representotiuc' of the Noliono/ u ,nern/wr of the Federnlion /\eionrwfiq11e Internntionol (}'I\/) lo represent hunq ,11/idcr pilots in the World l\i!intinn On1"nirnti1m • on i/w C/VL suhcurnrni/lce n/ tl,c r:111 lo estnh/is/1 nm11ietition n,/es, 1rcrm/ suf,:t1; ,,ode,, mid other

requlutions of

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flin/11 uc/1/eoement thmu_qh prrnnul11nlion 1mcl p11/,/irnlion of wcmds one/ renmls stole records /Juhl/shes unof/il'iul urn/ not11hle record 111/empls Is the officio/ body for pws1'1J/r1tin1J of to the Fl\/ for estoblis/mwnt of world f/iqht urhie11C'lll!'lll 1/irow1/1 the J,i/ient/10/ l\wnrds for si_qni/imnt fli_qhl uclli1'1JC1nents C1nthcr•,, m10/yses w,d pu/1/ishes dntu on /JS und world to e11cnrnn.1w :;n{er tecl1niques uncl equipnicnt 11/'/'idcn/s hv enr,0111cH/in11 pilots to mulch their sl,i/ls with t/1row1/1 the pilot pmficiencv mlinq o/ hv prnuidinq lrl/lllm/('JS wit/1 the pilot proficiency svstem mid 111m1mwrne111 !\/low,, pilots lo f/9 forciqn l,y prouiding them with u w1ifonn und lirnelv 1ntinq mlinq und /,sis of rutecl pilot., • l'iol!ides the cleriml support of the mlinq svste1J1, 1111d conlinuol 11pdute of the ® l'rouides mt1nq oj tow mid ,notmiled ,qlidin,1 11net/11cul or unsofe lrnininq thmug/1 o nolim10/ i11stmctor ce11ifirntio11 owl lrui1m1q S11pporLs /11rn,1 g//dinq sc/l/lols the promotion 1111d lroinin<J o/ in the ccrli]irnlinn

proqrcun ® Monuqes the instructor r'erti(icution pro_qrnrn throUi?h issucmce of p11h/is/1inq lists of c1•riified i11stnwtors, ond 11du,111ced inslrnclm n•)tificnlion clinics, nppointments und rernovn/s, inuesfiqolion nf instructor

uccidents mid co1Jfin1wl updole of the svstern Mmwqes n nnt1orn1/ svste,11 of /11mq q/ider comrwtilin11 I '11hlislies 1mifonn nnd linw/1,1 of competition mies fm qenern/ Mnnmws o 1n1ionn/ qw1/ifirnlio11 cmnpeli/i()/r s1,1st,ein fo, of lo)l )lrlnls tu of/end the nn/io1111/ c/1m11pinnships Cond11cts the nulionu/ c/1wnp1<!11s/1i)ls to dclnrni,w the top pilots in t/,e I one/ n lnm1 of pilots fm cumpetitinn /11 the World r:hmnpionships d!'jiJl!'S wles cmd /1elps mcrnmie the World C/wrnp/ons/1ips /·)ulworrnnittce of /lie i)cmctions other mHI well of pilots pnrticip11lin,1

und rmm11.focl11rers in cmnpl'/il/on t/,munh pmrno/im1 o/ the cornpcti/inn results ond the promo/ion of indiuidrwl meets ('.01ml11111tes 1111d publishes clot<'s of u/1 competition lo ul!oid r:onflic/s lfo]!rcsents tl,e ( rs in cmnpelition wit/1 forci,,111 !'rc!l!irles insurnnce fm lundr,un,ers ond clubs • /nuesliqules 011d pm11/dcs informolion on n/1 of 11s 11 neqo/i(l//nq body fm the deucloprnenl /ns1m1ncc rrnd t/ie red,wlion of /llfln11mrs ~ requirements for site lunclow11cr /iohility pmlec/1011 Supports the I fong Mcmuf11c/wcrs t/1m11uh 1,·r111ire1ne11fs for cnti/ied q/iders nt cmnpe/ilion und t/1m11qh pmrnolion of /1(,/11/\ ,iouls • !\/eris the memhns In unsnfe tlw technic11/ r1dum1cement of tl,e of l,onq qlidinq t/mmql1 pul)!icution,; mid serninnrs J>rouides fnferi'sted person,;; in{onnofion on 1nolol'iznl /,unri _r1hdir111 rmd so111ces of equipment l:sloblishes u code of ethics [01 motoriiec/ l,un11 ,1/ide, munri/octurcrs n so/etv cocie for 1no/mi1ed h11n_11 ,'l/idinq 1:nco,muws unrl rmmwws motori1ecl /w11q to prcuen/ conflicts /Jelween hrn,,J rJlidns mid mo/01 oucr sites, e1111ip111cn/ stunchmis, the mernhers to unetl1icn! unsnfe husiness pructices omonq motor /1om1 qlidmq rnm111focl1m'1's Promotes the excl,un,w of rmd od11111wcmenl in the sport thmuqh rwtionol flv-ins ond competitions ® Estoblishes fwid /or de1wlopnwnt one/ pmtectim1 of /11111,1 glidinn l'wmotcs loco/ c/11/Js 1/11ouq/1 tlw US/ C/,opter l'roqrorn, 1/1ei1 to new members, pron10/es tl1eir news ond nctiuitfes Se/Ls most rnnjor /Jooks on hm111 ,q/idill!I ond re/uteri ''"/,;eels, /oq /,oo/cs, uccessories r111d US//(,!\ cml,lerns, pins 011d dern/s J>wrnotr's n,m11rf11clurers, dealers ond schools bv ocli11q o point uf con/oc/ fur the inleresled public

