• • • •
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• • • • •
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1 PERFORMANCE 2STRENGTH 3 CONVENIENCE
4 SAFETY
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iHang - Glider Pilot \ May Someday I
SAN FRANCISCO (UPI)-A hang-glid- \
{ tr pilot doing fancy maneuvers 500 feet .; i above Stinson Beach was flipped from his ? I craft last weekend, but managed to open a /
f parachute and float to the ground. :: l Richard Bryant, 22, was soaring from the } l top of Mt. Tamalpais to the beach when he ,
Say Thanks For Your Parachute!
; became separated from the glider. He had : \ ;ust enough time to pull the handle on the /. i $300 chute and break his fall. ~ } "Best investment he ever made in hi~ ~ J life," his reiieved mother said. !. t B:yant, shaken and bruised, said he was ·; It could happen to you, whether you fly gentle ridge lift above a beach, ; reaay to fly again. He said he got the para- '. .r <:hute about five months ago because he i or cross country in thermals. There is no reason not to protect yourself with } flies in the mountains near Ukiah, where a f a vVind lzaz,en Emergency Parachute. The security and protection our i chute is always needed. t ; "But it's always on my harness,'' he said. f parachute system offers is unsurpassed. and the second chance the chute i "the only insurance you get with hang- f provides could change the course of your life. The Windhaven Eme1ge11cy t gliding is a chute." .. . _,""'!.-J Parachute has made many saves without a single malfunction, and that's
~
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the kine! of reputation you want for your back up system. Fly Windhaven!
Passed Rigorous T.S.0. Testing Quality Construction Windhaven's parachute system for hang gliders has developed the reputation of having the highest quality workmanship available. Our famous parachute loft hand crafts each canopy to the exact specifications necessary to pass the very rigorous T.S.O. testing that was conducted on this system. Where others stopped, we continued with extras like V tabs on the suspension lines. reinforcement tape through each panel, canopy skirt and apex for added strength, zero perosity high quality canopy material, stability slots, 3 foot apex for reduced oscillation, concentric opening bands, and high test suspension lines and bridal cord.All this added safety and the system only weighs 6. 2 pounds.
A Container To Fit Your Needs Whether you fly prone, supine, fixed-wing or flex-wing, we have a system to fit your needs. Our containers are designed to afford quick and easy deployment of the canopy, even with gloves on.
Best Investment You Could Make! The Windhaven Emergency Parachute. Contact your local dealer now for info. and product display on the Windhaven Emergency Parachute. Send $1. 00 to Wind haven for your brochure and chute manual. Don't wait, order today! $346.00 ppd. 24' TSO canopy, Positive Opening System, prone container 26' TSO canopy, Positive Opening System, prone container $379.00 ppd. Container colors: red, black, blue, add $4.00 for custom color Add $5. 00 to substitute supine-fixed wing container for prone container Add $10.00 for optional deployment bag California residents add 6% Sales tax Prices quoted post paid to U.S. only.
---w,INDHAVEN 12437 San Fernando Rd. Sylmar, CA 91342
EDITOR· Gil Dodgen ASSISTANT EDITOR LAYOU r & 01:SIGN: Jonie Dodgen STAFF PHOTOGRAPHH?S· WA Allen. Leroy G rannis, Be1!ino Gray Stephen McCarrall ILLUS'TRATIONS; Dove Lowrence CONTRIBUTING EASTERN EDITOR: Paul Burns
, ISSUE NO. 74
OFFICE STAFF MANAGtR: Coral Veloerroln Tina Gertsch (Advertising). Wendi Tuttle (Membership), Kil Skradski (Renewa ls). Amy G ray (Hong Ratings)
Hang Gliding
USHGA OFFICERS· PRESIDENT Lloyd Llcher VICE PRESIDENT Dennis Pogen SECRETARY Jon Case TREASURER Alex- Duncan EXECUTIVE COMMITTEE l loyd licher Alex Duncan Jon Cose lJSHGA REGIONAL DIRECTORS REGION 1 Jay Raser Mich.eel Pringle REGION 2· Jan Case, Wallace Anderson REGION 3. ram Mllkle. John Lake. Michael Riggs. REGION 4: lucky Campbell. Ken Koerwtlz. REGION t>: none REGION 6 Jim Wilson REGION 7: Thomas Holey. Ron Chris· Jenson REGION 8 Don McCabe REGION 9 Dsnnls Pogen. Bob Mor1,n REGION 10 Dick Heckman. Jerold W.elch REGION 11 · David Broyles. REGION 12 Crolg Mavis. Horry Sudwischer DIRECTORS-AT-LARGE REGION 1 Alex Duncan. REGION 2 Lloyd Lich.er REGION 7: David Anderson REGION 10· John Harris HONORARY DIRECTOR: Hugh Morton. EX·OFFICIO DIRECTOR of LJSHGA os we ore o dlv1s1on of NAA V10 Powell. CIVLDElEGATE: Horry Robb The United S1o les Hong Gliding Associolfon. Inc . Is o division of the Notional Aeronautic Assoc1olion [NAAJ which 1s the of11c1ol U.S. representative or the Federo· lion Aeronoul1que lnternotlonole (FAI). the world governing body for sport aviation The NAA. which represen1s the U S at FAI meetings. hos delegoled to the USHGA supervlslori of FAl-re loted hong gliding oct,v,lles such os record attempts arid compell11on sonc11ons Ht,NG GUOING mogozine 1s published ror hong glld,ng spo,r emhuslosls 10 creole lurther lnleresl In !he spor1. by a meons of open commun1car100 ond loodvonce nong-glldlng methods and sore1v Conl11bvtions ore welcome Anyone I$ 1nv1ted lo conlrlbute orl1c1es. photos, and 11lusllot1ons conceinlng hang g1101ng oc11v1t1es It 1he molenal Is to be retumeo. o stomped sell-oOdressed return envelope mu~ be enclosed HANG GLIDING mogc:mne reserves the right lo e<;fit conlribulions where necessory lhe Assoc1olion a"ld publlco1,on do not assume responslb1lltv ror the moleriol 01 opinions otcontrlbulo1s HANG GLIDING mogc,mne ts published monthly by rne United Stoles Hang Gilding Associohon. lno whos$ moiling odd1ess Is P O. Box 66306. Los Angeles. Conl 90066 and whose offices ore located al 11312Y, Ven,ce Blvd .. Los Angeles. Colit 90066; lelept,one !213) 390·3065 Secondclass postage ,s pofd at Los Angeles. Colll HANG GLIDING moqoi1ne JS pnnled bY Slnclolr Printing & Lltho. Alhombm. Calif !he USHGA Is o memberconlrOlle<;f educotlonol and sclent,f1c orgomzol1on decllcoted 10 explorlnQ 011 facets of uitrollght tlighl Membership is open to anyone 1n1ere"ed In this 1eolm or flight. Dues for lull membership ore $20 pe1 veo, ($21 for foreign addresses]. subscription roles ore S15 for one year. S26 for lwo years, S34 for lhree years An Introductory S1x-monlh lrfol ls ovolloble for S7.50 Changes of address Should be senl six weeks In advance. Including nome USHGA membership nvmber. piev,ous ono new odd1ess. ond o malling label from a recenl issue
MARCH 1979
(US PS 017-970)
CONTENTS FEATURES
20 23 25 28 39
49
DESERT FREEZE by Lane Hinerman TEXAS TOWING by Dave Broyles GUST RESPONSE byJ.B. Allred HANG GLIDING IN FLORIDA by Ralph Linero A PRELIMINARY ANALYSIS OF THE LONGITUDINAL DYNAMICS OF ULTRALIGHT GLIDERS byGaryValle 1978 FATALITIES:
54
A First Look KITTY HAWK FLY·IN
by R.v. w111s by Jim Johns Photographs by Donna Lifsey
DEPARTMENTS 4 4 12 14 16 57 58 59 65
ULTRALIGHT CONVERSATION INDEX TO ADVERTISERS NEWS AND NEW PRODUCTS CONSUMER INFORMATION USHGA CHAPTER NEWS edited by John Ballantyne USHGA REPORTS BIRD'S EYE VIEW by Lauran Emerson CLASSIFIED ADVERTISING STOLEN WINGS
COVER: An Ultralite Products Spyder lifts off from Mammoth Slide Into the beautiful skies o f Telluride, Colorado. Photo by Leroy Grannis. CENTERSPREAD: Mike Meier soaring a Wills Wing prototype at Telluride, Colorado. Photo by Steve Pearson. Donated by Vin Meier. CONSUMER ADVISORY: Hang Gliding Magazine and USHGA. Inc., do not endorse or toke any responsibility for the p roducts advertised or mentioned edltorlatly within these pages. Unless specifically explained, performance figures quoted in advertising ore o nly estimates. Persons considering ttie purchase of o gilder ore urged to study HGMA stondords. Copyright © United States Hong G liding Association. Inc. 1978. All rights reserved to Hang Gliding Magazine and indrviduol contributors.
3
\JLTRALIQMT CONVERJATION Parachute Deployment Dear Editor, At the request of Dave Aguilar of Odyssey Sky Systems I am informing Hang Gliding of a parachute deployment. October 1, 1978, I encountered an emergency situation and successfully deployed the Odyssey System parachute. It was later estimated that the chute was deployed at an altitude of 350 feet or below. The parachute deployed smoothly and ground impact resulted in a minor bruise, but no damage to the glider or emergency system. Bradford Koji San Diego, CA
Odyssey Parachute Dear Editor, My compliments to Jon Bastian and Chris Price for their recent articles on parachutes. The articles were well written and very informative. We appreciate the time and effort these two people, and all involved, put into the seminar and testing of the currently available chutes. My only disappointment was the exclusion of specs on the Odyssey chute. I must explain to Chris the fact that we may have had something to do with his not receiving the chute in time for testing. Dave Aguilar, his wife, Debbie and Dan Chapman were here in Ellenville, approximately the same time as his trip to the West Coast. This was probably poor timing on our part, and put pressure on Dave's business schedule. We held a parachute seminar in which Dave and Dan gave demonstrations and lectures, on back-up systems, to our local pilots. I've received many requests to hold another seminar in the spring from the now "well-informed pilots." The thanks and compliments are still coming in for these three people for coming here and dedicating their time. I feel Chris Price was a little harsh on Odyssey, in his article, in advising people to question the chute before purchasing. Instead, it would be to our advantage as dealers, and to the public, if he could check out the Odyssey chute and any others he did not test, and give us a run-down on specs and results. I think this would complete his 4
article by including all available chutes on the market, and would be a good reference for customers wishing to purchase chutes in the future. I fly with one of the first chutes ever made; a Bennett chute with 10 lines, production number 28. I've changed the deployment bag and am confident that this chute, the Odyssey chute, or any others on the market would save my life in an emergency. But since the public now has a wide variety of excellent chutes to choose from, why not include them all? Mary Kaknes Aerial Techniques Ellenville, N. Y.
Altitude Gain Record Dear Editor, There was an error in the January article, "World Hang Glider Altitude Gain Record." It stated that Gary Patmor claimed an altitude gain record of l 0,200 feet in June 1978. On July 5, 1978, I gained 10,200 feet, but four days later I went to 19,200 feet ASL, gaining 10,640 feet during a 60 mile flight into Nevada. I didn't bother filing for the first altitude gain record. The 10,640 foot altitude gain record has been recognized by the FA!. Sincerely, Gary Patmor
Correction Dear Editor, Shades of poetic (parachutic?) licenseand correction, please! Rich Piccirilli did not successfully deploy his parachute in Elsinore as I reported in the January issue of Hang Gliding magazine, in the Santa Barbara Hang Gliding Association Parachute Seminar article. Fact is, he just hit the ground and landed on some of his keister after his deployment attempt fizzled-right next to a patch of strange looking green pods. But a Piccirilli was seen walking away, informed sources say, and no emotion was noticeable on his face, until the Parachute Seminar article. And this letter. Seems a message got lost between here and the editorial offices, by my error. Everything else is true, though; I swear. Jon Bastian Santa Barbara Hang Gliding Association
Dealer Test Flying Dear Editor, At the manufacturers meeting in Telluride, Colo. Wills Wing Inc. made a motion that every glider be test flown · before being shipped.
INDEX TO ADVERTISERS
... 67
Advanced Air Sports ........... .
24
Belanger .. Bennett Delta Wing Gliders .
........ IFC, 2. 9, 38
Crystal Air Sports .
23
Eco-Nautics Inc ..
63 IBC
Eipper .
22, 36
Electra Flyer Corp ... Gianforte .
27
Glider Rider.
... 64
Golden Sky Sails .
... 56
Hall Wind Meter .
56
Hang Glider Shop .
6. 56
Hang Gliders of California .
. .. 23
Kite Enterprises .
14
Kitty Hawk Kites .
... 56
Laminar Systems .
... 63
Leading Edge Air Foils .
. .. 63
Litek .
37
Manta Products
19
M Company .
30
U.S. Moyes Ocean Pacific
. BC
Odyssey ..
... 62
Pacific Ultralight .
... 31
Pagen .
... 61
Paragon ..
53
Power Up Co ..
11
Poynter Books .
59
24
Seedwings .
. 68
Seagull Aircraft. Sky Ship ..
... 23
Sky Sports .
.. 66
Soarmaster.
... 15
Sunbird ..
7. 31
The Hang Gliders Bible .
.. 27
Ultimate Hi .
...... 47, 48
Ultralite Products . USHGA.
10 ... 18. 60, 61
.. 24
Volmer Aircraft . Wasatch Wings .
37
Wills Wing, Inc ..
.... 32, 33
Windhaven.
.......... 1,7,11,24,27
AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing 1112 months preceding the cover date, i.e. Feb. 15 for the April issue. HANG GLIDING
r
#1 IN EARNINGS IN THE uSA Let's talk dollars and some sense, a nice chunk of prize money-this was the amount taken home by Moyes pilots for the '78 season. $15,000 in only three meets. The MOYES MAXI has come a long way since its introduction three years ago. It still has the best sink rate, making it a great floater, but it also has the best l/0. Wheri:the wind picks up and the other floaters can only go down, or ma:k,be b,6<:kwards, the Maxi can penetrate out because of,its su.,periQticipipeed. Which brings us around to safety. Becauset it nys ..,b . .· '.' it;' also lands better. N~bo~y likes turbulent ~9n~i~~,~~.fbut·· ..:i;>er/~r later "".'e end up flying 1n them. The Ma'S''. '¥Ith/ t.s'~Jl tl'.clle handling seems to be less disturbed-by \urbyt .· ~~fr?'.·.· . landing areas. When other gliders are gettt,ns i,ht :he<f. ~a . p, .it doesn't lose its co~posure. An? ~ped,kin~ die >.~'. .·e been putting Hang \. l / ~< · . II pilots on Max1s•.1,. .'. \ So it's not a · ·Qde ti\. ·his desig the...most copied in the world and ~" the ·yar . · ~y whic _:.th~,: industry measures performance. "- . ' . . Whether you r qn c~9~io~al · ot or one that is serious about winning, . toe ip~ are do <.:..Go MAXI-it is still the ai'f?ys are! best above all, art_d :·'
'. i
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6
The motion was rejected and another adopted. In lieu of factory test flying, the gliders could be test flown by qualified dealers. In order to qualify dealers it would be necessary for each manufacturer to implement a dealer training program. Electra Flyer initiated the program of training its dealers with a skilled factory representative, Keith Nichols. Keith did, and still does, conduct technical seminars at several locations throughout the country. He instructs Electra Flyer dealers to service and test fly gliders properly. Keith's seminars have been so successful that non Electra Flyer dealers have requested permission to attend. Since Electra Flyer rarely sells direct, and only to customers not serviced by our dealers, we don't test fly every production glider. We do test fly all gliders going directly to the customer. It is Electra Flyer's policy that dealers test fly new gliders received from the factory, for several reasons; to inspect the glider for shipping damage, to insure that breakdown gliders are reassembled properly, and to demo the glider before the customer, further insuring confidenc _ ,n the craft. It is our hope and belief that our dealers will continue to do a good job of test flying. It is important to remember that a factory test flown glider may not be the same once it goes through the delivery service, the airlines, the truck line and then to its final destination, the launch site. Larry Newman Pres., Electra Flyer Corp.
and rigid wings. 3) It should be short and easy to use and, if possible, catchy without being frivolous. "Sky sailing" is a good example while "foot launch gliding" is awkward and clumsy. 4) The name should not have objectionable connotations, which is the chief reason for dropping the present term, hang gliding. Keeping these and possibly other criteria in mind, I urge that members begin sending in ideas for new names, and that the USHGA start to organize a selection process leading to a vote of the membership within the next six months. Bob Ormiston Mountain View, CA Dear Editor, I'm just sending my two cents worth on changing the name that has been with our sport for so long. I think it would be foolish to change the name. After all, in most cases, if not all, one is hanging, in one form or another; supine or prone, flex wing or rigid wing. The term "hang gliding" best defines the type of flying we do. Rather than concerning ourselves with petty name changes, we should show more concern for what we have now, which is, the sport of hang gliding. Let's work to make hang gliding safe and enjoyable for everyone. Ron Hammond Ft. Lauderdale, Fla. Dear Editor,
Hang Gliding Name Change Dear Editor, It was with great interest that I read Jon Bastian's article, "The Rogallo Proposal" in the November issue. I couldn't agree more with his arguments that we need to change the name of our sport. Without being at all critical of Bastian's basic idea, I do feel that the alternative name he proposes for the sport, "Rogallo gliding" is not really the best choice. But Bastian's basic idea really deserves our serious support. To help find the best possible new name I propose that the USHGA conduct, through Hang Gliding magazine, a member survey or contest to nominate candidate names, and then have a final selection made by membership vote. Rather than propose any specific names at this time, I would suggest some criteria that could be used to judge the quality of candidate names: 1) The name should be descriptive and accurate. 2) The name should be applicable to both flexible
I second the motion by Jon Bastian (Hang Gliding, Nov. 1978) to drop the "Hang" from hang gliding, even though the term "hang" in popular usage has many positive connotations ("Hang in there," "Hang tough," etc.). However, there are also some allpervading, negative and somber connotations ("hang over," "hang up," "hang gallows" etc.). Rather than getting all choked up and spooked by such horror movie imagery, let's replace the disparaging word "hang" with a more appropriate, descriptive term. Jet planes, motor boats, sail boats and motor gliders are all named after their mode of propulsion, and not after the manner of attachment or mode of containment of the pilot, nor are they named after their inventors. It only makes sense to give hang gliders the logically descriptive name of "sail gliders" since they are propelled through the sea of air by horizontal, airfoilshaped sails. A sail is "an extended surface of fabric by means of which the wind is used to propel vessels." "To sail" is to be "impelled HANG GLIDING
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The Nova Breaks The Trend Toward Increasing Complexity A REFRESHING CHANGE The Sunbird Nova sets the example for l 979 sail gliders, offering pilots a new concept in glider design, stability, strength and performance. Stability at low angles of attack (well beyond normal flight rnnge) is excellent. When the sail blows down the entire trailing edge between the internal floating tip and the bridled batten is held up at a positive incidence angle. The equivalent of "up elevator", there is a large increase in the positive pitching moment and a very stable slope of the pitching mmnen t curve.