cmd new rnernl>ers, distributinq (is.ls of lwnq qlider l>usinesses Conducts sen1i m1111Jol rneelinqs of Nolionn/ Flowd of !)/rec/ms fm the r'o111i111wl rr'tiiew one/ reuisinn of nil nc/iuitics Conducts elections, mid pul,lislies results fnr 11 denwnntic 110/iono//)(Jdv l'mmules 1111' cmrecl use und irnmw of hc,nq q/idinq /11 erlucotionnl inst/tu/ions • J<ewcmls non f/u1h1 outstcmrlinr, uchieuements in qliding 1/mJ11g/1 the hi (,urdio /mphv Mukcs wcornrncnc/11/ions tu t/1e nmcerninu owurd of speciol ownrds in nel'onoutics ls co11stontfy nworc nf the erier c/1w1qin_11 stnllls of hw1q q/idinq rind l'IJ11ti11uollv mtmriucinq pm11rwr1s wlwre t/1c11 ure needed in the o/ hmHJ q/ider pilots nionev on presid<'nf 01 no sa{nries or expcn;-;e uccnu11fs l)irecturs pnv [or n!I their own Tfll' Oll/1) pnii/ /W/SOJine/ //,c office Sl11ff_ /he ecJi/or (1/ld ()SS1Sf()1J/ !'l]itm Hecei/)e uny r1ouernrnent :;11pp()r/ f\.1uintuln un office Spend We dcpc11rl on the help of our me,nl,crs ,md

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Ol'vmous. Ten Meter and Phoenix 12. As we shall see later, the taper ratio also reduces stalling which is a problem with tight-sailed gliders. If a glider has a amount of billow, increasing the tip area will increase washout A solution to increasing roll rates in this case is to the tip area at a minimum to reduce both tip inertia and of gliders using this method are the SST and some of the Moyes Essen·· tially, there is an optimum taper ratio related to a amount of sail billow as and airfoil well as aspect ratio, sweep camber. This optimum will allow fast rollaction while providing the best perfor·· mance and tip tendencies. It is the job of the to combine all of these factors for the best possible compromise. Another form of damping in roll comes from the roll stability of the As we have saw in Part I of this article, all

concept has been incorporated alrnost on the mountain, from trainers The concept has been exshifting crossbars and deflexor sails. Let's with the see how these systems work. To with, billow shift is because of a keel pocket that allows the sail to move from side to side. This usually is in the form of a raised keel pocket, although an extra wide is also effective (sec 2a). In ahead the load on the sail is evenly distributed so that the sail is centered. Now, when a pilot moves to one side (left in figure 2b ), he increases the load on that side while it on the other. the left side billows out, pulling the sail to the JefL The extra billow on the left allows the left wing 1o more rapidly since lift is reduced and the tip flexes up. The sail on the right side due to the shift. This increases the lift on the right which also works to the roll. The net effect of billow shift is to make

a certain amount of dihedral which tends to the level. At the start of a turn this dihedral effect tries to prevent roll motion. As we saw, the amount of anhedral/dihedral balance can be varied to a great extent to achieve the best turn characteristics. Dihedral an aerodvm1mic imbalance that works against turn. In lhe next section we will inan imbalance that greatly aids roll control.

turn more quickly and more easily. crossbar works to enhance the billow shift effect. Not does the sail shift to one but the crossbar shifts in the direction to further increase tin~ of billow on either side. This action is shown in A pulley or differential deflexor system is used on number of The way it works is this: continuous cable from one deflexor through a at the nose to the de!1exor on the side allows one to flex in at the while the opposite edge out. When roll is started, the downward moving side flexes in, due to the increased pull on the sail, pulling the other side out and tightening the sail on that side. The result is an