The Nova passed flight tests easily. It is very pleasant co fly, with excellent stall characteristics, showing no tendency to spin. Control bar pressures are light in turns, with a surprising resistance to sideslips.
STRENGTH Careful engineering of the airframe has resulted in a very high level of strength with very small deflections. Two special computer programs were used in the preliminary design of the leading edge, which can withstand unusually large static and dynamic loads.
PERFORMANCE The 130 degree nose angle results in a significant reduction in "induced" drag and improves slow speed performance and sink rate. Deflexorless leading edges eliminate parasitic drag associated with 100 feet of cable and 6 feet of tubing on conventional gliders and improve high speed performance. Nova comes in four sizes for proper wing loading. See your dealer for a test flight and experience all the fine qualities Nova pilots boast about. Fly '.\!ova!
For Free Demo Flight and Excellent Service Contact: Distributor Dealer Dick Snyder Arcadia Air Sports (213-447-SOAR)
INDHAVEN HANG GLIDING SCHOOLS, INC. 12437 San Fernando Rd. Sylmar, CA 91342 (213)367-1819 Dealer Inquiries Invited
Dealer La Verne De Jan Free Flight of San Bernardino (714-796-1658)
by the action of the wind upon the sails." "To glide" is "to move gently and smoothly; to pass with a picturesque, smooth, silent motion." Let us call our beautiful sport "SAIL GLIDING." This term "sail gliding" would be the most appealing, easily-enunciated, and pleasantly descriptive designation for our enjoyable, recreational passtime. The term "sail" not only most aptly specifies our craft's unique mode of propulsion, but also describes the largest and most beautifully visible, identifiable feature of our gliders. The term "gliding" describes our pleasant, smooth, quiet and peaceful passage through the air, as we ride on the forces of nature - gravity and wind. Therefore, for the sake of improving the verbal and pictorial public portrayal of our sport, I agree that we take the "hang" out of "sail gliding" and that we take the address labels of the gorgeously scenic, colorful photos of "sail gliders" off the front cover of the soon to be renamed SAIL GLIDING magazine. Ronald G. Erickson Grand Prairie, Texas
In fairness to our back cover advertiser we cannot place the mailing label in that location. However, for an additional $5 per year you may receive your magazine in a protective, plain brown wrapper with the address label on it, rather than on your gorgeous cover. Ed Dear Editor, I can't believe that after as long as our sport has been around, someone wants to change its name. I remember reading Ground Skimmer magazine when I joined the USHGA. The name "Ground Skimmer" was a title that was a reality. But we've gone higher since then. The pilot is suspended from the e.g. in a harness, therefore he is hanging; another reality. I think that there are some who can't face reality. Maybe we should call ourselves Cloud Hoppers. That says it all. Then everyone would know what we're up to. Tom Riegel Topton, PA Dear Editor, The response to the suggested name change for the term "hang gliding" in last month's issue was very interesting. I agree that the name no longer fits what is going on. Even the term gliding doesn't cover present activities adequately. Gliding by definition is non-powered flying, and soaring indicates something different than gliding. It is time for a change, but it should be a general classification that will cover all 8
types of aircraft. Some are wings only. Others have a tail, some a pod or fuselage, some are powered, some have wheels, etc. A general classification name should cover all of these various aircraft. The broad category of flying termed "general aviation" encompasses various types of aircraft, generally thought of as taking off and landing at various designated points. Thanks to the FAA's licensing practice, they are also thought of as a means of transportation to get from point A to point B by the shortest route and are required to have a license. Since hang gliding is definitely a sport, the term "sport flying" fits very well. Personally, I would much rather belong to the U.S. Sport Flying Association than the U.S. Hang Gliding Association. Wilbur Wilson Cedar City, Utah Dear Editor, I've read Jon Bastian's article on a name change for hang gliding, and this would be a good time for a name change. The term "Rogallo gliding" would not fit all classes of gliders, and the average person couldn't associate with this name. Some other people have suggested names like "ultralight gliding" which sounds like a shop name. The name "sky sailing" sounds pretty good, except we should leave the word gliding in the name. If one thinks about this sport of gliding and sailing through the air, one realizes we need a name that associates with what gliding is all about. Sailboats sail across the water, sailcarts sail across the ground and ice and sailplanes glide and sail through the air. What we need is a catchy name that describes the sport of gliding and sailing through the air. I believe the term "sail gliding" gives a full description of what gliding is about. The general public can relate to this name with the thought of sailing through the air on a glider, as one would think of sailing across the water in a boat. "Sail gliding" says a lot in two simple words. Rick Russell Vista, CA Dear Editor, Let's hear it for "sky sailing." There's a name that is both accurate and descriptive- "sky sail(s)" and "sky sailer(s)." And thanks to Mike Meier for a nice article on take-offs. At this altitude (5,000 ft.) my students particularly need the lateral stability of the down tube handhold on these more sensitive gliders. Bill Taylor Sprague River, Oregon
Suspension System Failure Dear Editor, A few days ago, a pilot flying off of Mt. Tamalpais was engaged in extremely radical aerobatics, and stalled his wing at about 110 degrees, in a wingover. The glider yawed onto its back and then dropped through nose first. It pulled out with such force that the pilot was literally thrown out of the glider. The purpose of this letter is to warn all go-for-it pilots, because it wasn't his suspension loop that failed. What occurred was that he actually pulled the nexus bolt, from which he was suspended, out of the down tubes. The tubing used was the standard size used by most of the industry; 1 inch x .083 6061-T6 anodized. Fortunately, the pilot was wearing a chute, which he was able to successfully deploy. Tests are being conducted to ascertain the forces that caused the failure, and will be available as soon as completed, along with recommendations on how to reinforce the control bar junction. Until they are finished, I have some very strong suggestions to make to all pilots. Do not engage in maneuvers that exceed the manufacturer's recommendations. Today's gliders are not built with that kind of flying in mind. If you must push the limits of your wing, do so with a minimum of 1,000 feet of altitude. This incident occurred at approximately 500 feet, and the pilot did not even realize that he had left the glider. By the time he acted, it was almost too late. Do not use metal-on-metal with your suspension system. There was a metal ring in direct contact with the nexus bolt, and this greatly increased the shock load transmitted to the aluminum down tubes. A loop or webbing strap is infinitely more desirable. Do not attach your back-up suspension system to the same point as your primary. In this case it was attached to the same point. If it had been passed around the keel, the pilot would have stayed with the glider, as the glider righted with no other damage. Do not fly without a parachute. Do not use the chute as a fail-safe mechanism, that allows you to take chances. It may not work. Do not blame the manufacturer if you are foolish enough to exceed the tolerances of his machine. Just because you are crazy does not give you the right to tell the builder what his product should and should not do. Jeff Mott Region 2 Instructor, Observer HANG GLIDING
P.S. Planning on a chute for the coming season? UP's famous Back-Up system by Advanced Air Sports is now available in two sizes - 24' at $349. 00 each, 26' at $384.00 each, in stock with your choice of container color! Contact your UP dealer today.
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Learn Soaring Secrets From These Experts ...
'ADVANCE YOUR FL YING SKILLS At The 19 79 Spring Soaring Seminar!
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Plan to come to this fast moving, nine hour seminar so you can benefit from years of soaring experience.
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AN EVENT YOU WILL NEVER FORGET Come to the Golden State Club Hotel in Burbank, Calif. and join us at this special event. We start with coffee and Danish at 8:00 AM and lead into the most exciting program ever held for the education of hang glider pi lots. The program is designed for beginners and experts alike. There will be something for everybody-including movies, slides and demonstrations. Don't miss this exciting event. To register use this handy form and mail today! A reservation packet will "" be mailed immediately to you. See you there! .J
MANY TOPICS COVERED
• Larry Newman • Tom Price • Trip Mellinger • Gil Dodgen • Mike Arambide
• Gary Valle """ • Chris Price • Jerry Katz • Hank Asciuto • Vince Brophy
A WEAL TH OF INFORMATION These experts will spend the day with you to make available information that took years of experience to acquire. In just one day you will learn facts that will greatly help your overall flying skills; material that could take months to obtain elsewhere. Near the end of their comprehensive program, they will gather for a panel discussion with you. Each expert will personally answer your questions on all topics of flying. Learn their personal methods that made them experts of thermal and ridge soaring, glider design, competition and much more. Send your '-reservation in today before quota is filled. ,)
• General Soaring Techniques • Glider Design Criteria • Parachutes • Competition • Suspension Systems • Industry Sport Trends • Cross Country Soaring • USHGA Pilot Proficiency System • Hypoxia (Causes and Symptoms) • Spatial Disorientation
Quota Filling Fast Send Your Reservation Today! ....__S_P_R_IN_G~~SO_A_RI_NG_ _S_E_M_IN_AR_~_RE_S_ER_V_A_TI_O_N~~FO_R_M___,J0 NAME __________ RATING ADDRESS _ _ _ _ _ _ _ PHONE _ _ _ _ _ _ __ CITY STATE _ _ _ _ ZIP _ _ USHGA NUMBER TYPE GLIDER Reservations cancelled after April 13 will receive $10.00 administration charge. No refund requests can be accepted after date of Seminar.
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I ENCLOSE · $29.95 FOR SEMINAR ON SATURDAY, APRIL 21, 1979. Seminar to be held at Golden State Club Hotel. Upon receipt of my application a reservation packet will be sent to me with complete details. Yes! I am interested. Please send more information on Seminar.
INDHAVEN • 12437 SAN FERNANDO RD., SYLMAR, CA 91342 • (213) 367-1819 ilARCH 1979
S1H
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NEWS AND NEW PRODUCTS RARE II RARE II stands for Roadless Area Review and Evaluation II. It is an accelerated portion of the Forest Service Land Management Planning Process. It calls for inventorying, analyzing and recommending to Congress areas for wilderness classification which are roadless and meet certain criteria. It is also a process that identifies recommended areas which are not suitable for any further wilderness classification. How does this affect hang gliding? It can directly affect a site or sites in your area by cutting off access to the take-off or landing area outside of the wilderness area, effectively closing it. You can also be cited or fined depending on the local rangers and local magistrate for taking off or landing in a wilderness area. The FAA also has an advisory stating not to fly below a 2000' ceiling over a wilderness area, but this is an advisory, not a law. It can also cut off any future plans for take-off or landing areas if they fall in a proposed wilderness area. The policy of most national forests nationwide towards hang gliding has been you may fly from or land in a site on forest land provided no trees are cut and it is left unspoiled. Compared to other federal, state or private lands, this is a very commendable and much appreciated policy. It is also safe to say the vast majority of hang glider pilots have a unique appreciation for their environment and would no doubt support the RARE II program. The problem is you have to find out and identify if an existing or future site is affected. Another problem is that it is too late in the game to approach your local forester on this matter. It is now up to Congress. In a nutshell, there are already 19 million acres of wilderness in the U.S. This program will add an additional 15 million acres. It also sets aside 10\li million acres for the "further planning" category, which means this may be converted over to the wilderness category. Thirty-six million acres are to be designated for the "non-wilderness" area category, also called "multiple use" which allows activities already established in these areas. The wilderness category prohibits any human activity other than observation. R.K. Griswold, the national RARE II coordinator, whom I interviewed, states that in the near future, anywhere from 210 million to 280 million acres of land will be designated wilderness, or the equivalent of
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1/10 to 1/8 of the total geographical land surface of the 50 United States. The RARE II Program affects 36 states and Puerto Rico in the wilderness category. The other two categories, "further planning" and "non-wilderness," are not going to be presented to Congress. The states affected and the amount of land in acres to be designated wilderness are, in order from largest proposed areas to smallest: l. Alaska 2. Idaho 3. Colorado 4. California 5. Wyoming 6. Montana 7. New Mexico 8. Utah 9. Nevada 10. Arizona 11. Oregon 12. Washington 13. New Hampshire 14. West Virginia 15. North Carolina 16. Virginia 17. Michigan 18. Wisconsin 19. Georgia 20. Missouri 21. Arkansas 22. Florida 23. Illinois 24. Oklahoma 25. Kentucky 26. North Dakota 27. Texas 28. Indiana 29. Puerto Rico 30. Pennsylvania 31. Louisiana 32. Alabama 33. Nebraska 34. South Carolina 35. Mississippi 36. South Dakota 37. Tennessee
5 2
554 247 942 701 629 585 501 492 484 400 370 280 169 69 66 64 56 42 39 38 27 24 16 16 13 11 10 9 9 9 9 7 7 5 5 5 3
203 832 283 57 297 29 452 998 395 762 507 798 176 120 478 30 495 43 670 848 426 675 563 300 260 880 212 909 730 570 120 859 360 891 500 40 887
According to Mr. Griswold, each area of the 624 proposed wilderness areas will be taken on an individual basis in Congress, although he said there is a possible likelihood, due to time involved, that some areas may be lumped together and introduced by national forest, or by a state by state basis or possibly groups of states on a regional basis. Griswold stated that the program will, in all likelihood, be introduced in the spring, by the Interior Committee in the House,
and the Energy Committee in the Senate, although there is a possibility it will be introduced by the Agriculture Committee in the House and Senate. How do you find out if your flying sites are affected? Your local public, regional or college library should have a copy of the RARE II final environmental statement which contains a breakdown of all the forests and areas in the nation, and they should also have a RARE II map for the local national forest. The map is the only way to actually tell if your site is affected. It has a topographic map of each area proposed. If your library doesn't have this information there are limited supplies at your local national forest headquarters, or you can write to one of the following: National Headquarters Forest Service, USDA 12th & Independence Ave. S.W. P.O. Box2417 Washington, D.C. 20013 Northern Region (R-1) Federal Building Missoula, Mt. 59807 Rocky Mountain Region (R-2) 11177 W. 8th Ave. P.O. Box 25127 Lakewood, Co. 80225 Southwestern Region (R-3) Federal Building 517 Gold Av. S.W. Albuquerque, N.M. 87102 Intermountain Region (R-4) 324 25th St. Ogden, Ut. 84401 California Region (R-5) 630 Sansome St. San Francisco, Ca. 94111 Pacific Northwest Region (R-6) 319 S.W. Pine St. P.O. Box 3623 Portland, Or. 97208 Southern Region (R-8) 1720 Peachtree Rd. N.W. Atlanta, Ga. 30309 Eastern Region (R-9) 633 W. Wisconsin Ave. Milwaukee, Wi. 53203 Alaska Region (R-10) Federal Office Building P.O. Box 1628 Juneau, Ak. 99802 A number of national organizations have lobbied for or against this program. (List of organizations on file at USHGA.) Perhaps HANG GLIDING
with the help of the constit1:1ents of the USHGA, we can set up a successful lobby for or against programs in Washington, D.C. in the future. Don't bitch at the USGHA for not having an established lobby in D.C. It takes money and it is up to you to decide whether to support this idea or not. The advantage of a lobby in D. C. is: 1. It will let the members of the USHGA know beforehand, while programs are in the planning stages, if these programs affect you. 2. It can exert influence on the sources of future programs either by itself or by working with other national organization lobbying efforts. I sincerely hope you support this idea. If you do not, don't cry when sometime in the future you are powerless to fight or support a program. It may mean an additional $5.00 or so in your yearly membership, but the advantages are obvious. Remember, as stated earlier, there are still 176 million to 246 million acres of land in the national forest system up for grabs to be designated wilderness in the future. And this is only national forest land. There is also the National Park Service, Bureau of Land Management, Fish and Wildlife Service and Lands in the Wilderness System to contend with. You still have a recourse if you discover one of your sites affected. Write to your Congressman and Senator expressing your opinion. (Form letters and profanity are useless.) The address is: Honorable Congressman House Office Building Washington, D.C. 20515 Honorable Senator _ _ _ _ _ _ _ __ Senate Office Building Washington, D.C. 20410
ating doping, the distortion of the wing frame and the airfoil is eliminated. Porosity is more uniform, making for a much more efficient aircraft. Construction time is also reduced. Mitchell Wing, Volmer and Easy Riser kit owners have already used this new material. With the cost at $2. 901yd., the material is less expensive, considering the cost of dope and thinner, than doped dacron.
AIAA - USHGA MEETING The San Francisco Section of the American Institute of Aeronautics and Astronautics (AIAA) will hold a joint meeting with the Region 2 Section of the United States Hang Gliding Association (USHGA) on March 22, 1979. This will be a dinner meeting followed by an illustrated presentation entitled "A (Re)lntroduction of Hang Gliding To The Technical Community." Speakers will be Don Ciffone (AIAA Associate Fellow and USHGA Member) and Jan Case (USHGA Region 2 Director). The meeting will focus on familiarizing the professional aeronautical community with the sport of hang gliding, and hopefully, will stimulate interest and mutual cooperation in improving the performance and safety of the gliders. Visual aids and static displays will be utilized to make this important meeting both informative and interesting. USHGA members are invited to attend. The meeting will be held at the Holiday Inn in downtown San Jose, CA. For details and reservations, contact Jean Oton (408) 742-8380 or (408) 742-5993 or Pete Reding (408) 742-1944, no later than March 19, 1979. A fee of $7 .75 for the beef dinner will be collected at the door.
THE DIAMOND MEET NEW COVERING MATERIAL After intensive static and flight testing, Northern Sun and UFM are now marketing a new covering material for rigid wings. Description of the material is as follows: Finished weight 2.35 oz./sq. yd. Zero-porosity Heat shrinkability Ripstop or non-ripstop Choice of colors Finished cloth width: 60 inches ripstop 45 inches non-ripstop Retail cost: $2.90/yd. The advantages of this material are many. Previously used 1.4 oz. doped dacron weighs approximately 2.45 oz./sq. yd., so there is a weight savings. This material is also more puncture resistant and stronger in tear strength. Needless to say, the value of not having to dope the wings is priceless. By eliminMARCH 1979
The Diamond Meet will take place March 31 and April I, 1979 at Perris Valley Airport, CA. Last year's meet was very successful, with 16 pilots and aircraft participating in the two-day event. Some of the pilots participating were Volmer Jensen, John Moody, Larry Mauro, Steve Patmont and Trip Mellinger. The awards this year have been expanded to include "quietest engine" and "pilot award," selected by the attending pilots. The other awards: best all around, best engine installation, best paint scheme, new design, new power system design, will be awarded again. John Chiota is bringing his Weedhopper from Ogden, Utah. It is rumored that Klaus Hill, from Utah, designer of the award winning (EAA Ultralight Champion) Hummer will be flying. Ken Striplin from Lancaster, CA, who designed a new ultralight F. L.A.C. (foot-launched air cycle) will be on hand to show how this machine performs. A new reduction power system
for the Mitchell Wing being developed by Brad White and Tom Shaw from Santa Ana, CA will be there. James McCornack from Monterey, CA will be attending with his newly developed Pasture Hopping Fledgling. Dave Kilbourne will be flying his Soarmaster powered Easy Riser with his newly developed landing gear. The two day event will have a variety of air sport activities. Parachuting will be taking place both days along with sailplane rides. A hot air balloon rally race is scheduled for Sunday. Fifteen balloons will be on hand. It is a spectacular site to see these lighter-than-aircraft (55' tall) ascend and float over the countryside. You must get up early, the rally starts at 6:30 a.m. All aircraft this year will be required to have an airspeed indicator and altimeter and pass a sound reading test. The pilot will also have to show proof of 20 hours flight time in the aircraft (logbook). The registration fee will be $20.00 pre-registration or $25.00 at the time of the meet. Vendors $75.00. For an information sheet, registration form, judging criteria, and schedule of events please send a self-addressed stamped envelope to Joe Diamond, Box 724, Balboa, CA 92661. There is a need for volunteers this year. The last meet was put on by a handful of people and many more will be needed this year. The Diamond Meet will continue to stress safety and pilot skills. It is bound to be more exciting, informative, educational and fun than last year so mark it on your calendar.
WILLS WING DEMO DAYS Wills Wing is currently scheduling a series of "Demo Days" at various popular flying sites around the country. The Demo Days are being coordinated with local Wills Wing dealers, and will give the local flying community an opportunity to see and try out new glider models and accessories. A Wills Wing representative will be on hand at each Demo Day to answer questions and demonstrate new products. The first scheduled Demo Day will be sponsored by Chandelle San Francisco, in conjunction with their "New Kite Showcase." Watch this publication for information regarding future Demo Days.
LA HANG GLIDING BAN The Sylmar Chamber of Commerce remains unwilling to seriously discuss any plans of a flight park until they see what happens with the Los Angeles City "Ban Hang Gliding" proposal. In the meantime the landing areas get smaller and smaller. 13
NEW SET-UP SYSTEM
Delta Wing introduces a new quick setup slide arrangement on 1979 Phoenix 12 and Phoenix 6D gliders. The brackets are 7075-T6 aluminum, bent in the zero hardness condition and heat treated to a "Rockwell" 34 condition. The nylon slide is extruded or machined to a sliding fit on the keel. In most models the crossbar folds back to lock into an overcenter position, when a 5/16" ball lock pin is used for added security. When fitted to the glider, plastic covers are used to protect the leading edge from damage, when the glider is folded during shipping, transportation, etc.
POWERED ULTRALIGHT MEETING A meeting was held at Joe Diamond's house in Newport Beach to determine the direction of powered ultralight aircraft organizations. The meeting was attended by hang gliding and Experimental Aircraft Association (EAA) people. Joe Diamond is chairman of the USHGA Powered Hang Gliding Committee, and will be heading up the EAA powered ultralight division at Oshkosh next year. To solve the question of wheels or nowheels (the FAA currently defines powered hang gliders as aircraft which are footlaunched and landed), the conference came up with a new proposal for definition of a "powered ultralight aircraft" (and hopefully unregulated by the FAA): Aircraft must operate by Visul Flight Rules (VFR) only; must have a max stall speed of 25 mph (sea level, 170 lb pilot); must be single place only; must hold no more than three gallons of fuel. Specifically excluded are rotary wing aircraft and balloons. 14
As far as regulation goes, those attending felt that it was good to continue without FAA pilot licensing, but would recommend that the FAA administer the FAR written test only before issuing a "powered ultralight license." This might be used in conjunction with the USHGA Pilot Proficiency Rating system to establish some selfcontrol over these pilots. The recommended flight regime for powered ultralights is 0 - 3,000 ft. AGL in uncontrolled airspace (3,000 ft. is the lower limit of controlled flight path altitudes.) Other suggestions included use of a distinctive wing symbol to designate powered ultralights and the use of helicopter approach patterns for landing of ultralights at uncontrolled airfields. Joe Diamond will be going to Oshkosh Feb. 2 to present these ideas to the EAA. Tom Milkie will be going to the USHGA Board meeting Feb. 17 to present them to the USHGA.
SAN BERNARDINO HOA CHOSEN SPONSOR After a December meeting of concerned pilots, the San Bernardino Hang Gliding Association was chosen as the sponsor for the 1979 Region 3 Qualifying meet. This meet will be held at Pine Flats. The planning has just begun, but the following plans look promising: The meet will be in May, over three consecutive weekends. The competition will be one-on-one.
GRAPHITE REINFORCED TUBING Grafspan Incorporated is a type of product for revolutionizing the hang gliding industry: Graphite-reinforced aluminum tubing. Our Grafspars consist of thin wall 6061-T6 aluminum tubing with graphite fiber overlays and a protective coating. By this blend, we enlist the dollar savings of aluminum and provide a system toward minimizing and visualizing abrasion and impact-related damage. When using this system of constant-diameter, variablestrength Grafspars at every key stress point, it becomes possible to economically construct all manner of airframes, including a retrofit program for existing gliders. !Vi'' OD .049
BASELINE
606!-T6 Alum.
Grnfspar IV,"
Design strength (yield)
3,300 in. lbs.
7,<XXl in. lbs.
Ultimate strength (failure)
4,400 in. lbs.
18,(XX) in. lbs.
The various strengths of our Grafspars are very nearly infinitely adjustable. Tests were performed at Anamet Laboratories, Berkeley, CA.
CONSUMER INFORMATION PULLEY CABLE FATIGUE Pilots are reminded that any glider fitted with a pulley system for augmenting billow shift may be subject to fatigue of the pulley cable, both at the point where the cable goes around the nose pulley, and wherever the cable moves on a fitting, such as at the wingpost. This type of fatigue generally shows up only after extended use, and is most prevalent on heavily loaded gliders with long, flexible leading edges. Wills Wing recommends that pulley cables be replaced every 50 hours of air time, whether or not they show any outward signs of fatigue. It is possible, especially at the nose pulley, for a cable to fatigue almost to the breaking point with no visible signs. Wills Wing has available a flexible 7 x 19 3/32" cable which is more resistant to fatigue from passing around the nose pulley than is the 7 x 7 cable. Pilots who fly gliders with pulley systems can have this cable installed by a Wills Wing dealer. Wills Wing will provide the necessary materials for this installation to any pilot who has a Wills Wing glider with a pulley system, at no charge, upon receipt of the pilot's name, address and glider serial number. Please contact Wills Wing for further information.
No Mountains? Soar Anyway/
FLY THE FLATLANDS! Tow Systems for All Makes of Hang Gliders. Tow system w/top and bottom release
and flotation with spread shackles additional 2 point pulley bridle Boat release with carabiner All orders require 50% deposit.
$350 $ 10 $ 30 $ 35
Texas residents add 5% sales tax.
Send $1.00 for information package to; KITE ENTERPRISES Telephone Inquiries Invited; 1403 Austin Street Dave Broyles Evenings (214) 438-1623 Irving, Texas 75061
HANG GLIDING
Florida Free
Associa1ion
8201 SW 96 SL Miami Beach, l"LA 33156 Phil /\lien FFF/\ is completing its second year on an upbea1. /\t I his writing, we arc in the process of incorporating, purchasing a club boat and completing work on a land tow vehicle. Tl1c land tow vehicle is a cannibalized car with a winch and a throttle. !\ more detailed report will come when its use is pcrf'cctcd. Thanksgiving weekend we entertained hundreds of Key Biscayne spectators with an informal tow meet. Ralph J,incro took first, I Joyd King was second and Richie Henson, our president, was third. Sylmar pilot Pete McEvoy visited and learned to tow. I le was impressed with our operation and enthusiastic about towing. While we seldom fly in anything but sink, long, silent glides over lliscayuc Bay from 2,000 ft. of winch-fed line arc remarkable for their aesthetic beauty. And when a pilot lands, the boat is often hack at the beach waiting. Soul h Florida is experiencing rapid growth in motorized hang gliding. Since we arc a major center for private as well as commercial aviation, the sky is usually quite crowded, even in outlying areas. Ot hcrwisc perfect farm fields and grass strips arc rendered inadequate as flying sites by all the overhead traffic. There arc several Soarmastcr/Flcdglings, Quicksilvers, Easy Risers and even a Cl\- I now in use. We arc being reminded here of how irrcsponsihlc opcrat ion of powered gliders can make enemies quickly. One individual in the area, not club-affiliated, i., selling aircraft to uninitiated pilots with minimal inst ruction. There arc several reports of roof landings, bay ditchings and downwind landings. !\ crop dusting st rip which had been procured for our use has been lost. The disturbing thing is that there seems to be lilt le we can do about it. Reflecting on our second full year of' operation, it seems as though the entire club went through an "intermediate" phase with experienced pilots making errors in seemingly routine situations. None of' the incidents were serious, but they serve as reminders Ihat hang gliding is not a casual sport. Overall, we have made a great deal of progress. There arc many new pilots joining 16
us, and we hope to have weekends this winter in which 20 or more fliers launch in a rot at ion behind two or three winchoutfitted boats. Such f'ly-ins would be followed by a barbcquc on I he beach. Our invitation to snowbirds remains open. C'mon down!
Southland Flyer Southland H.G. Assn. 18339 BasseH St. lfomla, CA 91338
Editor Pete McEvoy Jan. 1979 Issue
Saturday, December 23 marked the clay of' the SHG!\'s J'irst Christmas f<ly-ln. Forty-three pilots gathered at the Lake Elsinore site for a day of informal competition and general comradcric. Fm an entry fee of $ J .00 for mem bcrs and $2 .00 for non-members, anyone interested could have a crack at the flour bombing and lnncling targets. Competition began at 10:00 a.m. with an uphill wind of approximately 8 mph. Pilots began taking off' and flying down to the landing area where the flour bombing targel was situated beside the orchard at the west end of the landing area. I lcrc they would drop their flour bomb before heading for the landing target some !JO yards away. Flying too low over the flour bomb target would result in coming in short oft he landtargct, while coming too high over the bomb target would lessen one's chances or
hilling the bullseye. SHG!\'s new president, John Ballantyne was stationed at the take-off with baggies of flour to be carried in hand or pocket, or taped to control bars. As pilots began sciup, John reminded them I hat there would be no rules whatsoever in this con-test. Word quickly spread among the pilots that the way to ace the contest would be to land first, then walk over 10 the bombing targcl and drop one's bag of' flour. Consequently, as smirking pilots began to line up for take-off, .John announced the only rule: you must drop the flour from the air before landing. The flour bombs turned out 10 be the source of some rat her amusing problems. Several pilots quietly announced their intentions or waiting lo sec if conditions would be soarablc so that they could fly over take-off and drop their flour bomb upon the head of some unsuspecting friend below. To these pilots, the sight of a bewildered buddy below spattered in white would be well worth the sacrifice of the entry fee. Fortunately for John (rumored 10 be a prime target), the wind never reached a soarablc velocity. Other pilots discovered problems transporting and locating the mischievous bags of rlour while trying to control a glider. Several con1estanls stuffed their baggic in a shirt pocket only to have the cn1 ire thing explode in their face when they attempted to pull it out in flight. Eddie Townsend round as he approached the target that he had unwittingly crammed his flom in a sweatshirt pocket which he had zipped
HANG GLIDING
closed and which was under his shirt which was under his coat which was zipped shut under his harness. Gliders were seen wobbling out of control as pilots struggled to extricate stubborn bags of flour from various locations. Because of the challenging arrangement of the two targets, it was common for a pilot to ace one bullseye, only to completely miss the other target. Consequently pilots known for their expert flying skills sometimes totaled fewer points than less experienced pilots, and the final scores are somewhat surprising. All of the contestants started with a total of 100 points, having 50 points for each target. Points were deducted for every foot away from the bullseye a pilot or his/her flour bomb landed. Following are the ten top final scores: 1Neil Perks 48.5 + 42.5 = 91 pts. G. Follman 2 33 + 42.5 = 75.5 pts. D. Tanji 3 23 + 42 = 65 pts. 4 Roel Snyder 23 + 40 = 63 pts. 5Dan Black 18 + 42 = 60 pts. 6 Jim Heaton 7 + 47 = 54 pts. 7 Rich Grigsby 0 + 48 ~ 48 pts. 8 Joe Greblo 8 + 39.5 = 47.5 pts. 8 C. Ashford IO + 37.5 = 47.5 pts. R. Villanueva 9 47 + 0 = 46.5 pts. 10 Lynn Miller 0 + 46.5 = 46.5 pts. The points scored are shown as bomb points + landing points = total points scored. Pete McEvoy held down the flour bombing target scoring honors. Small trophies were awarded for I st and 2nd place with a special Turkey Prize for the pilot with the worst luck of the day. The Turkey Prize was awarded to Jack Hobart flying a Seagull V. He sportingly headed for the right ridge of Edward's Bowl, !lying and sinking, sinking and flying, sinking and sinking, until he finally squeaked into the alternate landing area at the base of the bowl. Jack succeeded in missing the flour bombing target and the landing target by approximately 1/2 mile, beating out all competition for the prize by nearly I /2 mile. He was named recipient of the fly-in 's Turkey Award for this outstanding effort. Later in the afternoon, after the wind had begun to switch downhill, everyone removed themselves to a local Elsinore establishment for pizza, beer and the MARCH 1979
awarding of the trophies to the winners. Winners and Turkey were toasted and cheered before the rivalry continued at the pool table, pong and pinball machines. In the ferocity of this second round of competition, Rich Grigsby demonstrated his great talents at the pong machine, staving off countless contenders and wiping out Eddie Townsend for his dinner money of S6.00. However, when Rich momentarily strayed to the pinball machine, he met his match. Here he was soundly beaten by Lynn Miller before slinking back to the pong machine. Late in the evening, as the last of the revelers headed through the parking lot to their cars and home, Rich's voice continued to be heard at the pong machine shrieking and howling into the still Elsinore night. -----Lynn Miller
Santa Barbara Hang Gliding Assn No. 26 P .0. Box 40114 Santa Barbara, CA 93103 January Issue -
Editor, Jon Bastian
It was reported that Tim Joseph reached 9,000 ft. from the Ventura Avenue (flying site) and flew on a wind wall to Linclaro Canyon, while Mike Arrambide reached 1,500 ft. and Tom Wilson reached 5,500 ft. Mike and Tom flew to Camarillo on the wine! shear. The 75th anniversary of the Wright Brother's first powered flight off the sands of Kitty Hawk, North Carolina, was celebrated by the "Man Will Never Fly Society" whose motto speaks for itself Man drinks, birds fly. The MWNFS is allied with the Procrastinators Society (We can do it tomorrow) and the Society of Flat Earth Scientists, as well as the Coneheacls. The ivlWNFS contends that the July 1969 walk on the moon was really filmed in Arizona. Bob Trampenau was selected as Eagle of the Month (a club award-Ed.) for his work on the highly successful and productive parachute seminar held Nov. 3. Bob thanked the committee and organizers who helped with the seminar. (See Han{!. Gliding's January issue-Eel.) Russ Stewart initiated a discussion on possible future club activities for the coming year (and) the proposal which drew the most positive response was the Glider Safety Inspection/Certification Program. Pilots would be required to pull their sails for sail and frame inspection. This program would be held on six-month or annual intervals. A committee would be appointed to draw up a set of conditions and proposals for inspection, and the club would have to approve that listing. Observers/Inspectors would look for wear and condition of sail seams; tubing cracks, scratches and possible
fracture lines, corrosion, dings, bends, stretched tangs, frayed wires, worn wires, kinks, etc. Before any glider would be approved, it would have to withstand rigorous, sensible inspection. A lead seal on a wire would be attached to the noseplate of the glider, and it would list the expiration date of the certification. Tom Mayer reported that a program like this has worked well in Hawaii for the Hawaii Hang Gliders Association. The HHA has control over its launch sites and can bar non-rated pilots of uncertified gliders. The program is painless, Tom reports. Halloween party thanks - Gus Chavalas and Mayor David Shiffperson called in to thank Mike Adams for having the SBHGA Halloween party almost out of Santa Barbara city limits. The party was responsible for keeping at least three flashers and one gorillette au nature! off the streets that night. The club says thanks also.