WHAT'S ALL THIS SHIFTING AHOUT? By J 976 gliders were getting heavier and wider. Good became a primary Enter the raised keel billow shift and a return to light controls. First popularized by Bill Moyes, the shifting sail

aer·m1vmu!l'1e imbalance that works in the same way as billow shift to aid the roll rate. This is shown in figure 3a for a system on the side deflexors. A pulley on the down deflexors works in the same manner, except instead of shifting the billow as much, tip flexibility is increased. The retains in level but acts like very flexible when a turn is initiated (see 3b). This nn1v1,r1es the besl of both worlds. LOW RIUING The final word on con11g11n1t1(Jl1S 10 achieve ease of roll control is the control bar length and the hang point. stated, the longer the control bar (!hat is, the further below the wing your is), the the control forces. The reasons for this are Lwo fold. Firstly, longer control bars allow a greater (larger moment arm) between you and those exthrough the air. your harness risers arc,

the less you have to work gravity 1o achieve side movement. To illustrate, assume you are pendulum. To exert given roll force on the , yon have to move to the side amount. If your straps very short, you raise yourself mueh more as you move to the side this amount than if your this in different suspension The above factors deal only with ease of control (roll force), not with trnick.ness force and speed roll. A method of of roll is the suspension point at the control bar. The lower your hook up is on the control bar, the more "pendulum stability" the glider/pilot system has. This HANG GLIDING

,)-'',

NP•mf',nri Beach cn,m~,·,m center, converge on a hillside. Cars line the road to Corona Del Mar.

wood and shouts of encourageis towed into the air ment. Another twists and arches with runners and the his body as the machine slides from side to side, then makes a smooth Kites arc launched. 23, 1971 the most ln modern The meet. This event ushered in the era of self-launched flight which has and did this group come What at the first

There has been some form of for hundreds, thousands of years. Almost every civilization Greek, Roman and Arabic has some kind of attempt, some of which factual. The first were HANG GLIDING

1978

flight is not I thought. But it flew. A couple easy steps and i floated into the air for a to the bottom of the tried it and float even farther than my best. "I'm amazed Jack. It beautifully with the movement of my " said Richard. at first asked what the machine was and where they could get thought no one would be in· plans. I terested in actually building one, but I drew up a poster of the ship with the briefest of Lamont of published article l wrote about our trials. Don and Bob Whiting did a for the LA Times with the featured. More calls for One my brother Mark and l drew up a series of humorous and informative plans for the 40 or so people we thought might order them. Price? Well, it cost $3 to go to the movies. Why Not? put in a small free ad with my article in November of 1970. In the meantime I got involved and flying the Brothers' for the PBS Wilbur" and took my 1903 Hawk North Carolina for the trickle of requests for the Hang Loose had been in. were from those now well··known and associated with

apartment to collect mail each Don Loose and then a story edition of Planes in 1971 called, "The $24.86 you can build in two weeks.'' The cover featured a full-eolor shot of Richard Miller Loose. When I returned from the film in of mail were letters, often from pilots telling of their love of flight and how this seemed featuring the

for the

TOP: An exotic Hang Loose skims the weeds. CENTER: Richard Miller makes a gear·up land· ing. BOTTOM: Another Hang Loose pilot leaps skyward. Note wing helper still holding.

whereas some more creatures such as the starfish can't even be killed when ch,:ip11ed into So our first-ever hang meet will have no or "organizers." We will be a group of individuals that to gather 1ogether to celebrate one Otto Lilicnthal's birthday, thus no one will be responsible, and each must be dealt with separately by the "authorities!' Taras Kiceniuk his Bamboo Butterfly of was Richard Miller's. They were having marvelous luck it into the air for short glides . .lust wail until they sec how our Hang Loose flies on this Mark and I hurried to Bob Chamberline's house a few

Launchers would grasp each Another would hold the tail boom and the group would stumble down the hill. The men let go, the tail man kept and the machine climbed. The higher it got the steeper the angle of attack, with the tail man still gamely shoving until the tail pusher could shove no more, with the glider now in a full stall. The and kicking as the rnachinc grass. In another variation one man would hold on and continue after the other stopped, in a sp(:ct:1eu1lar loop. After a couple of stalls, loops and backslides, the became so tweaked that the out of was insured of a flight no matter how deft the launch crew had become.

Taras Kiceniuk's Bamboo Butterfly on tow

blocks away to put the touches on our big Super Hang Loose. Sunday we Bob's stock Hang Loose and our larger "California Condor" Super Hang Loose to the hill. Small groups were Looses here and there. In fact I l were for the meet! Bruce Carmichael and his son jib sail and Richard Miller had his Conduit Condor had the Bamboo Butterfly of course and one made Blcriot .. type by "Mac" Mc:Rilev We had a brief wt:•t:1111i;. say who any of the other comr1et11tors and there was no one in cute from UC Riverside, Harder, Karen LaFrenz and Mary White were to lime and measure distance, on their own of course. Fourteen Who would have believed it a year The mayhem began. Many had never flown their before this 18

The hill was

The were The Vietnam War was still in progress and any ,,,11the•rn"' of was considered to be some kind of rebellious act in those times. The helicopter drove back and forth. "Will the of the meet please report to the car at the bottom of the hill, bellowed its speaker over and over. No one went. Joe Faust went down but rc""rtPrllv confused them even more with his m1r11c•11l:•1r brand of discourse. The man in charge of the land at length nrnna1~ecl lo convince the police that every· thing was and we had his OK to conduct our meet. seemed disap1,mntcd al not having a confronta1ion, but must have realized that there was no particular person they could on in the mass of

Super Hang Loose on launch

from the road

and soon hundreds; then thousands had ,u.,pr.,"u and walked to the base of our hill.