Mid-South Hang Gliding Club No. 37 1291 Pera Ave. Memphis, TN 38127 Editor -
John Stokes
The twelfth meeting of I978 was held December 4th at 7:30 p.m. at the Highland Branch Library Auditorium. President Danny McMahon opened the meeting by asking, "What's today? ls there a meeting tonight?" After the minutes were read, Gerry Gallagher, club treasmer, gave us the financial report. He said in a few short words that our banking account resembled that of Cleveland, Ohio. At the start of the meeting we had an immense total of .07 dollars. On that 7~ we were going to buy two pieces of bubble gum and split them l c ways, but by a minor miracle our meager account was rescued by a successful t-shirt selling campaign that brought our new total to $101.00. Everyone breathed easier, including Gerry, who was now assured of his 35% cut from the treasury. Not too much else was discussed except that we collected names for the USHGA Chapter recertification. After this, everyone milled around until film time at which the members were treated to the same films we saw the month before and the month before that-. At 9:00 p.m., a visitor at the door had everyone thinking that the jolly fat man himself had arrived, but to our disappointment it was only the crabby, thin librarian. The club members were still filled with the holiday spirit even after the librarian told us to leave. So in the spirit we promptly, but gently, took the librarian and threw her down the stairs. Happy holidays and peace on earth. (Sorry about the time lag-Ed.) ,-... 17
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--~~THE COMPLETE OUTFITTING AND SOURCE BOOK FOR HANG GLIDING. by Michael Mendelson History. models. accessories. pub11ca11ons. organ11al1ons. schools. s,les ~----FLY. THE COMPLETE BOOK OF SKYSAILING. by Rick Carrier Basic 1nformat1on on techniques afld mslruc11on -----HANG GLIDING ANO SOARING. by James Mrazek Fl,ghl theory and meleorolog,cal data -----HANG FLIGHT. by Joe Adleson and 8111 Williams Third ed111on Fl1ghl instrucl1on manual. 100 pages ---~-HANG GLIDING. by Dan Poynter Revised ed,t,on The bas,: handbook for skysur11ng . -----MAN-POWERED FLIGHT. by Keith Sherwin History and modern !lying lee hnology. design and cons1dera1,on -----HANG GLIDING ANO FLYING CONDITIONS. by Oenn,s Pagen Micrometeorology for p,lols 90 illus. by author NOT SHOWN ~~---HANG GLIDING AND fl YING SKILLS. by Dennis Pagen A complete 1nstruclion manual for beginners to experts -----GUIDE TO ARIZONA. by Wilson Baker 50 pages Siles maps and cond1l1ons for flying ,n Arizona -----·GUIDE TO ROGALLO FLIGHT BASIC. by Bob Skinner and Rich Finley A handbook for 1Jeg1nn,ng pilots 30 pages ---~~HANG GLIDING. THE FL YING EST FL YING. by Don Oedera P1ctor1a1 history. pilot comments. Pholos by Slepnen Mccarroll _______ MANNEO KITING. by Dan Poynter Handbook on tow-launcn Hying
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------HANG GLIDING LDG BOOK. 32 pages Designed especially lor pilots 4, , .. r S 3 25 - - ------ ---~--HANG GLIDING MANUAL ANO LOG. by Dan Poynter For beginners An assel to ,nstruclors of hang gl,d,ng. 4·· X 5· S 1 50 ~----FAI SPORTING CODE FOR HANG GLIDING Provides the requiremeots S 1 00 for records. achievements badges. and World Cnamp1onsh1ps
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DESERT FREEZE Sunday, July 13, staned much the same way as many days these past mo nths . I checked the wind direction and then put in a .::ouple of hours' work on my nearly completed Super Riser. By noon the day looked like a total loss for fl ying as the prevaili ng , outhwest wi nd picked up to 20 mph at my house, which meant 35-plu mph six miles to the west on Badger :vtountain. Oh well, it would n't be a total loss; wit h this extra time I might fi nish the ole ' Riser. By 4 p.m. the wind direction and velocity had changed. It was now from the wes. at about IO mph. Afier a quic k call to Cliff Daniels we were loaded in his pick -up and on our way to Eagle Butte, near Kennewick. WA, which is one of the fe w westfacing hi lls in our a rea. We had only flown Eagle a dozen times previously, but each time the 600- ft. near vertical butte had been soarable and landings were easily made back on top. Cliff and I reached the top of the butte at about 5 and found the wi nd coming straight up the face, but it wa blowing about 30
2(~
mph. We had soared it once before in 30 mph winds but it was during the winter and it was glassy smooth . Now it was the middle of the summer and here in the desert part of southeastern Washington the thermals were really popping. We had done a lot of soaring lately and this caused us to become lazy, so we decided to wait and see if the Y.·ind would mellow out , which it usual ly does here in the evening. About 10 miles in front of the hi ll the clouds were formed in a perfect line running fro m north to south and coming back over us. so we assu med that there was a front moving toward us and it might shifl the wind back to the somhwest. This time would also give us a chance to hunt fo r ratt lesnakes which abound along the rocky face o f the hill. After an hour and a half of looking for rattlesnakes, we noticed the ,,ind beg inning to drop quickly. By the time we had returned to the pick-up and set up the kites, it had dropped to 8 to 10 mph . We decided that Cliff would launch in his Cumulus 10 firs t, as he has a lighter wing loading than I and usually gets hig,.he r. If he couldn' t soar then I would d ri,·e down and get him. He walked his kite 100 ft. to a rock outcropping and I struggled along behind , trying to get the monster-sized control bar on my Wills Wing XC 220 through the sagebrush . Cli ff was havi ng problems holding his
kite on the outcropping and since I was at a nice ro unded part o f the hill, he yelled at me to go ahead and he would wait 10 see if I could soar. Launch was nice and easy into the mild winds and I was glad to hear the sound of my vario let ting me know it \\'as all going up. I made everal passes and gained 200 ft. and watched Cliff launch. I figured that I had probably maxed the ridge lift so I was conten: to soar along in the smooth lift. As quickly as this though t entered my head it left. as my \·aria began squawking again; but the air was getting pretty bumpy . It stayed trashy until we got about 800 fi. over the take off and then it became glassy smooth. By this time we were wondering what we were in , because we knew that the mild ridge lift did not go this high. \Ve continued to climb at about 200 ft. per minute. At 1.000 ft. AGL I decided to see how far in front of the hill the lift extended . After fl )ing in lift for about a mile and a half, I fina lly encountered some mild sink, so I turned around and flew back 10 the hill. During this ti me Cliff had been trying to max the lift and was about 2,200 ft. AGL and still going up. The next 15 minutes were spent with ou~ eyes glued to our altimeters in disbelief. We were now 5,000 ft. AGL and we had not foun d the sides of the lift, as we were sometimes five miles apan and stiJI going up together. At 5,000 ft. I began looking at my house about six miles downwind and I decided to fly to it. By the time I caught up to Cliff to tell him I was taking off, we were 5,600 ft. AGL and since both of us were wearing light summer clothing we were beginning to get pretty cold. As I staried downwind I looked back several times and saw Cliff quickly apHANG Gl lDI\JG
by
proaching cloudbasc which was about 6,500 ft. I flew to my house with the bar pulled in, in hopes of' losing some altitude, because I was really cold by this time. When I was directly over my house I checked my altimeter and to my amazement I was still 5,600 ft. AGL. I decided to crank out some 360's in order to Jose some altitude, but after doing about 30 of them, and hearing my vario souud off all the time, I checked my altimc1cr again only lo find out l had 600 ft. and was now at 6,200 ft. AGL. By now I was beginning to get more than a little worried as my sandal-clad feet numb. I decided to head downwere wind until I could find some sink. After fly. ing over the town of Kennewick and down· wind about three miles, I finally found the sink I wanted. I stayed in it until I was down to about 3,500 ft. and then I headed back upwind and was able to just make it into a field lo land right behind my home. During this time, Cliff had climbed up to 6,200 ft. north toward the town of Richland. He crossed over Mt., which we fly in southwest winds, and was still at 6,200 ft. Once he was past the hill though, he began to encounter mild sink much of the rest of the way. He had thoughts of heading back to the lift and seeing how far downwind he could fly, but since he was cold and not sure where I had gone, he decided he had better stay in the general area. He headed north about five miles to Richland and then headed east along the Columbia River until he came to Kennewick. He landed about 20 ft. from me, I minutes after I had landed, for a total flying distance of about ten miles. the way we both realized that we were flying in some kind of convergence. Now that we have a better idea of what to look for, we carry warm clothing with us all the time in hopes of encountering the same conditions again. Only this time we'll travel with it as far as we can go. MARCH 1979
Hinerman
The Texas version of the hang gliding tow plane is a Jeep CJ7 with a constant tension tow winch mounted in the back. The advantages of this type of tow vehicle in· elude a clear view of the glider by the driver and winch operator, and the ability or the tow vehicle to go at high speeds across unimproved riclds. Also, the vehicle works great when pressed into service hauling gliders at mountain flying sites. The pictures arc of a tow exhibition at the Richard Kuntz Ranch near Luckcnback, Texas. The driver is John Rozier of Dallas, Texas, the winch operator is Brad Dement
or Austin, Texas, and the pilot is Dave Broyles of Irving, Texas (and current USHCiA president). We hope these pictures will rumors that there arc no places to hang glide in Texas. All seriousness aside, the Texas area of· fcrs excellent thermal activity, and we arc hoping to use our Texas Tow Plane to tow our gliders to thcrmaling altitude many times in the coming summer. When wc land tow this summer, wc will take certain precautions to keep towing as safe as possible. Pilots will be equipped with parachutes. Gliders will be tow-tested
over water first and will he known to have safe flying characteristics under tow. The driver and winch operator will be trained and experienced. The tow line will be equipped with a weak link, and 1he winch operator will have a hook knife in case or winch malfunction. The release cables will be inspected to be in good shape and the releases tested and adjusted for correct function. Most importantly, knowing that nothing is at all likely Io go wrong, the tow crew will still be mentally prepared for any contingency. Towing, like any other form of hang gliding, is just as safe as you make ii.
Certain factors bring about the most success in trainin. fly hann nliders. CONSISTENCY
Crystal Flinht Resort flies nearly
80°/o of all days. Less days lost to poor winds,
and with our eight year lease, we will be consistent for a lonn time. THOROUGHNESS We won't just train you to get off the wound. If you can stick with it, we'll have you flying off 800 foot mountain, like 50% of our students from 1977. Many students
us after nettinq the basics from other schools.
EQUIPMENT-We use late model nliders and other equip .. ment that were recently consid .. ered hinh performance. Our certified instructors (all of 'em are) can make you think you are full of natural talent.
SAFETY Our record is superb, and we don't think we need to "knock on wood." We may be the most conservative school in the country, and we're staying that way.
IT AU. EQUALS SUCCESS MARCH 1979
FLY CRYSTAL
23
GLIDER TRADE-IN @ SPECIAL @
INDHAVEN HAS IT ALL IN CATALOG 1979
g
Windhaven takes trade-ins on new gliders from anywhere in the country. Ship or deliver your glider, and we will apply it to your new purchase. We sell:
INDHAVEN 1979
Electra Flyer Novas Seagull Wills Wing
VOLMER AIRCRAFT Blueprints Now Available
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U.F.M. Mitchells Wing Delta Wing Eipper-Formance
INDHAVEN HANG GLIDING SCHOOLS, INC. 1 2437 San Fernando Rd. Sylmar, CA 91342
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HANG GLIDING
AIRCRAFT GUST RESPONSE by J.B. Allred INTRODUCTION Because the author is presently flying a prototype glider, the JB-2, and has experienced the effects of gusting while test flying, the topic of gust response has recently become of intense interest to him. This interest is further heightened by the frequent reports of kites tucking, a phenomenon directly related to gusting. While studying this topic in detail, and applying conventional aerodynamics, some very interesting points have surfaced. The most noteworthy was the mechanism probably responsible for our present tucking incidents. The purpose of this article is to present the tucking mechanism, as well as to discuss a few other cases of gust response. By studying a simple model, we can see some factors that may contribute to the tucking phenomenon. This article will hopefully initiate further discussion on the mechanism and perhaps influence future design. As previously mentioned, other cases of gust response are discussed. These are developed in the process of finding the "worst case" gust, which can lead to a tuck. These cases will present information that can explain some of the strange excursions one sometimes experiences when flying in turbulent air.
THE TOOLS Before we get involved in the actual model, let us discuss the tools and simplifications we will utilize. There is an unwritten law somewhere which states: "It is twice as complicated as you think it is." Nowhere does this law hold true more than in flight dynamics. In order to understand this extremely complicated situation, we will resort to simplification. It is more practical for us to have an easily comprehended, simple model, than a more exact, but complex model that is difficult to understand. The first simplification we will resort to is with respect to our old friend the gust. A gust manifests itself as a change in airspeed and angle of attack when a glider penetrates an eddy whose size is within an order of magnitude of the glider's wing span. The direction of change of angle of attack is dependent on the point of entry as shown in figures 1 and 2.
The rate at which the airspeed and angle of attack change is dependent on the strength and size of the eddy, as well as the rate at which the eddy is penetrated. If we were to look at the air velocity with respect to the wing immediately before the gust, and then at some point during the gust, we could represent these velocities in a vector diagram. See figure 3.
A Initial air velocity Air velocity during gust
B
Gust Vector
Fig. 3
A vector diagram is a mathematical tool that can be used to add or subtract velocities in different directions. One adds vectors by lining them up head to tail. In other words, A + B = C. We can say that the gust component B was added to the initial air velocity A to get the final air velocity during the gust C. This is how we will model a gust, as an instantaneous wind component, or vector, added to the relative wind velocity of a glider in steady, level flight. This would be equivalent to a pilot flying in dead smooth air being struck instantly by a gust. Next we need to understand an engineering tool known as a free body diagram. A free body diagram is essentially the representation of a body suspended free in space. All the external forces exerted on the body are represented on the diagram. If the resultant of all these forces is equal to zero, the body does not accelerate. If the resultant is not zero, the body accelerates in the direction of the resultant, according to Newton's second law of motion: F = MA. See figures 4 and 5.
D
L
w
i:+B+w=Fi
I+Zi+W=O Fig. 4 Glider is in unaccelerated flight
Fig. 5
Glider accelerates downward
Fig. 1 Angle of attack will increase
Fig. 2
MARCH1979
Angle of attack will decrease
Finally we need to understand the concept of static pitch stability. A glider that has static pitch stability will tend to fly at a constant angle of attack as long as the pilot position or controls are not changed. This can be graphically represented in a simplified case. See figure 6. Figure 6 is a graph of pitching moment versus angle of attack, simplified as a linear relationship. As a decreases below a trim the pitching moment goes positive and the nose pitches back up. As a increases above a trim the pitching moment goes negative and the nose pitches back down. Now let us analyze four cases of gust response.
25
As in Case I we add the gust component to the initial air velocity (see figure 9a). In this case, however, it can be seen that the angle of attack has moderately decreased. This rotates the lift and drag vectors backwards. The air velocity has greatly increased, which increases the magnitude of the lift and drag vectors. A free body diagram (figure 9b) shows the resultant pointed back and up. The glider accelerates in that direction. Due to pitch stability the glider will pitch up. The only potential problem that could occur due to this gust woulc be increased loading on the structure due to the increased air velocity
PITCHING MOMENT
(Pitches nose up)
Trim a
a
ANGLE OF ATTACK
Case I:
Case III:
(Pitches nose down)
Fig. 6
Gust component vertical and down.
Gust component vertical up. L'
L
Gust
o'
6 Gust (a)
Fig. 7
w
/b)
In figure 7a the resultant of all the forces on the glider is zero and the glider experiences no acceleration. In figure 7b we add the gust component to the initial air velocity. It can be seen that the angle of attack has moderately increased. This rotates the lift and drag vectors forward. Also, the air velocity has increased, which increases the magnitude of the lift and drag vectors. A free body diagram of the glider in the gusted condition is constructed in figure 8 and it can be seen that the resultant of all external forces points forward and up. The glider accelerates in that direction. Due to pitch stability the glider will pitch down. There are two potential problems that could occur due to this gust. The increased velocity could excessively load up the structure if the gust were large in magnitude. The angle of attack change could precipitate a stall if the glider were already close to stall.
(b)
Fig. 10
In this case the angle of attack has decreased and the air velocity has decreased (figure 10a). This means that the lift and drag vectors are tilted back and reduced in magnitude. A free body diagram shows the resultant pointing down and back (figure 10b). Due to pitch stability the glider will pitch up. A_ potential problem that could occur due to this gust is loss of altitude and airspeed. Case IV:
Gust component horizontal and in direction of flight.
~t'
~
d
=
Gust
= Fig. 11 (a)
(b)
w
Fig. 8
Case 11:
Gust component horizontal and opposite to direction of flight.