with them many of the long .. time aviation enthusiasts. Paul MacCready said, "Whal good is it? 11 like downhill with the before crashing.'' Volmer Jensen and Irv Culver watched the controlless and began of which resuhed in the VJ-12 series gliders. It tremendous interest and enthusiasm of the there that this whose time had come. Soon the of our which ha1pp1~m:ct to be a part of the local cemetery, came Russelt J1awkcs, TV producer and fellow Hang Loose builder made friends with him and showed how much clean fun we were By the time 11e111cclpters came overhead we al·-

wamdlcriing spectators and various 1·r~1~hina and about lo crash Mark and l took turns and after one smooth launch Mark floated the of the hill for I seconds, the mcct's dur .. ation record. Taras made seconds on a towed uH:lu,ct1ru~ the towed portion, but this was not considered "self" .. launched so it wasn't counted for the which was won in our Super Hang Loose. We had of certificates of pa1'tic:ip,1ticm up and crew, with notation of the achievements. We picnicked under the wings of our and and at the and crashes. At one moment, forever frozen in my memory, one climbed up, stalled and in slow motion; another cartwheeled in the 1Ja,ck1lro,un,ci to the left, while anolher spun to the Although the Hang l did not turn in the I had exp,eclicd everyone was HANG GLIDING

failed to mention this first meet or the John J. Montgomery meet that shortly followed. They usually go from Daedelus and learns and then to Lilienthal and the quickly to Francis sport of as most of us know, never conceived of using his kites self-launched nor did he think of the bar of control that was to success. In fact, his patents the real was used had run out before the He was and of for course when he found out somewhat belatedly about the use being made of his invention for self-launched and ultimately learned to fly one himself several years after the movement started. 1 hardly wish to take away his fine contribution of the flexible kite which was de 1,elc:m(:d into a great sport machine by others, but to see him as the father of know it is of history. It was the group of creative, e!l!husiastic people who gathered on that hill at Corona Del Mar in May of 197! that really started the movement. We sensed a1 the time that our doing was to have fa1·-n:aehir1g remember .. quences. We all have ance and a satisfaction from havmeet and been in the first from shared the excitement of strik .. the match that lit the fire of the purest form of ...-

Marlr Lambii, floats rJown the hill for 13 seconds ancl makes the meet's duration record .

.lack Lambie ready for take .. off In Super Hang Loose

HANG GLIDING

television and other media coverage was al least 10 limes greater than that of any other hang gliding event. The very idea of international team competition in our sport is exciting and fascinating. Tracy sought and acquired the best staff of officials, judges and directors that has yet single hang gliding meet. been assembled for They did an outstanding job and performed without a flaw as far I could judge. Although the spectator crowd was thin the first four days, on Saturday it swelled to maybe 500 and on Sunday, the last day, to perhaps 3,000. THE CONTEST F'ORMAT AND SCORING Four nations Canada, Japan, Great Britain and the United States · each selected eight of their best hang glider pilots and formed them inlo teams, so that eight heats could be flown, each with a pilot from one of the four countries. After each round of competition (32 flights) the flyers were rotated so each heat was composed of four flyers who had not previously competed to" gcther. Three tasks were planned: A 20 mile out and return speed task, a minimum time speed run from take-off to the lauding area while doing a prescribed number of 360's and figure eights and a duration task also employing turns. The duration task was one where the pilot coming over the finish line closest to a preselected time was the winner of that segment of that task. The scoring system was complicated; maybe too complicated in terms of spectator enjoyment. The spectator could sec who landed closest to the bullseye. lt could be assumed that the closest one would win or perhaps come close to winning that heat be·· tween the four pilots. The facts were, however, that the pilot landing closest lo the bullseye only received l/4 point more than the pilot landing next closest, whereas the pilot who came closest to the preselected time interval, (between enI ranee gate and finish gate) received two points more than the next closest. Consequently, the hitter counted eight times as much as the former. When a pilot landed out of the l(JO .. foot radius circle he lost one point. When he landed outside the 200,foot radius circle he lost two points. When he made a relatively poor landing he lost one point. Wheu he made a landing in which the ground acted as the main stopping force (i.e. nose in) he lost two points. When he landed outside of the lauding field he lost 12 points. It was vfrtually impossible therefore for the crowd to have any reasonable idea of who was winning t be heat while the flights were in progress. They knew only that if one of the four pilots landed outside the roped-ofl' landing field, that pilot was fourth in that heat. From the pilots' point of view, it was most important to make a stand up landing in the JOO-fl. circle. Next in importauce was to place high in the task because six points would separate the winner of first place from the pilot finishing fourth. The biggest mistake was to try to make an additional line (or pylon) crossiug and then be so low that a dowuwind landing or a landing out of the 100-foot or 2(JO-foot circle became inevitable. Another major mistake was to try too hard to get right on the bullseye, and by doing so make a bad landing. The complexity of the scoring system put lot of pressure on hoth the pilots and the officials.

THE CONTEST HEGINS

On a beautiful f'all day under a cloudless sky the contest began. Rich Grigsby of the U.S. tied for first place in the four--man heat with Keith Reynolds of Britain. In the second heat, Iliff Huss of the U.S. won it, with Britain finishing last in the fom .. man heat. It was a great start. But after all eight heats had been run, Great Britain was ahead of the U.S. 36 to 50. Canada was third with 55 and Japan fourth with 88. Another complete round of flights was flown that same day. And in that round the U.S. team out .. performcd the British team 42 to 46. We were catching up. DAV TWO On the second day of competition the sky was again a clear blue and the temperature a sun· bathing 80° However, like the day beron:, there wasn't enough wind to sustain the gliders on the ridge and not enough thermal activity to make any more than "token" 100-foot climbs, occasionally. For all practical purposes, all four days of contest flying were only able to give what the pilots call "long sled rides. This did not, however, lessen the ferocity of the competilion. After winning the second round yesterday the U.S. team had high hopes for victory today. On the first clay the tasks had been minimum time flights, which emphasized speed over floating. Today the tasks were duration and the ability of the kites to achieve a good minimum sink would be crucial. Even more important, the ability of the pilots to find the areas of minimum sink and the lift, and to fly their turns smoothly so as to lose the least altitude would be vital. The officials selected ten minutes the time the pilots should stay airborne between their crossing of the top gate and crossing the bottom gat,). The majority of the pilots did linger in the air for ten minutes. If they crossed lhc bottom gate before ten minutes or after ten minutes, they were penalized the number of seconds that they were late or early. Also, if they failed to make six pylon line crossings, penalty of seconcls per (or 1 Y, minutes if none were crossed) wi1s assessed. The pilot with the lowest time penalty got first. Therefore, for every flight of four pilots, one pilot (the winner) would receive one point, no. two received three points, third five points, and fourth seven points. Thesi: points are then added to the landing points. I wouldn't ask you normally to wade through such volume of statistics. It will bore most of you. Bill it is important that you be aware of the complexity of the scoring system, so that you can appreciate the degree of difficulty the pilol faced and you can form your own ideas to the need and the value of so much complexity. I personally will not presume that I know as much abonl task setting and scoring systems the people that selected these systems. They are experts. They have studied the alternatives. Still, I have to wonder if there isn't a better way, particularly from the point of view of the spectat.or In the final analysis, it seems that the main aim of "closed course" competition is to increase the number of spectators and the gate receipts. The larger the receipts, the larger the prize money. Please don't be ofl'cndecl, dear reader, if

HANG GLIDING

winning, and that behind and claim still behind

LEFT TO RIGHT: Brian Milton, non·flying captain of the British team, presents banners to John Duthie, Canadian team captain, Yusuke Yamasaki, Japanese team captain and Dennis Pa~1en, US team captain.

know in three weeks.) I hadn't flown in two weeks. l was flying a different glider from a site I'd never flown before. But the part that really caused the apprehension was the possibility that I would miss the l()Q.foot landing circle or fall on my race while landing. It's unfortunate, but old people arc unrealistically afraid of failure. It one thing to stub your toe during an unwitnessed landing out in the boondocks. It's entirely dif fcrcnt to have maybe 3,000 people listen to super build-up and then watch you fall down because you !lured too early or too late on landing. However, like most of my worries, these were also uurealizcd. All my landings were in the circle, all were slaml·up-graccfnl and one was actly on the bullseye. lncidenlally, ! thought the British hang gliders were superb. I'd like to have one of each model. The fifth round was a disaster. Britain hent us by 16 points: to 49. Well, maybe the wore! "disaster" is too strong. Canada beat us by three points bnt we still held the lead over Canada 229 to 256. One of our pilots in this round got a ten instead of a three. Here's how he did it: It was speed task and he had the slowest time. Also he had zero line crossings instead of two required. This gave him seven poi111s. In addition, he landed out of the JOO.ft. circle (but inside the 2()0.foot) for two more points. Bis landing was excellent so he got only one more point for total of ten. A perfect score would hav,~ been three. Evans of Britain got a 'I,. on that heat flight. That a loss, compared to Britain of 61/, points, which for one heat is a whole lot. It like shooting a ten in golf on a par three hole. The British team flew 72 heats and not once did any pilot get a ten. U.S. pilots got four tens, one eleven, and one 15. That's 451/, over par! But it's not the whole story. The main strength the

LEFT TO RIGHT: Derek Evans, Francis floga//o ancf Tracy Knauss, handing over $5,000 first prize money.