In this case the angle of attack has increased drastically and the air velocity has decreased drastically (figure I la). This tilts the lift and drag vectors forward and reduces them greatly in magnitude. A free body diagram shows the resultant pointed down and forward (figure lib). Due to pitch stability the nose will pitch down forcefully. This is an extremely bad situation. The glider has little airspeed and is most likely in a stall. However, it is the violent pitching of the glider that carries the worst potential, as we shall soon see. ANATOMY OF A TUCK
d
= Fig. 9
26
/8)
Let us first set the stage by starting with a glider flying very slowly. Then let us insure that it has a low moment of inertia about the pitch axis. (Incidentally, a kite has the added benefit that it can pitch without the body of the pilot moving, or it can even pitch right around the mass of his body, thereby reducing its already very low moment of inertia.) Next, let us find a Case IV gust component that rapidly builds in excess of the glider's airspeed and even more rapidly dies down. To wrap things up let us say that our glider has a strong HANG GLIDING
Fig. 12
pitch stability at angles of attack above trim angle of attack ( a trim) and less, but still positive , pitch stability at angles of attack below
a trim. With the stage set we can now return to our model with one slight change in our method. This time, instead of treating the gust as an instantaneous component, we will study it as it builds. It can be seen in figure 12 that the vector of the air velocity rotates clockwise and the glider follows it due to its pitch stability. We specified a slow glider for two reasons. The more slowly the glider is flying the less the magnitude of the gust component required to effect it. In addition, recall that a gust is caused by flying through an eddy. The more slowly the glider is flying, the smaller the eddy that can effect it in a given period of time. The glider also has to have a small moment of inertia. This allows the aerodynamic forces to pitch the glider over quickly before the acceleration of gravity significantly increases the vertical speed, which would stabilize the glider in a nose-down attitude. Moreover, the more quickly the glider can pitch over, the smaller the eddy required to do it. Now we will let the gust quickly diminish and observe the glider's response. As the gust component once again reduces in magnitude,
the air velocity vector rotates back around to its original position. The glider would immediately return to its initial position except that it now has some momentum. Although the moment of inertia is small, the momentum is still sufficient to cause the glider to overshoot, possibly well past a trim. When the glider finally starts to rotate back, it is not with as quick a response as before, due to less pitch stability at angles of attack lower than a trim. It is possible at this time for the air velocity vector to get so far ahead of the glider that the glider finds itself flying backwards. At this point structural failure occurs, and due to the modified wing geometry the glider continues to rotate through 360 ° of its original position. It is important to realize that this all happens very quickly. So why didn't the standard Rogallos seem to have the tucking problem to the degree that we see it now? Certainly they spent fewer hours in the air, but the standards did not have as much pitch stability as the new gliders. Also, the longer keel and smaller nose angle gave the standard more moment of inertia.
CONCLUSION So what can a pilot do to minimize his chances of tucking? First, he should not fly too slowly, especially in turbulent conditions. The culprit seems to be a small high energy eddy. A pilot may be able to sense when he is in this kind of air, so he should watch out. Save your slow flying for mellow days. Secondly, he should not fly in wind speeds in excess of the stall speed of his glider, i.e., 15 mph. It is likely that the strength of turbulence will be related to wind speed. As for glider design, the pitch stability at angles of attack below a trim should be greater than the stability at angles above a trim. It is hoped that this article will initiate some discussion. As more knowledge is gained designers will have a better idea where to place their efforts, and pilots will be able to make wiser flying decisions.
....
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MARCH 1979
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27
by Ralph Li
'l'wo years have gone by since we formed a hang gliding club in South Florida, and still no mountains have been found anywhere in the state, Yet Florida ranks second or third in the number of USHGA hang glider pilots. lfow do we fly in Florida? Well, you guessed it, towing, Towing, like any type of foot launching, has its own techniques that one picks up from And in the lasl two years, towing has been made safer and more efficient by the invention of the tow winch. Our club has two privately owned" Bennett Mountain Winches." The primary feature of this winch is a hydraulic braking system which conlinuously monitors the tow line tension and automatically pays out line while maintaining a constant tension. Whenever the tow line tension climbs to a pre-set level, the hydraulic system also automatically compensates for variations in coefficient of friction bet ween
28
pads and discs caused by heat, water, or a slight rusting of the discs, The drag setting of the system can be varied by a master control handle, Pushing on the handle will increase the automatic drag setting, increasing the line pull required to rotate the drum pay out line, The increase in line tension is limited by a snub adjuster, usually not exceeding 270 lbs, of maximum pressure. For example, a winch may have a hands-off setting of 180 lbs, We found that this is the best setting for a smooth tow, with about a 400 to 500 fpm climb. With the snub handle pushed forward the drag on the line is increased, The snub feature is used during take-,off. On deep water starts, the drag of the floats and pilots through the water add up to a greater pull than 180 lbs. of tension without the snub. The winch will simply pay out line while dragging the pilot and kite through the water.
LEFT: Photograph taken from tow vehicle. Glider is near 1,200 ft. AGL. OPPOSITE PAGE TOP: Left to right; Dave Bedford, Paul Gigion, Matt Wagner, Fernando Galfez, John Flomero (standing), r~alph Linero, Jeff James and Steve Wifferd. BOTTOM: Florida Free Flight's land tow vehicle with Bennett Mountain winch.
On land tows, or beach starts, we get about 300 ft. of line direct from the winch to the kite, push the control handle back to free spooling and get the tow vehicle to a take,,off speed on a signal from the pilot, The control handle is pushed forward to the snub position, and the glider lakes off with HANG GLIDINC
a maximum tow line pressure or approx-· imately 270 lbs. As soon as he is off the ground, usually 20 lo 30 !'eel high, it is a hands--off operation, unless you have 10 release the flyer for some reason. Jim Walsh, of Orlando, Fla., was towed to approximately 1,500 feet of altitude in his Moyes Maxi, and af1er he released the tow line, he gained another 1,200 feel of altitude to cloud base. He then turned downwind, and not having made previous arrangements with his crew, Jim saw the touris1 attrac1ion of Ocean World, where he knew some of the people. From an altitude of 1,500 feet, he high banked his Maxi to ge1 down from the lift and ended the first Florida cross counlry flight, which was ten miles in distance and over an hour long. in late September, the Florida Free Flight J\ssoeiat ion bought a 1969 Chevrolet, for the purpose of converting it into a land tow vehicle. 11 is to be used by qualified members. (Winch or no winch, the possibility of a lockout is always there. It is lessened by the winch, but nevertheless, land lowing should never be attempted unless some ex-periencecl tow pilots are presen\.) The club worked a few nights on it, cutting the body, flattening the deck, installing the winch and also a rear-facing throttle for added safety. A group of' flyers from North Carolina and Georgia came down to rJy with us; Matt , Dave Ledford and Steve Willerd. All three are very experienced fool launch pilots, but they had little or no towing experience. Their gliders were equipped with towing bars. One member of the club, Jeff James, gave them check flighls on the beach and we went land towing the next Our only concern was Malt Wagner's Olympus that is not supposed to be a good low glider, mainly because of the high-
scnsitivit y handling. Jeff, Dave and Steve flew Phoenix 8's. Our local pilots, Paul C,igio11 flew an Osprey and our new club president, John Romero, brought his X-C. The winds were out of the north at 12-15 mph, on the high side for land towing, but ii was straight in on our tow road that runs for two miles. We were using only one mile. Flights went on and on all day. Our average release altitude was around J ,500 feet with a couple of fligh1s being 2,000 feet. It took us three tries to establish a technique to tow Matt's Olympus, and we found that by the winch operator pulling back on the master control handle throughout his flight, the Olympus settled iuto a steady, smooth flight. We took Matt to 2,000 feet and the local pilots were treated to some of the best flying we have seen.
In all, our day was 27 flights long and we settled over dinner 1o discuss the new ex per iences of our visitors. Land towing is de fin-· itely a way to get up there, but it should only be clone by experienced tow pilots. This type of flying is definitely not recommended for beginners or intermediate flyers without a lot of water towing behind them. If you arc interested in towing, our clnb would be happy to give you as much information as we can. You can get in touch with our club's safety director, Rich Henson, at 10250 S.W. 37th Strecl, Miami, Fla. 33165. ~
LAST! WING SPAN
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Hrnt plocu 197UWo,Jd l.lltmll9ht powmod rnoot Anokn, M11\n mnot San Cal Bost D0s19n 1978 mnnt San Dieuo, Cai fllace 197/ Gl!dtH nwet So Cal Nat 1977 Ci!idcr inei)t I hwv nor, 0\1 Out 1111d Back reco,d
?.9
Bigbster Airoralt, lac. The Highster is the highest performing intermediate glider on the market today, and probably the highest performing wing of all g Iiders certified last year.
Top View of Sail
Gentle handling and stability (easy to fly), are mated with excellent sink rate, exceptional L/D at high speeds, and one of the quickest roll rates in production (highly maneuverable). Due to extensive research by Michael Giles, the tips have been improved in 1979, increasing sail area allowing the Higbster to achieve its maximum performance in lift conditions, whether ridge or thermal. All models of the Highster now have much better slow speed ca pa bi Iities and take-off characteristics. Highster sti 11 has the highest speed range of any glider tested.
/lvadalie a1' $/ 275. ~
Bottom View of Sail
Complete with deluxe cover bags
In actual flight comparisons and during competition the intermediate Higbster, in overall conditions, out performed the top gliders in the world.
]EH i\[OTT, Instructor at Hang Gliders \'(fest, San Rafael, CA -
"In all my experience I've never run into a glider quite like the HIGHSTER. Not only do I recommend it to my srndenrs as their first glider because of its predictability, but all of us at Hang Gliders \'(fest, with a total of 17 years in the business, personally owned the exact same HrGHSTER that we sell to our beginners. It's fantastic'"
Approved by
If~//~!~. Street Address City and State Sizes Available
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2
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Date
For the Dealer in you area Phone (415) 527-1324
1 - 1 - 79
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ANNOUNCEMENT Hang G lid ing is becom ing more and more echnica lly orienta ed. As it does, manufacturers with strong resources in aerodynamics. structural ana lysis. computer science and related fie lds will best be able to provide hang gliding 's growing number of participants with top perform ing. quality assured gliders. Related products such as state of the art racing sails, aircraft control cable assemblies. and perhaps even wind power drives and ultralight fuel efficient a ircraft may be manufactu red by an aggressive, resourceful compan y. This is the intent and direction of SU BIRD ULTRALIGHT GLIDERS .
A techn ica l leader of the industry. no other hang glider manufach.1rer uses as broad a range of contemporary engineering and design techn iques as SU BIRD. The unsurpassed flight characteristics and design soph is ica ion of he OVA reflect this technology. With recent advances SU BIRD is now in a posi ·on that it can. using available technology and at moderate cost. design . test. and .produce ultra light gliders using the advanced techniques and procedures of the a ircraft industry. In order o take full advantage of these increased capabilities SU BIRD GLIDERS is expanding it's facilities and operations. Th is expansion will be financed in part by internally generated revenue and by the acqu isition of capital from selected firms and -or ind ividuals who share SU BIRD 'S aggressive product development ph ilosoph y. Inqu iries shou ld be d irected to : Gary Va lle. Pres ident
S UNBIRD ULTRALIGHT GLIDERS 12501 Gladstone Aue. =A4 S y/mar. Ca liforn ia 91342 (213) 361 -8651
MARCH 1979
31
INTRODUCING THE
WILLS WING OMEGA THE "SUPER FLOATER" WITH MORE SPAN, MORE AREA, MORE SPEED, MORE PERFORMANCE AND MORE STANDARD FEATURES
SPECIFICATIONS 260
220
180
38'
35.5'
220 ft.2
180 ft.
Span
40.5'
STAND ARD FEATURES
Area
260 fr.
APPLIED LEADING EDGES DELUXE TWIST - FASTENER BAG PRONE - SEATED CABLE SET QUICK BREAKDOWN FRAME CUSTOM SAIL COLORS ALL CABLES COATED QUICK DEPLOY TRIPLE DEFLEXORS VELCRO BATTEN RETAINERS VELCRO SAIL TIES \Y/ ASH OUT CONTROL TIPS COMPREHENSIVE FACTORY FLIGHT TEST
Aspect Ratio
6.3
6.6
7.0
Nose Angle
120°
120°
120°
Pilot (Flying)
200,
165-
130-
\\'.!eight
265
220
175
2
THE KEY TO GOOD SINK RA TE PERFORMANCE IN MARGINAL LIFT IS LIGHT \'{l1NGLOAD1NG, LARGE WINGSPAN, AND QUICK CONTROL RESPONSE. FOR YEARS WILLS WING HAS SPECIALIZED IN DESIGNING LARGE GLIDERS WITH EXCEPTIONALLY QUICK AND DEPENDABLE HANDLING. IN 1976, WHEN A MAJOR MANUFACTURER WAS ADVERTISING THAT THE MAXIMUM WINGSPAN FOR A FLEXWING WAS 31 FEET, WILLS WING \VAS FLYING A GLIDER WITH A 37 FOOT SPAN! IN 1977, WHEN OTHER MANUFACTUERES WERE PUSHING SMALL GLIDERS AS THE KEY TO RESPONSIVE HANDLING, WILLS WING WAS CERTIFYING A DESIGN WITH 265 SQUARE FEET OF AREA WHICH COULD BE EFFICIENTLY THERMALLED BY A 145 POUND PILOT! IF YOU'RE LOOKING FOR A GLIDER THAT'S OPTIMIZED FOR MARGINAL LIFT, HOOK INTO A WILLS WING OMEGA. IT WON'T LET YOU DOWN. ~
WILLS WING, INC. PHOTO BY STEVE PEARS00J
1208-H E. WALNUT - SANTA ANA, CALIFORNIA 92701 (714\ 547·1344
INTRODUCING THE 1979
WILLS WING··ALPHA IT'S THE PILOT'S CHOICE
"The ALPHA 155 handles so beautifully all my flying sl<ills have improved drastically in the ten iveei<s I've had it. After four hours soaring my ALPHA 155, I was not as tired as I used to be after thirt)' minutes in m)' Cirrus! The ALPHA 's performance has exceeded all m)' expectations." Cyndee Lewis Moore
"The ALPHA'S handling inspires
TOTAL confidence. Within seconds after launch on my first flight in the ALPHA 215, I KNEW I had the control to safely turn back into the ridge to follow the first marginal thermal that came along. So I did." - Chris Price
" I fleiv the ALPHA 185 in mountain thermal conditions. I felt it handled better than any glider I've ever flown. It also had an EXCELLENT sin!< rate. I would recommend the ALPHA to Cln) one who's looking for a lot of airtime." Rich Pfeiffer (has logged flights of 72, 76, and 81 miles in 1978) 1
ALL MANUFACTURERS MAKE ENTHUSIASTIC CLAIMS FOR THEIR GLIDERS. WE _SUGGEST -'r'QlJ LISTEN TO WHAT THE PILOTS SAY. BETTER YET;~tt·,:) A DEMO FLIGHT ON-AN ALPHA YOURSELF.°FlND.b-W.;~;/ ._, THE WILLS wrNG ALPrIAJS;T~B~!Jlf?I'~,f - -..
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37
81// 8e1111etti 8/ICI( IJ/1 SYSTEM
A Preliminary Analysis of the Longitudinal Dyna1nlcs of Ultralight Gliders by Gary Valle, President, Sunbird Gliders SUMMARY
This report examines the longitudinal -motions of an ultralight glider for various initial conditions and attempts to evaluate the relative importance of the various factors affecting the motion of the glider. Special emphasis has been placed on determining the general aerodynamic configuration of a glider that is most likely to experience turbulence-induced catastrophic pitching motions.
D
Drag
lbs.
L
Lift
lbs.
M
Moment
ft.-lbs.
Mq
Moment due to pitch rate
ft.-lbs.
INTRODUCTION
D
Many of the difficulties with early weight-shift controlled hang gliders (Lilienthal, Chanute, etc.) were associated with poor lateral control or stability. When the hang glider was reinvented this control problem persisted until the development of the control bar /suspended pilot system. Hanging in a harness a relatively long distance from the plane of the wing, the pilot could shift his center of gravity far enough to cause large rolling moments on the wing. Since the development of this system, lateral control problems have not been serious, and with improvements over the years, lateral control has achieved a high level of effectiveness. But in aerodynamics there is always a trade-off. In this case, the low e.g. introduces effects, which if not taken into account, can cause serious problems in longitudinal stability and control. The critical nature of the longitudinal stability of a low center of gravity, weight-shift controlled, flexible wing, ultralight glider has surfaced from time to time during its development. The "standard Rogallo" in certain configurations was subject to uncontrollable luffing dives. This was a static stability problem. Later, another difficulty was found in a "high-performance" version of the "standard Rogallo" that appeared to be related to aeroelastically-induced static instability. The phenomenon we are confronting now is turbulence-induced "pitchovers" and this appears to be a problem in dynamic stability.
Symbol
A
Definition
b'
2 Drag coefficient of wing alone L
L PV'S
Lift coefficient
2
M
L PV'Sc 2
Moment coefficient Moment coefficient at zero lift
w
Weight
lbs.
p
Air density
slug-ft. 1
1 orly
Inertia about the lateral (y) axis
slug-ft. 2
m
Mass
slug
g
Gravitational acceleration
ft. sec. -I
Variation of lift coefficient with angle of attack
deg. -I or rad.-1
Variation of pitching moment coefficient with angle of attack
deg.-1 or rad.-1
cl CM Variation of pitching moment coefficient with pitch rate
deg.-1 or rad.-1
y
Flight path angle, Figure 1
deg. or rad.
cl CL aa
CM a
LIST OF SYMBOLS
Drag coefficient
L PV'Sc
Dimension
CMq Wing aspect ratio
acM aa
age 2V
>..
Wing sweep angle
>.. c/4
Wing quarterchord sweep angle
deg.
e
Pitch attitude, Figure I
deg. or rad.
b
Wing reference span
ft.
a
Angle of attack, Figure I
deg. or rad.
s
Wing reference area
ft. 2
e.g.
Center of gravity
c or c
Wing mean geometric chord
ft.
MAC
Mean aerodynamic chord
MARCH 1979
deg.
39
ANALYSIS
The values for CMq were determined for representative low aspect ratio and high aspect ratio configurations using Reference 12.
Examination of the longitudinal equations of motion,
V
-g sinY
VY
-g cosY
+
'Ei
Mi CJ., V') I
+
D( a, V') m
(1)
L{ a, V') m
(2)
8 , V)
(3)
Mg{
I
reveals that the following configuration-influenced quantities directly influence the motion of a glider: lift, drag, pitching moment, damping moment and mass. The motion that ensues from any specific flight condition will be characterized by these functions. By choosing various initial conditions and various values for these key quantities, and by observing the resulting motion, a determination may be made as to which conditions and configurations are most likely to result in large pitching motions. This procedure involves the numerical integration of the equations of motion. This was accomplished by writing a stepwise integration routine for a card-programmable calculator.