British team was consistem:y. They won the meet (over the U.S.) by whopping 82 points. Arter the fifth round was completed and before the sixth round was begun, I had a chance to talk to Dave Rodriguez, who finished first the Masters at (irandl'ather Mountain this sum· mer. I had my own ideas as to why the British were heating us. I wanted to hear thoughts on the subject. "Three oul of five of the rounds have been speed runs," Dave said. "This just evaluates gliders, not pilots, he con· tinucd. "The British have !'aslcr gliders and heavier pilots overall. II' we had all Siroccos JO-Meters we could do better (Dave was flying a Moyes Maxi). We can only dive so fast; our gliders arc slower.'' I then looked up British pilot to ask what he thought about Dave's ideas. happened to get Graham Slater (who just happened to end up being the best-scoring pilot in the entire contest). Herc is what Graham said: "We have four Supcr Scorpions in the meet and they certainly not fast. We think we're winning, so far, because of League Competition, which is a British system of selecting and honing the 60 best hang glider pilots in Britain. League Compcti1ion com. prised of six contests per year. A cumulative score is kept for each pilot. The competition the top is fierce. The U.S. has a different system. The relies more on individual competition. We have some pilots in Britain who have won a league event (in field of 60 pilots) but who arc not here at the American Cup bccanst: they were not considered to be one of the best eight team fliers. With this quote from Graham, I went back to Dave Rodriguez and showed him what Graham had said. Dave's answer:"! agree thal the British selection system better, bul I feel that even the

Scorpion is the equivalent of our ships. the weight difference that gives the British the ad· vantage in speed Iasks. The Scorpion turns faster than the Moyes. Again, it comes clown to ships instead of pilot skill. We gain on them cvcrytimc the task involves pilot judgment." Remember readers, this exchange of thoughts, quoted above, made "in the heat of bat. tic. his credit, came up to me on the last day and said forget what I said before. The British jnst better than we arc. They won because they're better. On the third day, showed Keith Nichols, the mm,ilying captain of the team, the com· mcnts of Dave and Graham. I k said "Why arc we losing? The biggest reason is our lack of pcricncc in the team concept of hang gliding. We've always been into individual competition, and the result is that have eight individuals on the lJ team instead of one American team. The British arrived here unit well ahead of time. The pilots, when they did get ht:rc didn't practice like they should have. The first three or four rounds turned out to be, in effect, the practice rounds that the Americans should have had the week before. The U.S. was starting to do better until the fifth round. Malcolm Jones, the lJ.S. team member who won this Summer's Moab Meet in Utah, hap· pencd to be standing nearby. So I asked him what his opinion of the U.S. glider vs. tht; British gliders in the American Cup. He answered "The Sirocco II is the only lJ glider here which is versatile enough to be competitive. All the others too slow. I km~w I had some good bait here, so I looked up Brian Milton, the non·-flying captain of the British team, 36-ycar·olcl B.B.C. radio jour· nalist and one of the 60 best glider pilots in Brit· (continued on page 41)

THE

WILLS WING ALPHA

PERFORMANCE AND HANDLING THAT ARE ALREADY LEGENDARY

Find out why these well known pilots are so excited about the ALPHA.

"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:• - Tom Peghiny Independent Designer 1977 Masters Champion "I'm totally impressed with the ALPHA. lta co•· bination of easy handling, stability in an. .-1 attitudes, and excellent sink rate in tight turns makes it an exceptional thermalling glider. The quality of the workmanship and hardware is unsurpassed." DiC k S tern "Old Man of the Mountain " "Thermalling was always a lot of work for me; getting thrown around and forever damped out. My ALPHA seems to stay in thermals with so little effort. My flying skills have improved more in my ALPHA than in any glider I've ever flown. I love itr - Jan Case 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

makes Mexico ideal for flying vacations in the winter. Not only does the public receive hang gliding well, but so does the news media. So well, in fact, that the day after Bugamblias, Rob and I found ourselves on television with several of the top names in Mexican hang gliding, being interviewed on a travel program. Delta Wing's Phoenix Country II was shown and Eduardo Aguilar, Mexico's best-known promoter of hang gliding, talked about the development of hang gliding and its future in Mexican sporting activities. I might add that it has quite a future . Two of Mexico's national champions, Miguel and Vico Gutierrez, were also interviewed. Their father is one of the most famous aviators in Mexico and is wellknown throughout the world for his contributions to aviation . It was good to see his sons carrying on the family tradition in hang gliding, with their father's encouragement, of course. Saturday was the day we were all looking forward to. It was the day to fly Tapalpa, a newly cleared take-off two hours from Guadalajara. Tapalpa is 9,600 feet msl and has a vertical descent to the landing area of 3,100 feet. It is located along the most beautiful ridge I've seen, and runs about ten miles as the hang glider flies. The ridge faces a huge farm valley with a perennial lake in the center. Behind the lip of the ridge the land is basically flat with some gentle rolling hills, providing ideal areas for landing on top. Chattanooga, eat your heart out! Bursting through dense trees and stepping out on take-off is a breathtaking experience. The 2,000 foot near-shear drop gives one the feeling that he is already flying. That day, the wind was blowing very hard and cross from the left. As I listened to the air howling in the trees, I watched the birds soar and beautiful cumulus clouds come drifting in from the valley, about 1,000 feet over our heads. It was an awesome sight, and being in a strange land with unknown weather factors, I decided to wait until things quieted down a little before flying. Everyone else shared my feeling, so the birds had the ridge to themselves. The wait proved well worthwhile as the wind softened to about 25 mph and came from a better direction. At that point, the gliders were ready and I stepped off, with some apprehension needless to say, and climbed I ,000 feet in two minutes to cloudbase. Rob followed and we were soon cruising from cumulus to cumulus along the most beautiful ridge we had ever seen. The valley, lake, jungle-covered ridge, water30