CMqXw = 0
C
A
5 6 9
7.0 7.0 7.0
Ac/4 22.5 22.5 22.5
7 7
5.5 5.5
22.5 18.5
- .95 - .81
9 9
2.5 2.5
22.5 37.5
- .57 - .62
-1.3 -1.3 -1.3
Note that CMq is not a function of mean chord, but the resulting moment is a function of the mean chord squared. The method used to calculate these values does not take into account the effect of the low e.g. position, since in conventional aircraft the e.g. is rarely far from the plane of the wing. The effect of the low e.g. is considered later in this report. Inertia and Mass Except where noted, the same value of inertia, Iy = 75 slug-ft.' and mass, m = 7 .0 slugs was used for all configurations. The value given for Iy takes into account the effect of the virtual mass. (See Appendix)
DESCRIPTION OF CONFIGURATIONS STUDIED RESULTS AND DISCUSSION
Lift and Drag The lift and drag data used, Figure 2, were constructed by Tom Price and subsequently modified by Hewitt Phillips, Chief of the Dynamics and Control Division, NASA Langley. While they have not been specifically validated, they do result in a reasonable stall speed, glide ratio, sink rate, lift curve slope and parasitic drag values for the class of glider being studied. Exact values of lift and drag are not critical to the characterization of the types of motion considered here. Pitching Moment The moment curves are constructed from data taken using "pitch test vehicles." Curves representative of three characteristic moment types were used.
Moment Label
Type
Data Source
A B C
High moment Medium moment Low moment
NOVA 190 ASG 21 Phoenix Mariah 170
These curves are plotted in Figure 3. These data were measured about the pilot tether point. In the integration of the equations of motion the moments were transferred to the combined e.g. of the pilot plus glider, taking into account the position of the pilot. Damping Moment The damping moment used in the initial analysis was:
Mq
~ (2V)
40
! 2
p V'Sc
(4)
Part I NUMERICAL INTEGRATION OF THE EQUATION OF MOTION Table #1 summarizes the configurations and conditions studied. In Figures 4 - 8 the effects of the various configurations may be seen. As would be expected, the configurations with lower values of moment and higher aspect ratios pitch down correspondingly further, following an initial pitching motion. The high moment, aspect ratio 5.5 glider is barely affected, while the other extreme, the low moment high aspect ratio glider pitches down beyond a -30 ° attitude. In run #6, Figure 9, the initial velocity was reduced from 30 fps (20 mph) to 15 fps (10 mph). As can be seen, this very significantly affected the motion, with the displacement in attitude nearly doubling. The results of this run suggested a reexamination of the probable initial conditions that can result in large pitching motions. Because hang gliders are trimmed at high lift coefficients and have low e.g. positions, their stability beyond -5 ° or -10 ° degrades markedly. In Figure 3 it can be seen that it is not only the low e.g. but the rearward position of the pilot necessary to achieve trim at high lift coefficients that causes this degradation. The relatively large negative moments beyond -10 ° angle of attack led me to suspect that a strong down gust (which would result in the angle of attack being reduced into this range) was a phenomenon that would result in a strong down pitching. Run #6 suggested that a strong horizontal gust could also result in the needed pitch velocity. In runs #7 and #8 the motions that result from strong vertical and horizontal gusts were compared. In run #7, Figure 10, a strong down gust was simulated. The configuration of run #5 was used: low moment, high aspect ratio, with the pilot trim. This configuration had the largest negative moments in the negative angle of attack range. Even so, following the initially large change of angle of attack due to the gust, the angle of attack increases very rapidly, and in less than .2 of a second is in the positive moment range. In this short amount of time the pitch rate increases only to a maximum of approximately 13 °/sec. This is remarkable. The reason for this behavior is that as far as airplanes go, the hang HANG GLIDING
glider is very light. It accelerates to the speed of the gust very quickly, thus increasing the angle of attack. (See Reference 6 for a detailed discussion.) The magnitude of this acceleration is proportionate to the (negative) lift. Interestingly, the negative moments are in part due to the (negative) lift, thus the larger the negative moment, the less time will be spent in the critical angle of attack range. In run #8, Figure 11, a negative longitudinal gust (along the flight path) is simulated. The same configuration as run #7 was used. The results are dramatic. Very large displacements and high pitch rates are realized. The glider pitches down well beyond vertical and the angle of attack is reduced to the critical negative angle of attack range. The result could very well be a pitchover. For comparison, Figure 11 shows the effect that the same gust would have on the high moment aspect ratio 5. 5 glider (from run #1 ), assuming similar moment values in the high angle of attack range. From this it can be inferred that as in runs #1 - #5, the lower the moment and the higher the aspect ratio, the greater the likelihood of a pitchover due to this type of gust. A review of the motion shows why this type of gust results in the strong down pitching. Because of the drastic reduction in flight speed the glider is no longer flying, but instead is falling. Its flight path is very steep and initially its attitude is level. This results in very large angles of attack and relatively large negative moments. Since these moments are typically negative throughout the large angle of attack range, the pitching moment remains negative for a relatively long period of time. In run #8 this time was approximately 1. 7 seconds. During this period the pitch rate increased to more than 100°/sec. Runs #IO and #11, Figures 12 and 13, were a recovery from avertical dive and the motion that results when the pilot pulls full forward from trim. They are representative of other types of initial conditions that result in pitching motions and are induced here for purposes of comparison. Part II ATYPICAL CHARACTERISTICS AND THEIR EFFECTS ON THE PITCHING MOTIONS
In Part I the motions of the glider are studied for several different initial conditions and configurations. In Part II several atypical characteristics specifically associated with hang gliders are discussed and their effect on pitching motions of the glider studied. Past investigations of the dynamics of the ultralight aircraft (Ref. 8, IO) have used conventionally calculated values of the pitch damp_ ing coefficient CMq. These estimations assume the e.g. of the aircraft to be more or less in the plane of the wing and the resulting coefficient is a constant. Because of the exceedingly critical nature of CMq in the types of motion under consideration, the origin of the damping moments and the effect of the low e.g. position on these moments were reexamined. In conventional wings the pitch damping is comprised of several components. The most important are the damping due to: a) the ''relative camber.'' b) the larger displacement of the wing chords due to wing sweep. The resulting force acts approximately at the 500/o point of the mean aerodynamic chord, which is normally behind the pilot. Thus, the further back the pilot is, with respect to the 500Jo chord point, the smaJJer the moment due to damping will be. Since the hang glider is trimmed by changing the e.g. position, the CMo of the wing will directly affect the e.g. position required for trim at a certain lift coefficient. The larger the CMo, the more forward the e.g. position and conversely the smaller the CMo, the more rearward the required e.g. position, and the smaller the resulting moment due to damping. The three moment curves used in the earlier analysis were transferred to the theoretical aerodynamic center of the MAC in order to estimate the CMo and the chordwise distance between the e.g. and the 500Jo point of the MAC. MARCH 1979
ct CM a
Date Source
CMo
X';c
CM
da
1. Mariah 170 2. ASG 21 3. NOVA 190
0.0 0.05 0.07-0.21
.141 .183 .205
.069 .098 .199
-.0041 -.0065 -.0135
CMo is the average of the CMo required to get the best fit of the data transferred from the aerodynamic center to the tether point. A single value is not given for the NOVA because of the large variation in section reflex. X'/c is the chordwise distance in fraction of the mean chord from the e.g. position required for trim to the 500Jo chord point. CM is the average moment coefficient over the range + 20 ° to -10 ° angle of attack. det is the average slope of the moment curve over the range from
+20° to -10° angle of attack. The orientation of the resultant damping force vector will determine the magnitude of the reduction associated with the more rearward e.g. The reduction in CMq may be quite significant. In Figure 12 a dive recovery was simulated. The distance to pull out is somewhat longer than what experience has shown to be the case, suggesting that CMq may be even lower than the minimum -.75 table of use for the class of glider under consideration. Recently, I discussed the effect of the low, rearward e.g. position on the pitch damping of hang gliders with R.T. Jones of NASA Ames. He pointed out that the low e.g. position also affects the damping in another manner, adding an important component not present in conventional wings. This component is due to the increment in the airspeed of the wing due to the rotation of the wing around the low e.g. and the resulting increment in drag. (See Appendix) The resulting moment is: Mq2
1/2
P CDG S (-2 El d'V +
e, d')
(5)
and the moment coefficient is:
= 2 CDo
(-2 +
8d) V
(6)
The derivation of these equations will be found in the Appendix. The moment is independent of the mean chord, but directly proportional to the drag of the wing alone. The moment is also strongly dependent on d, the distance from the wing center of drag to the e.g. and El , the pitch rate. The contribution of this component to the total damping becomes especially significant at high angles of attack. Thus, a low parasitic drag wing (for instance, a double surface, enclosed-crossbar wing) with low induced drag (i.e. high aspect ratio, large span, low twist) will have significantly less damping than a lower performance wing. Once again, the trade off between stability and performance emerges. This component of the damping in part explains the effectiveness of limiting minim um washout with "floating tips," etc. These devices not only increase static stability but also, by increasing the induced drag at lower angles of attack, increase the dynamic stability. The increase in velocity due to rotation about the low e.g. results in two additional effects that affect the dynamics of the glider. The first is an increase/decrease in lift due to the increment in velocity and associated decrease in angle of attack. The second is the effect of the acceleration of the virtual mass associated with the wing. These effects are thought to be secondary in nature and have not been considered at this time. 41
Even neglecting the effects just described, which tend to exaggerate the comparison even more, it is sobering to compare the estimated moment due to damping of a standard Rogallo to today's high aspect ratio glider. In the comparison, it is assumed that the pitch rate is 90°/sec. and the velocity 30 fps (20 mph). Glider Type
CMq
s
Standard Rogallo High Aspect Ratio
- .62 -1.3
207 ft. 2 160 ft. 2
Mq 9 ft. 5 ft.
CONCLUSIONS
291 ft.-lbs. 145 ft.-lbs.
The high aspect ratio glider's moment is approximately Y2 that of the standard Rogallo for the conditions given. In Figures 4 - 8, it can be seen that in addition to the damping, the pitching moment also affects how far the glider will pitch down following a disturbance that results in a pitching motion. The question comes to mind. What is the relative importance of M and Mq? Will a high average pitching moment make up for low damping? Some idea about how they interrelate can be gained by working with equation 3, the equation of motion involving the attitude. This equation may be rewritten as: ..
.
e -e
CMg PVSc' 41
CM PV'Sc 21
0
(7)
If average values of CM and V are substituted in this equation, given the initial conditions, it may be solved analytically. However, this does not take into account the contribution to the damping due to drag. Adding this term, equation 7 becomes:
·e _e
CMq pVSc'
41
p Coo S (·26d' V + B'd') - CM p V'Sc 21
=0
(8)
21
The analytical solution of this equation presented some problems, so it was numerically integrated using the fourth-order Runge-Kutta method on a card-programmable calculator. Table 2 summarizes the cases that were examined. In the Table, b,. is the maximum change in pitch attitude. Case (a) is representative of the standard Rogallo. The old standards had low values of moment coefficient but high damping. The change in attitude for an initial down pitching of 90°/sec. is only -16°. In (b), the high-aspect ratio, low-moment, medium-drag glider is considered. In (c), the same configuration is used, but the damping coefficient is reduced to -. 75, taking into account the possible reduction of the coefficient discussed previously. In (d), the average drag is reduced to that estimated for a low drag glider. Suddenly the displacement is up to nearly -45 °. All discussion to this point has assumed a rigid suspension system for the pilot. Interviews with pilots involved in pitchovers (See Addendum) suggest the high likelihood that the pilot will become uncoupled from the glider. In nearly all cases the pilot maintained his grip on the control bar, but his suspension rope went slack as his body rotated upward about the control bar base. This has important effects on the motion of the glider. The stability of gliders which have a zero or very low CMo will be reduced markedly (because of a reduction in pendulum stability). The drag damping will be reduced because of the reduction in the distance from the wing to the e.g. The combined effects can be seen in (e). In (f) and (g), the same configuration as (e) is used but the average CM is increased as it would if CMo were increased. The importance of a non-zero CMo in this situation is evident. In (h), the aspect ratio is lowered and the displacement is reduced even more. In (i) through U), the effect of very high pitch rates is examined. The standard Rogallo's change in attitude is only -90 ° even with the initial pitch rate of 360°/sec. The low-moment, high-aspect ratio,
e ,
42
low-drag glider's change in attitude is more than 280°! With increases in average moment the amount of rotation is decreased significantly. By increasing the mean chord (i.e. lower aspect ratio) and maintaining a high average moment coefficient with the larger wing area, the displacement is reduced to nearly -100°.
The results of this report indicate that the glider configurations most likely to experience large, possibly catastrophic pitching motions, are the gliders with the following characteristics: I. Zero CMo and low average moment 2. High aspect ratio 3. Large span 4. Low twist 5. Low parasitic drag 6. No minimum washout limiting devices 7. Non-rigid suspension system Characteristics 1 and 2 appear to be the most important. All effects are cumulative. Unusually low (i.e. Jess than 15 °) quarter chord sweep, or unusually high negative pitching moments in the angle of attack range from 30 ° to 90 °, could also be detrimental. The mechanism by which the large pitching motions are initiated appears to be a high angle of attack, reduced airspeed phenomenon rather than a negative angle of attack, increased airspeed phenomenon, apparently closely associated with convective and terrain-induced eddies. These initial conditions should be adequately simulated by releasing a glider held at a specified positive attitude from a hot air balloon, with a zero or some other specified sink rate. A dummy "mechanical pilot" of appropriate weight, attached by rigid arms to the base of the control bar (and free to rotate about this point) and suspended by webbing from the tether point, could be used to simulate the non-rigidly suspended pilot. It appears that such a test could give meaningful empirical data regarding the relative likelihood that specific gliders will experience pitchovers. Perhaps, in accordance with their function, the USHGA Research and Development Committee could investigate the usefulness of this test, employing gliders known to have experienced pitchovers, and make appropriate recommendations to the HOMA. The HGMA also may want to consider the need for establishing minimum requirements for CMo and CM for various general configurations of gliders.
ADDENDUM PITCHOVER QUESTIONNAIRE In order to gain possible insight into the specific nature of the conditions in which this pitchover phenomenon occurred,· a questionnaire was written, and with the assistance of Tracy Knauss and Michael Jones of Glider Rider, several of the pilots involved in pitchovers were interviewed. More complete and specific data will be published at a later date, when more interviews have been completed. To date, the following "trends" are of particular interest: 1. In most cases the flying site is a mountain or ridge surrounded by other mountains and ridges. 2. The terrain upwind from the site can be classified as aerodynamically very rough. 3. In nearly all cases there was moderate convectional activity. 4. The prevailing speed of the wind in the cases examined averaged approximately 12 mph and the wind was gusty. 5. The pitchover occurs so quickly that the pilot has no time to react and "just hangs on." 6. Most pilots felt they were weightless in the initial part of the pitching motion but were not thrown into the sail. Several said their feet hit the sail. HANG GLIDING
REFERENCES
APPENDIX A CALCULATION OF THE VIRTUAL MASS
1.
Associated with the wing of an aircraft is a "virtual mass," m', approximately equal to the mass of air in a cylinder, having a diameter equal to the wing chord and extending along the span of the wing:
Dommasch, Daniel 0.; Sherby, Sydney S.; Connolly, Thomas F: Airplane Aerodynamics (New York, Pitman Publishing Corporation, 1967)
2.
Donlan, Charles J.: An Interim Report on the Stability and Control of Tailless Airplanes, (NACA Rep. No. 796, 1944)
3.
Jones, B. Melvill: Dynamics of the Airplane, Vol. V of Aerodynamic Theory: A General Review of Progress, (Edited by W.F. Durand, 6 Vols. Gloucester: Peter Smith, 1976)
4.
Jones, Robert T.: The Unsteady Lift of a Wing of Finite Aspect Ratio, (NACA TN No. 681, 1939)
5.
Jones, Robert T.: Notes on the Stability and Control of Tailless Airplanes, )naca tn No. 837, 1941)
6.
Jones, Robert T.: Dynamics of Ultralight Aircraft - Motion in Vertical Gusts, (NASA TM X-73, 228, 1977)
7.
Jones, Robert T.: Dynamics of Ultralight Aircraft - Dive Recovery of Hang Gliders, (NASA TM X-73, 229, 1977)
8.
Jones, Robert T. and Danari, Bijan: Dynamics of Ultralight Aircraft Comparative, Longitudinal Stability of Tailless Gliders. (Soaring, December 1977)
9.
Libby, Charles E. and Johnson, Joseph L.: Stalling and Tumbling of a Radio Controlled Parawing Airplane Model (NASA TN D-2291, 1964)
10.
Phillip, William H.: Analysis and Experimental Studies of the Control of Hang Gliders. Proceedings of the Second International Symposium on the Technology and Science of LowSpeed and Motorless Flight, (Massachusetts Institute of Technology, 1974)
11.
Roskam, J.: Flight Dynamics of Rigid and Elastic Airplanes, (Published by the author; 519 Boulder, Lawrence, Kansas 66044, 1971)
12.
Roskam, J.: Methods For Estimating Stability and Control Derivatives of Conventional Subsonic Airplanes, (Published by the author: 519 Boulder, Lawrence, Kansas 66044, 1971)
13.
Sherman, Windsor L.: Airplane Stability Calculations With A Card Programmable Pocket Calculator, (NASA TM 78678, 1978)
pn~)' b
m'
2
For a wing with a span of 35 ft. and mean chord of 5 ft.,
pn(L)
(a) l .63 35 2 and for a wing with a span of 32 ft. and mean chord of 7 ft.
m'
2
m'
2.93
(b)
Tom Price has calculated a value of ly = 50 slug-ft.' for the class of glider under consideration. Thus we have: Inertia of Glider Abt Combined CG
Inertia of Pilot Abt Combined CG
28.6 28.6
21.7
a)
b)
Inertia of Virtual Mass Abt Combined CG Total 19.2 39.0
21. 7
69.50 89.30
A value of 75 slug ft.' was chosen for use in this report.
APPENDIX B CALCULATION OF DAMPING DUE TO INCREMENT IN VELOCITY DUE TO ROTATION ABOUT DISPLACED C.G. L
-ed cos a
l'::,.V
-e d
6,.V
6.D d
and l'::,.M
D
+
or
Vi
Vi
pCDo
l:::,D
6M
cos a
0 10 20 30 45
I
s
(2
/:::,VY+
/). V')
l'::,.Dd
s
(-26
X
2
6V )
e d)') Vi p Coo s (-2 El d' V + e, d')
pCoo
1/2
L
.98 .94 .87 .71
P CoG s (V' + 2 l'::,.VV +
l:::,D
/).D
a
d V + c-
/'
V
PARALLEL TO WING REFERENCE
z Dividing by
P V' Sc~
1/2
2V
2 Coo ciL )' C
MARCH 1979
FIGURE l
(-2 +
ed
V
43
TABLE 1
Yo
ao
Vo
80
CM Type
-9.55
20.00
30 fps
901sec.
High
Run II .l
CMq
AR
c
Pilot Position
.95
5.5
7.0
Trim
Comment
.I
-9.55
20.00
30
90
Med.
.95
5.5
7.0
Trim
.1
-9.55
20.00
30
90
Med.
-l.3
7.0
5.0
Trim
.1
-9.55
20.00
30
90
Med.
-1.3
7.0
5.0
1/2
.1
-9.55
20.00
30
90
Low
-1.3, - .75
7.0
5.0
Trim
6
.1
-9.55
20.00
15
90
Low
-1.3, .75
7.0
5.0
Trim
7
.025
25 .45
-25.00
42.S
0
Low
.75
7.0
5.0
Trim
Neg. gust
8
.I
-90
+ 79.55
I.0
0
Low
.75
7.0
5.0
Trim
Long gust
9
.I
-90
+ 79.55
1.0
0
High
.75
5.5
7.0
Trim
Long gust
IO
.I
-90.00
0.00
20
0
Med.
.75
5.5
5.75
Trim
Dive Recovery
11
.I
- 9.55
20.00
30
0
Med.
.75
5.5
5.75
Trim then full forward
Pilot pulling forward
2
4
Forward
TABLE 2 Case
CM
CMq
Coe
c
s
80
a
.056
- .62
.3
9
207
90/sec.
b
.069
-1.3
.2
160
901sec.
.069
.75
.2
160
901sec.
tie
Comments
.5
16.0
Standard Rogallo
.9
31.4
Current, average drag
I. I
- 39.6
Lower damping
.069
.75
.1
160
- 90/sec.
1.2
- 43.2
Less drag
.030
.75
. I•
160
- 90/sec.
2.0
- 68. l
Non rigid suspension, CMo = 0, Worst case
.D70
.75
.l *
160
- 90/sec.
1.2
- 46.3
Non zero CMo
g
.15
.75
.l *
160
- 90/sec.
.7
- 28.7
IncreasedCMo
h
.15
.75
. I*
7
160
- 90/sec.
.5
- 18.4
Increased
.056
.62
.3
9
207
-360/sec.
.8
- 90.3
Standard Rogallo
.069
.75
.2
160
-360/sec.
2.1
-244
Current, average drag
.069
.75
.1
160
-360/sec.
2.3
-282
Current, low drag
.098
.75
.1
160
-360/sec.
2.0
-256
Increased
m
.199
.75
.I
160
-360/sec.
1.4
-198
Increased Crv1
n
.199
.75
.I
190
-360/sec.
.8
-104
Increased c
d
7
c
Crv1
1.6
ESTIMATED LIFT CHARACTERISTICS ESTIMATED DRAG CHARACTERISTICS
-JO
-25
-15
-10
10
15
20
a KEEL -
25
JO
l5
>O
-JO
-2S
lJEG
FIGURE 2
44
HANG GLIDING
Cm
+20 + 10
+ 10 .5
Cl'. -ID
10 -20 -JO -40
PITCHING MOMENT AS MEASURED ON PITCH TEST VEHICLE ABOUT TETHER POINT.
20
X
,0
[
+20 + 10
-
IO
-IO
V
.31)
-40 50
JO 20
-
-20
-W
A
-10 80 -90
10
10
JO
IO
20
JO
B -]0
25
-10
!O
15
Cl'.
C
.\SPEt 1 fl.\HO ~-5
,,
C\\q = HIGH .\IO\lL' T ~O \lf'H \"l, .\l'l'RO:X TRI\\ Pl\ OT
-I
~
,:
,< ,-
,:
::2
flGLRE 4
30
Cm
e<
~
+ IO
3
-IO
.4
-20 JO -40
"''-'
+ 20
[
a
+20 +IO
-ID -20
z.
<
+ 10
>f--
50
V
JO
C
IO -20 -30
10
~
--W -50
w
-TO 80 90
-JO
-20
25
-15
PITCHING MOMENT ABOUT C.G. PILOT FORWARD lb
Cl'.
-10
IO
-.I .·\SPECJ R.\TIO 5 ~ C\Jq ~
9l
\tEO. \lO\IEST ~o \lPH \o
20
·\PPROX TRl\l Pll 01
.2
t!Gl'Rt:5
JO
Cm ,10 +10
+ 10
PITCHING MOMENT ABOUT C.G. PILOT INTERIM POSITION
a
IO -10
10 -20
-JO --1-0
~ 20
-IO
,10
V
-10 -20
20
JO
10
--l()
-~O
60
;o
-80 90
20
a ·\'iPICl RAJ JO: IJ
C\!q" IJ \IL:D \IO\H.,T 10 \IPH \o
APPRO\. TRf\l f'I! OT
Ff(i('RE6
MARCH 1979
JO
45
o<
+20
E (\' + JO
+ IO
,20 + 10
+ 10
µ.
0
·10 ·20 .JQ
(\'
·10
.,a
:'0.l
.JO
<
40
lO
[ V §
+ 20 + 10 10 ·20 .JQ 40 .10 .flJ
10 .20
·20 .JO
z
40
JO
40
20
~
[
-,- 20 '\0
JO
- V
~
10
.40 ,0
•70
80 .90
JO
20
\0
40
r
)0
">
20
G
10 20 .Jo
·60 70
.,o .90
~
·\"il'L(l R-\HO -_(I
\0
:i:
ii.SPF.CT RATIO 7.0 C.\fq = l J .\IJ:D ..\10\lE~T
C\14 =
~ ;-
20 \lPH Vo PH OT PULLED ', f-ORWARD
":
10\\ \10\\E'.-,.l \TRO'-'.(j DD\\ ..... (,L\T (]rJri''>J
rRI\I PILOT
:i:
20
~
KL'.'.='
~
l-lGUH:'IO HGCRF.1
JO
:,
u
< <
w 0
ic!
g ,:
e
1)
·10 ·20 .JQ 40
a
+20 + \0
I:
+ 10
(\'
..,"' 0
b
'"
.,o
Rt::XS •8. r:9
~I)
z
9
'"
<
~
10'.'.GITLlJl:,,,Al- Gt:'iT
:o
-10
co
l'iGlRE 11a
.,,'" •O
.:
~> V
+ 20 + 10
...
v
.10 ·20 .JQ
.,o
8
Ml JO
20
~
40
JO
JO
.fJJ
.70 ·80 .90
20
JO
)f,
~
"'
iO
:i:
:\SPECT RATIO 1.0 C,\fq "'-1.J(a)&CMq"'
r
LO\\' \lQ\([NT
,;:
WMPII Vo .-'\PPROX. TR!!si l'!\.OT
!:i: 0
751b)
11).1
20
2 FIGURE a JO
"' <
u
.. < 0
·ID .20 JO 40
LO'-'GITL:Dl.'-'AL GL:ST
..
,oo
(\'
6 z
.,o
a
+20 + 10
I:
+10
·10 ·20
SD
,0
<
,0
.<JJ
"'
.,o
t V
+ lO
> ·~
G
.10
.,o .JO ..w ,o
~
FIGURE lib
"' JO
50
20
,0
40
0
,o
JO 20
·60 .,o .gQ .9(1
10
20
JO
10 ASPECT RATIO 7 C\1q = l J(.11 & C\lq
=
751b1
\1[0 \!O\IF:-IT
JO \1P/l Vo
PILOT TRI\!
20
r!Gl'.IU:9
46
HANG GLIDING
20
10
,o
30
50
60
Lll\ ( k.[ l 'J\ I Nt ~ ., \
10
a& .
HC,lHI 12.i
20
DIVE RECOVERY - 2 FLIGHT PATH (FT)
30
RUN #10
FIGURE 12b lO ·\'.L,l l 01 -\fT.\l I..
60
\'ll"i /'! ! J ' , , ll,\\ \~]l
70
80
20
10
30
40
FT
iHE 5!1~ ~fo~51fS5
~tf
JO
c':- -
LONGITUDINAL GUST
20
RUNS -8, #9 FLIGHT PATH (FT)
30
FIGURE llc 40
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* Comes complete w1.th D-ring, knee hangers and stil"rup. * S1i: sizes: .stande.rd large and e.xtra-large ln regular length or long. * AVallable in a rainbow of colors, 1
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14328 LOllN lANf POWAY,CAllFORNIA 92064 714·748-1739
70
MARCH 1979
47
I * Internally cambered sail and l<oel pocket. FixerJ positivo wasliout in l<oel & tip sections Quick-kam tensioner set-up
no turnbuc:kleco.
Clear-coated S.S. cabins used throughout ApplimJ Loading Edges · standard 9 oz. double reinforcing in all stress areas.
* 9 oz. trailing edge tapo used exclusively. Proformecl tubular battens
6061.
All tubing used is 6061 ·T6. 3-way deflexor system tested to 9 C,'s.
• A
*
PHASE A
PHASE B
Nose Anole
11 () 0
110"
110 °
l.oadinn Edno
16.4'
18.0'
194'
Keel Length Sail Arca
*
*
8.6
95'
10.2'
150 sq. ft.
180 sq ft.
210 sq. ft
Aspoct Ratio
5.0
5.0
50
Span
27.3'
30.0'
32.4'
Weight F1ange
105·150 lbs.
145·190 lbs.
Hl0·230 lbs.
Price
$1075.00
$1100.00
$1125 00
*
*
*
*
Repairs available for most gliders.
* Trainin9 for beginners and intormediate pilots.
* Custom sail design and artwork.
A complete lirrn of accessories, chutos & instruments. Motorized packages.
PHASE C
14328 LOLIN LANE CALIFORNIA 92064
14 748 1 39
*
*
1978 FATALITIES: A First Look by R.V. Wills It's been nine months since my last report on 1977 fatal accidents. The reasons are several. A major one has been that accident report volume appeared to be down and the batches from the USHGA office came late in 1978. Whether serious accidents are actually down in volume or are just not being reported to the USHGA is a basic question I cannot answer. Based on my continuous reading of all hang gliding publications I can get my hands on, I suspect a little of both. Fatalities may have decreased again, in 1978, just as they did in 1977, at least in the U.S. There may be less tendency to report them to the USHGA. Why? Your guess is as good as mine. Some manufacturers and industry spokesmen discourage publicity about accidents, for commercial and/or public relations reasons. There is criticism of the USHGA in some publications. Obviously, some of the manufacturers and dealers and instructors have decided that accident publicity is not conducive to the sport's image. What follows is a table of the 1978 fatal hang gliding accidents reported in some fashion to tl1e USHGA office or to me, or picked up by me in reading. It is obviously incomplete. I have received no information from the International Association since 1977. This data can only be upgraded by reports and/or letters from you out there in the sport. Please send me additions and corrections. The only conclusion I can reach from this table is that:
(1) The fatality rate in hang gliding seems to be declining, for the second year in a row, and/or; (2) The level of accident reporting, at least to the USHGA, may be declining, for whatever reasons. Let me again explain that we do receive and review and file reports on non-fatal accidents, many more elaborate and significant than the fatal ones. Admittedly, the survi1·ing pilot is usually the best source of information on what happened. Admittedly, a near-fatal accident is as valuable a source of education as a fatality, often more so since the pilot adjusted for the error. Admittedly, the non-fatal accidents are more numerous and, therefore, statistically more significant. I realize all of this. But the fact is that the danger level of a sport is gauged statistically by the fatality rate rather than by elusive figures on total accidents, or serious verses minor accidents. We have plenty to learn from non-fatal accidents and they should be written up and published - by the pilots, not necessarily me. Please don't expect me to do more than comment on the statistics I receive. I am an interested statistician, not a pilot or an aerodynamicist. And I simply do not have the time to analyze and report on all serious injury accidents and near misses. Some day I may. I hear about last-minute recoveries, but rarely get anything in writing on them. Please keep the faith on the serious injury and narrow escape accidents. Something
will be done with them statistically, by me or someone else. Do keep sending them in. I am recommending to Gil Dodgen that he publish some of the more educational and interesting reports I have received from lucky or fast-thinking survivors. Special thanks to a number of foreign and domestic reporters who fill me in on accidents or discuss topics they feel need public discussion. For example, I am up to date in New Zealand (Martin Haszard), South Africa (Normal Clegg), and Switzerland (Friedrich Rentsch) because of people like this. I would like to hear from Tony Fuell in England. Andrew BarberStarkey and Bryan McClelland are helpful in Canada. Enrico Mortara helps on accidents near Milan. Haven't heard from Colin MacKinnon in Australia lately ... I receive a number of letters from individuals just discovering the sport or doing a special project (e.g. biorhythms), asking me for "information" on accidents in hang gliding. I obviously can't respond to all of such requests for general information or blanket statistics. We have no computer that can spit out data on ''all'' hang gliding accidents, and my opinion on the "causes" of hang gliding accidents is not so simple that I can rattle it off in correspondence. I'm sure most of you understand the practical problems involved. I don't offer myself as either a computer or a library source on hang gliding, or even an "authority," except in a limited sense.
...
1978 FATALITIES Date
Pilot
Age
Accident Location
Equipment
1/2
Ojars Silins
33
Mt. Lyons, Victoria, Australia
Old standard Rogallo
Old, poorly-maintained glider. A-frame failed. Pilot not known to locals.
l/8
Andre Gabrielle
25
Gempenfluh, Switzerland
Savoie Diamant (amateur-built)
Pilot failed to secure two wing nuts to "heart piece." Glider folded up. Pilot fell
l/2!
Erhard Kretschmer
Bormio, Italy
'' Finsterwalder Superflex"
Stalled and fell over one side, dived in from 360'. Had "adjusted the trim to take much of the glider's stability away."
1/28
Gianni Zirona
37
Bologna, Italy
Homemade standard Stalling and recovering. Didn't recover Rogallo from the last stall at 60'.
2/7
Robert Brown
26
Ochre Point, South Australia
Free Flight Jaguar
Apparent or Probable Cause
200'.
MARCH 1979
Porpoising during a test flight for a customer. Luffed and dived in from 150'. Hang IV pilot. 49
Date
Pilot
Age
Accident Location
Equipment
2/25
Bryan Hindle
38
Dubbo, New South Wales, Australia
Skycraft Scout (motorized "Tweetie")
3/5
Thomas Grein
29
El Paso, Texas
3/5
Vicente Arce
56
Arica, Chile
3/8
Colin Bisett
3/11
Col. Vadim Tegorov
3/12
James Bogema
Lookout Mountain, Georgia Moyes Maxi
Side-slipped after take-off, crashed into paved road behind take-off point. Died 2 days later.
3/12
A.D. Bennett
Brown Wardle Moor, England
Hiway Scorpion B
Downwind stall and dived into the hill at 40 °. Doing 180's in a competition.
3/18
Lester Slade
Tetelli Peak, New Mexico
Olympus 140
"Slow take-off." Glider rolled and yawed right. Right wing hit ground, spun glider. Pilot hit a large rock.
?
26
3/18
Russia
Kislovodsk, Russia
Performing at an air show. Side-slipped in from 100'. Probable gust or turbulence. No aileron controls. "Good pilot." Sudden turbulence?
Moyes Maxi
Mid-air collision with a Merlin at 450' above the beach. Arce turned and hit head-on. During the South American championship meet. Both pilots experts. Merlin pilot seriously injured (flat spin). Arce never deployed his parachute - trying to pull out of a dive, unaware of damaged king post.
?
Glider rose 350' rapidly after launch in 29 knot wind. Pilot leaning forward through bar. Homemade harness broke and he fell free.
Cairngorm, Scotland
47
Apparent or Probable Cause
Rogallo Type
?
Dived to ground from 40 meters.
No details except dived to ground; reporter believes at least 15 fatalities in Russia to date; 5,000 pilots, 1,000 gliders.
3/19
Paolo Zighetti
56
Caviaga, Italy
Prototype Rogallo
Stalled in a turn, dived 50' to the ground.
3/25
Richard Martin
34
Anarchist Mountain, British Columbia
Manta Fledgling
Glider damaged and repaired several times. Dived on first flight after re-built. Insufficient washout and loose rudder control.
3/25
Peter Rogers
?
Keremeds, British Columbia
Dragonfly Mark II
Lost altitude suddenly in a valley. Trying for a field downwind, flew into power lines, fell free 80' to ground.
3/28
Ken Newton
40
The Entrance (beach), Australia
Motorized Easy Riser
Probable stall at 60' to 100' above the beach. Hang 1 pilot built the glider from a kit, had no formal training.
4/2
Alex Keiller
65
Black Mountain, Ramona, California
4/2
Verne Neligan
25
Dog Mountain, Washington
Easy Riser (home built)
4/2
Wilhelim Pretorious
22
South Africa
Sky Sports Tornado 190
4/6
Bill Flewellyn
31
Toowoomba, Queensland, Australia
Moyes Stinger
Vehicle tow during exhibition. Rope broke at 100'. Dived in. Hang IV pilot. Had flown over Mt. Fuji, balloon-dropped from 23,000'.
4/10
Buddy Martinez
?
Edwards Canyon, Elsinore, California
Mitchell Wing
"Normal take-off. Appeared to retract flaps and release control stick suddenly. Pitched down into dive. Did 1 Yi forward rotations, stopped inverted. Pilot centerpunched glider and broke one wing at center section. Dived back into hill."