falls cascading down cliffs and flowercovered hills behind us, provided a superb panorama. The cumulus clouds and ridge lift provided the rest , for some fantastic ridge exploring. Being somewhat cautious before takeoff, I had inquired about the landing area before flying . (We had been rushed past it on the way to take-off.) A field that looked reasonable had been pointed out to me. In my late afternoon descent, 1 began studying the field and it looked very odd. As the altimeter unwound through the smooth Mexican air, I could see why. It was five feet high with sorghum, something like corn , but fed to cattle. The closer I got and the more slowly I flew, the less I wanted to land . I could see indentations where other pilots had been swallowed up. Seeing there were no other alternatives, I began soaring a small ridge just above the landing area , prolonging the inevitable. "Why did they pick that field?," I thought. The inevitable soon came and I disappeared into the sorghum . The landing was OK, but the OPPOSITE PAGE: The author looks down on Vico Gutierrez ' Sundance from high above Tapalpa Ridge. Note spectators on take-off in lower righthand corner. TOP LEFT: An aerial view down the ridge as Miguel Gutierrez maneuvers his Phoenix 8. TOP RIGHT: The author launches his Seagull 10-Meter into the smooth ridge lift. CENTER: Top row, left to right; Jorge Codero, Juan Segura and sons, Pepe Prescott, Eduardo Aguilar, Miguel Gutierrez, Coquis Suarez and friend, Fernando Penalba, Sergio Lozano and Rob Reed. Bottom row, left to right; Vico Gutierrez, Vance Roget and friend, Fernando Cordero, George Suarez and Trip Mellinger. BOTTO M: Vico , Miguel, George, Rob, Trip and Eduardo being interviewed on national television . ·

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HANG GLIDING

like clockwork. Because of

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handle all the ballast release mechanisms and make decision as to whether balloon after Du-

lab for official certification.

the trio the fact thal the balloon construction did not for that a11itude

HANG GLIDING

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flights (mostly in the harness, mainly in Standards. Japanese hemes of Flying conditions in overcrowded pnor in comparison wi ! h ours. .lapunesc government unsympathetic towards hang glidiug. man, Yusukc Ynmazki, furnished all the money to bring eight team members (including himself) to the ll.S. to compete in the American Cup. did n:nrnrkably well, their level and the barrier. addition, they enthusiastic. They'll will be much better.

the

tation, pilol 's The British managers) had

of course the public. One serious accident or death would have cancelled most of the good that the American Cup was doing for hang glid, ing. They cancel trips around the !n dianapolis when rains don't Still,. l have lo confess an adrniration for the quality of skill exhibited by all those pilots that flew. like all the other spectators, I was delighted to see hang gliders in lhc air, rather than wait through the long homs with nothing in the sky to watch.

LAST DAY The British didn't let up. The team fervently desired to win the last two rounds of the contest. It would suggest that even if they lost in the cumulative scoring, they had finally pulled thdr act together, and with the help or the practice had been able to show at the end that they really better than the British, but not wc!Hm:pared at the outset. II didn't out that way. The British won the last two rounds by scores of and The Canadians did indeed show spark of toughness and brilliance on the last In round eight they beat by poillts and round nine they that they will be The American time to think about the fun Rogallo was spectator on all days. This delighted everyone, especially me. l had some long talks with the "father" of modern hang gliding. Francis just bought a new Seahawk and has been learning to fly prone on it, after 700

The

two pairs of from sponsor. $200 from hang gliding such lnmspor .. paid out the

rlicrs and

Team

YEAR'!

Keith Cockroft, BNGA safety director fly during the American Cnp in these conditions. One accidcnl, no matter how minor, would likely blown-up out proportion hy the media and

will have cxpc1:1s(:s must have while managing the sclcclion, training and flying during the C11p of aboll! JO During lhc final 30 funds to hire three or four local 10 the officiating during training which will be under actunl contest rules. the

hang gliding endollar there. ex, mnplc, a hang gliding manul'aclurcr would donate a glider which would be rnff1cd off the enthusiasts. The British had sharp uniforms, also lhcm. The Canadian pilots paid their own way.

WHAT

helmets, mounting room and local transportation and should splil the $5,000 predict $10,000 for 1979) if they win.

In my opinion, our fliers performed supcrhly. were beaten, believe, because om team selection system weak, because or the lack of authority given to team captain (Nichols) and because or the lack for use in providing special training. The American that will benefit all win ne,2cssa1·v that win this year. We got second and can be proud of that. Even more important, we can proud of lhe way in which the Cup conceived and administered. It was an Amcricau hang gliding showcase, and it pleased and benefited everyone concerned, as far I could judge. if we do want to win next year here is what I helicvc we must do: First, we must gel several thousand dollars together as a working fund. Second, we must hire a team manager. He will be the key to success just as the top managers and coaches the key in hig league baseball and football. lie must leader, good f'lier and 11111st have full authority the selection of his l'licrs and over their training. should attend all of the important meets in the U.S. and Canada during the summer of 1979. He should up shop at Lookout Mountain on September 1979. lie should who he feels arc the top 20 pilots to /IJJ their own expense, for the team. should hold competitions identical lo those which uSt:d in ihc Cup in 1978 in order to his squad by four pilots or days. When he finds what he considers to the he should increase the tempo of scored contest flying so 1hat lhe knock their brains out to be among the final eight chosen for the IJ.S. team. The final eight

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HANG GLIDING

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made in 1l1c United unlicensed, hcavicr,!han-air, means the movement lhrough the air by ('ilpablc of being carried, fool launched and landed solely by the should Program)

I I I I I I I I I I I I I I

(5)

rnlcs pertaining I\ viat ion /\dminist rat ion

direct supervision of

ions, or

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shall be limited to:

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shall be limited

to 8 mph but who do not hold an Intermediate rating shall be limited 10: lo 11 mph (4)

Advanced 111st rnc1or

I I I I I I I I

I I I I I I I I I I I I I I I I

assemblages

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of landing

II.

Special Altitude Equipment, Snppkmentary Oxygen Supplementary oxygen is mandatory for flights over 12,000' MSL

SlJHPART D - TANDEM J<'UGHT REGULATIONS: l.

One member of a dual flight team shall be rated Advanced

II.

The other member of the team shall he rated Novice or:

Ill. The pair shall nm on level ground attached to the glidcrtlwn

gradually up the slope as in the normal training of After takc-ol'f and landing is controlled, the team can launch from any height

beginner.

In a recent reversal of policy, the FAA has decided to eliminate all government regulations of powered hang gliders. This leaves the entire hang gliding community with the tremendous responsibility of setting guidelines to insure the safe operation of fool··launchcd powered craft Adding engines to our gliders provides a rnuch greater chance of confronting conventional aircraft in flight. Near misses or accidents involving the airplanes and hang gliders will end our show like the drop of a kad curtain. The is waiting in the wings. In view of the prcccding, and the burgeoning demand for powered instruction, the lJSHGA offers the following guidelines for schools and pilots in general: I.

JI.

Pilots learning powered flight on their own should: A. Attend au FAA certified ground school B. Take hours of dual instruction in a conventional aircraft Reach USHC,A Novice proficiency level in the glider that will be powered D. Follow IJC through llK [nstructors teaching powered flight should:

In Mountain regions A. Give an cxtcmivc ground school B. Teach without engine to Novice level Have pilot run on level ground controlling pitch with l:nginc turned o!T (a IO mph headwind is helpful) D. Teach pilot take-off, kvel flight and landing with engine attached but turned off F. Repeat D, with engine at idle F. Repeat D, with engine al full throttle Follow the Pilot Proficiency "Power" special skill requirements as guidelines for increasing control ability In flat areas H. Follow !IA and !IC I. Teach pilot to nm with engine at idle .J. Repeat with engine at 3/4 throttle K. Repeat with engine at full throttle. He sure the pilot perfects low level flight and landing before he nies higher L Teach the pilot gentle turns and pitch control you would a student on a non··powcred glider M. Follow IIG The USM GA advises all parties to use extreme caution when using an engine on f"lcxibk wing hang gliders due to dynamic stability problems. Furthermore, the participant should be suspect of engine rcliabilil y, deterioration oft he airframe in the presence of vibrations and the clangers of a spinning propeller in the event or a rall on take-off or landing, Contact those persons who sell powered units. Their advice am! these guidelines should keep your two-stroke assisted climbs safe and roaring successes.

Prepared by the Safety and Training Committee the Board of Directors of USH(1A.rccognizc the appeal and recreational potential of hang gliding with auxiliary power our support to the safe development of motor gliding. However, arc compdkcl to urge caution lo both manufacturers and users of such systems. The USHGA office has on file Code of Ethics intended 10 provide guidelines for dealers and m:mufacturcrs of motor systems. These guidelines arc intended to promote safety. Everyone involved in hang gliding loses if accidents occur Ir you arc selling motor Motor Hang Glider Manufactmcrs-Dcalers. Then abide by the systems, please write the USHOA office and request a Code of Ethics code. should obtain Pilots learning to fly with an auxiliary engine must proceed cautiously whether they arc experienced or not. Policy on Powered Hang Gliders from your instructor or the lJSHGA office. Remember, you are learning to fly an copy of laws to avoid certain control in the event of a airplane and will have the ability to interfere with conlrollcd aircraft. Learn the midair collisio11. When you attach an engine to your hang glider, you arc adding that work in a complex manner under flight conditions. It is very difficult to determine the of slability of your motor glider during certain flight modes. Manufacturers may or may 1101 have caution when flying under power. Extreme maneuvers and tested yom motor glider system completely. urge yon to trcme turbulence should be rigorously avoided.

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