50
Have just a newspaper clipping. Heavy turbulence. Other gliders landed. Verne was flying a previously-damaged glider, getting bounced around. Went into spins, then tumbles, from 1500'. Fell clear at 100' or so. Died following impact. Took off in crosswind, turned into wind but kept turning. Dived 30 ° into hill downwind.
HANG GLIDING
Date
Pilot
Age
Accident Location
Equipment
Apparent or Probable Cause
4/16
Raoul Calderon
52
Amatitlan, Gautemala
Dragonfly Mark II 170
Failed to penetrate wind to landing area, landed in edge of a 50' tree, stayed there 15 seconds, then fell to ground. Died of complications a month later.
4/29
Douglas Seamone
36
Westtown, Pennsylvania
Cirrus II, with Soarmaster
Demonstration flight before a friendly crowd. Amplified announcer. Gusty winds. Motor wouldn't idle. Never gained more than 25' altitude, turned to avoid trees and power lines, slid into ground at 45 degree bank. Died ten days later.
5/2
Robert Stevenson
58
Torrey Pines, California
''Bennett Crow''
Marginal lift. Soaring 40' above the cliff. Drifted back into the rotor. Left wingover and dived in.
5/18
Paul Renouf
Cornwall, England
Hiway Scorpion B
Unexpected landing in the sea just offshore, apparently drowned because of problems unhooking his harness.
5/27
Cynthia Lea Hughitt
24
Roanoke Mountain, Virginia Eipper Flexi III, 18' Voluminous report by Peter Larsen, Cynthia lost far too much altitude traversing the ridge, failed to make the landing area, brushed a tree, spun in from 40'. Several judgment errors are cited.
5/27
Edward Seigel
23
Chelan Airport, Washington
Cumulus 10 Homebuilt
Good launch. Turned along ridge continued to 180°, downwind. Hit power lines, then a house on the ridge. Fourth flight with homebuilt. Keel pocket modified.
5/28
Kerry Young
22
Tahlequah, Oklahoma
"Bennett Super 8" "Motorized"
Terse report. "Motorized-too much speed."
5/28
Callisto Manzitti
24
L'Aquila, Italy
"Firefly"
Report in Italian. Suggests pilot turned back into the mountain, dived 250 meters.
5/28
Alberto Berardi
22
Riccione, Italy
"Shadow"
Report in Italian, indicates the pilot got into a rotor.
5/30
Peter Foli
21
San Luis Obispo, California
6/6
John Walbert and Martha Galvis
?
Newspaper clipping. Cal Poly student crashed into "the side of a mountain."
Lahaina, Maui, Hawaii
Seagull JII
Boat tow. New driver. Too fast. Splice in towline snapped at high angle of attack. Tandem flight. Both died.
Merthyr Common, England
Cirrus II
Pilot disappeared into a cloud in turbulent conditions. Structural failure occurred subsequently.
617
Garnett Taylor
6/21
Waldo Walter
27
Vira Gambarogno, Switzerland
Eagle Cloud
Landed in a lake only 100' from shore. Had done it 8 times before. Unhooked and swam toward shore. Suddenly sank halfway in. Water temp. 50°F.
6/25
Edward Duncan
26
Ponder, Texas
Wills Wing X-C with Soarrnaster power unit
Turbulent flight after a two-month layoff. Jerky corrections. Went into a full power stall, past vertical. Hit the ground while pulling out. Reporter (a friend) believes Ed's prior training in conventional aircraft made him uncertain in his responses.
6/30
Alphonse Baily
41
Quebec, Canada
Lapouse IV
"Stall and dive from 30 feet." Automobile tow. Uncertified production glider. Left 7 children.
6/?
"Mr. Jacob"
Tinto Hill, Scotland
Cirrus Ill
''Hit the hill in a dive after flying in highly turbulent conditions." Critical. Not certain pilot died.
MARCH1979
51
Date
Pilot
Ag,e
Accident Location
Equipment
Seagull Seahawk 190
Apparent or Probable Cause
After two months, still Hang 1. More lessons had been recommended. Stalled after takeoff, then turned downwind, still stalled. Dived 20'. Hit on his head. Broken neck, with paralysis. Died from a blood clot two weeks later.
7/6
Robert Waterfall
25
Fort Funston, California
7/16
Pino Frezza
70
Bottanuco, Italy
7/16
Otto Brutsch
40
Flims, Switzerland
Pacific Gull Alpine II
Leading edge tubes had been replaced with original parts. Turbulent flight, about a mile. "Dropped on his nose twice." On his second recovery, leading edge tubes broke and he fell 500 meters.
7/16
Kenneth Morgan
25
Crestline, California
Cirrus III
First flight at Crestline. Turbulence in Devil's Canyon. "Flew into the hill pointblank."
8/2
Tim Schwarzenberg
26
Desert Mountain, Kalispell, Montana
Highster
Forgot his helmet, unhooked to get it. Launched without hooking up again. Hung onto the control bar for several minutes, fell 400'. Body found 4 days later. Had told his roommate shortly before that he dreamed he, "fell out of my kite."
8/4
Daniel Montgomery
19
Cedar Crest, New Mexico
Modified Sun 10
400' over the landing area. Left wing caught the edge of a thermal and he went into a right turning dive "over the falls." Went full vertical, then tucked and the glider folded up.
8/11
Rennie Hart
25
Black Mountain, Ramona, California
8/20
Leon Williams
27
Sylmar, California
Bennett Mariah 190 Leon failed to hook in, held onto control bar. This put a short-keel glider in a vertical dive. Hit a paved road 50' below.
912
Stephen Johnson
29
Hager City, Wisconsin
Sirocco II with Soarmaster Power Unit
9/3
Patrick Hamilton
27
Mt. Shasta, Californi1:l
9/17
Damian Miloj kovic
22
Rennaz, Switzerland
Wills Wing XC 185 Tight 360's above the landing area, then a 250 meter dive. Evidence of a sail rupture from the king post outward. Control bar legs had been straightened previously by the pilot.
9/17
Peter Meierhofer
34
Wald, Switzerland
Bora Moskito
?
Switzerland
9/17
?
9/17
Albert Furrer
52
Santis, Switzerland
"Fatal crash into a building." Note his age.
Not certain Hart died. Was in a coma after a crash no one observed. Had advertised for a driver who wanted to learn hang gliding.
?
Steve's second powered flight. Launched on idle, then applied full power to get back to the ridge lift. Probable stall, then a vertical dive. Glider tucked and tumbled, throwing Steve clear in an arc. Fell 350'. Appeared flaccid in fall. Reporter doubts parachute deployment possible. No witnesses, but pilot obviously caught in rotor over the top. Body found on opposite side of the 14,000' mountain a month later.
First prone flight. Stalled on landing approach at 40 meters, then again at 20 meters. Dived from there. Friedrich Rentsch has no information except date and "fatal."
Stratos
Friedrich Rentsch not informed on details of this accident. Note four Swiss fatalities in one day. HANG GLID'NG
Apparent or Probable Cause
Date
Pilot
Age
Accident Location
9/23
Edwin Smolt
22
Snake River Canyon, Washington
9/29
Clay Lockett
44
Simi, California
Phoenix 8
Good take-off. Throwing his legs around, ''trying to put his feet in the aft flying wires," causing the glider to yaw. Went into a steep left bank, 40-50' into the hill. Died several days later.
11/12
Eduardo Carvajal
28
Suesca, Colombia
Seagull III
Flew off toward a lower hill a mile ahead, got caught in the rotor behind that hill, slammed down on his legs (seated). Just leg fractures, but died of complications 4 days later. Our reporter, a doctor-to-be, Leopoldo Montejo Salgor, has a chart of instructions for hang gliding trauma. We will get a copy and publish it.
11/16
Filippo Melloni
23
Brescia, Italy
La Mouette
Turbulent flight of one minute, with rotor condition above the hill. Sudden dive and tuck. Glider folded up. Our reporter believes this French glider is pitch unstable, has caused 3 fatalities in France. (We rarely hear from France).
1219
Kevin Perkins
18
Tamiami Airport, Florida
(?) Rogallo
Auto tow at an airport. 80' tow line behinu a friend's car. 20 mph wind. Probably standard Rogallo, possibly homemade. Kevin unknown to the local association. ...-
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BELOW- Frod Kline, from Washinqton, D.C. and his powered Easy Fliser. /JOTTOM: The eaqles qather to celeLJra/1, the 15th anniversary of the Wright's first flight. RIGHT. Ken Kelle/, from Boulder Colo. at/empts man's first powered fliqht.
The 75th Anniversary or the Wright's rirst flight brought about 6,000 people to the Outer Banks of North Carolina for an aerial celebration. In conjunction with this, Kitty Hawk Kites held its first USHGA glider and motor glider fly-in. Everything from R/C gliders to Wright Flyers came to par I icipate. Aside from the hang glicling activities, other events included an at tempi to recreate the Wright Brothers' historic feat, 75 years later, on the same spot at the exact same time and date. Ken Kcllct from Boulder, Colo. became afflicted with the belief that flight was possible. He built an exact replica oft lte original Wright Flyer (with the except ion of a few small details). His dctcnnina1ion to fly was outweighed only by his airplane, which consequently never flew. The plane weighed i11 at over 500 pounds,
not including the cameras (almost) that press photographers had strapped, bolted, clamped, glued and tied lo the machine. Francis Rogallo was on hand and offered Ken these words of encouragement, "Don't worry about getting off the ground, the time to start worrying is after you gel off!" Anyway, Ken never did have lo worry. The plane repeatedly rolled to the end of its 1rack and skidded along the ground for a few feel before it would come to a halt. 011 his final attempt, with the aid of two wing runners (lifters), the canard lifted briefly in" to a 20 mph headwind. Most of the wing rose momcnlarily, hovered, then fell back. Ken failed in his at I empt, but vowed to return later with a super charged model that would rly! Seminars conducted by Kitty Hawk Kites covered thcrmaling by "Ace" Tom Haddon, target landings by Glen "Bullseye" Hockett, towing by Jim "Linc Hog" Johns and motorized by Mike Grossberg of' the "Noise Boys." Most lccl urcs were held at a nearby church, with the exception or the "Noise Boys," who held theirs in a small room at the shop, speaking loudly to each o1hcr (only kidding, guys!).
Motorized gliding was permitted from Jockey's Ridge (Nags Head) all day Saturday. Pow(:r units that showed up on the ridge included two Soarmastcrs, one Gemini and a powered Riser that was most impressive. All the motor gliders performed so well I couldn't help but be amazed al how far they've come in virtually no time at all. Mot ors continued to hum unt ii dark. Along with the motor gliders, convcn .. tional gliding happened all day, too. As is typical of Outer Banks weather, the wind did a 360° in the afternoon and confused pilots didn't know which way to point their gliders for awhile. The L/D contest that was planned didn't get very far. It gave way instead to lots of relaxed free flying. I !ANG GLIDING
Jockey's Ridge is rlyablc in nearly all dircc!ions, at the expense of a possible cardiac arrest. Generally speaking, when climbing sand dunes, it's common to take one step forward and slide back two! Many pilots complained of "having the big one." There was a lot of tandem flying as well. TUL came and managed to borrow a Maxi long enough to plaster her logo all over it and fly tandem with one of her boys, D. Whittington. Al one point the park ranger counted 50 divers on the To quote one lo<.:al air junkie, "fi.verybody got a fix!" Tile annual meeting of the Man Will Never Fly Society (MWNE\) was held in Kitty Hawk where the Wrigllt Brothers didn't first lly. Their motto: Birds Fly -Men Drink. J\s one guest speaker declared, "l 'm embarrassed to be here where two Wrights made a wrong!" The Orville Proxmire /\ward for the person(s) having done the mos! to deter aviation was given to lhe town of Nags Head. A week before, the town an ordinance banning powered hang gliding. A motion was made for next year's award lo be given to Ken Kelle! of Wright fame.
/\BO VE.- Spectators inspect a Soarmaster ·equippec/ flex wing. Note screen prop guard. TOP RIGHT.- Powered Seahawk, pilotec1 liy Charles Duff, of Nags Head, N. C. lifts off from a gentle sand dune. CENTER Fl/GUT.Spectators inspect the superb workmanship of Fred Kline's Riser. BOTTOM.- The historic flight about to take place.
MAf<Cl11979
Calendar MARCH 31-APRIL 1. Diamond Powered Ultralight Meet. Perris Valley Airport, Perris, CA. Contact: Joe Diamond, P.O. Box 724, Balboa, CA 92661. APRIL 6-7. Instructor Certification Clinic. For applications and further information contact: Flight Realities, 1945 Adams Ave., San Diego, CA 92116. MAY 18-20. Fourth annual east coast Delta Kite and Glider Championship, White Lake, North Carolina. Twelve con· testants only. Tow meet. Contact: Tommy Faircloth, 51-A Cambridge Arms Apts., Fayetteville, N.G. 28303.
JUNE 27-JULY 11. "Mini Classic" (five days). Limit 50 pilots. $50 entry for Fledgling-type gliders with mechanical controls. JULY 7-15. "X·C Classic" (nine days). Limit 50 pilots. $85 entry for weight-shift controlled flex wings only. For information regarding these meets contact: X-C Classic, c/o Don Partridge, Star Route 4, Box 3A, Bishop, GA 93514.
Crystal Flight Resort MARCH 10 & 11. Parachute Seminar with Special Guest, Dave Aguilar, manufacturer of Odyssey Chutes. Fee Seminar. Write for reservations. APRIL 12·15. Easter Week Fly-In.
MAY 19-20, 26-28. Southern Cali fornia Regionals. Pine Flats/ Crestline, CA. Contact: Tom Milkie at (714) 998-2154.
MAY 24-28. Second Annual Memorial Day Fly-In.
HANG GLIDING SCHOOL MANAGER AND USHGA CERTIFIED INSTRUCTORS
JUNE 15·18. Instructor Certification Seminar with Region 10 Director, Dick Heckman. Advanced Instructor Seminar on last day.
JUNE 9·10. Florida State Towing Championships. AUGUST 412, Sixth World Cup Delta Glider Championships. Contact: Lynn Novakofski, P.O. Box 1, Cypress Gardens, Fla. 33880.
JULY 4-8. Fifth Annual July 4th Fly-In.
JUNE 14-17. Scottish Open Hang Gliding Championships. Gairnwell Mountain, Braemar, Aberdeenshire.
AUGUST 10 & 11. Glider Tuning and Maintenance Seminar. Fee Seminar. Write for reservations.
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HANG GLIDING
USHGA REPORTS
Competition Hang Gliding in 1979 by Tom Milkie A number of pilots have become interested in competing in hang gliding meets, but may not be aware of how the system works. The following information on the compet1t1on system summarizes the USHGA policies. Further information can be obtained by writing to the USHGA office, Box 66306, Los Angeles, CA 90066, or by contacting your local Director.
GENERAL Pilots flying in USHGA sanctioned competition must be full members of the USHGA. They must possess a pilot proficiency rating as required by the meet officials, usually an Intermediate or Advanced level (3 or 4). All gliders flown in competition must be certified by the Hang Glider Manufacturers' Assn. The official USHGA Competition Rules are used in competition. Copies are available from the USHGA. Some changes are expected at the February USHGA Competition Committee meeting, so updated rules will be available in late March, 1979. NATIONALS The site for the 1979 National Hang Gliding Championships is still undetermined at this time. It will be in the western U.S., during the last two weeks of August. Pilots must qualify for entry to this meet. Qualifying pilots consist of the top three from the 1978 Nationals, the top placing pilots in the Regional Qualification Meets, according to a quota based on Region membership, top-rated pilots in competition over the last year, based on a point system, the U.S. World Teams, and a limited number of foreign pilots. The NaMARCH1979
tional Championship determines the National Champion, but it also determines selection of pilots for attending the Masters of Hang Gliding Meet, the World competition teams, and invitations to other meets.
REGIONALS Qualifying meets are held in May and June, in the 11 regions of the U.S., to select pilots to attend the Nationals. If your region does not hold a qualifying meet, pilots from that region cannot be admitted to the Nationals by flying in other regional meets. To find out about your region's meet, contact the USHGA or your local Director. OTHER MEETS The USHGA sanctions competitions in hang gliding-applications are available from the office. A new rule in 1979 requires that meets offering prize money must deposit such monies in escrow in a local bank to guarantee payment to pilots, before a sanction is granted. WORLD COMPETITION Top competitors will have already been selected for the U.S. World Team to attend the 1979 World Championships in Grenoble, France in September. Based on 1979 meet performance, pilots will be selected to represent the U.S. at the American Cup competition in Chattanooga in October. A $1 tax on all entry fees is being instituted in 1979 to help support the U.S. team. This information is based on the USHGA policy as of January, 1979. These rules may change at the February meeting, so watch these pages for updates.
Washington Report by Les King Government Regulation of Gliders The bill to have some government agency "protect consumers" by issuing and enforcing standards for hang gliders has died with the adjournment of the last congress.
Federal Aviation Administration There are two divisions of the FAA concerned with hang gliding: Flight Standards and Air Traffic Control. I have been in contact with the people in these divisions who are charged with looking into hang gliding. I get "good news/bad news" feelings in talking with the different divisions. Flight Standards seems to be on our side. The gentleman I talked with is interested in flying of all types and wants to work with us. The lady I contacted in Air Traffic Control seems to feel that if we are flying 400 ft. above take-off we should be regulated by the FAA. I must point out that these are my impressions of the personal feelings of these federal employees and in no way represent
official policy. Be assured that the FAA is watching us. While powered hang gliding has created the biggest stir within the federal establishment, foot-launched giders are not being ignored.
FAA/Hang Gliding Cooperation I have heard of at least two places in the U.S. where foot-launched gliders are flying near airport controlled airspace and have established communications with the airports. I understand that these contacts are informal and not official. If the hang gliding people involved in this tacit cooperation would write me explaining details of this involvement, it would be useful in my discussions with the FAA. I promise not to reveal names or locations if anyone feels that this might compromise their position.
EAA/FAA Meeting on Powered Hang Gliders I will be reporting the meeting held in Wisconsin in early February. The meeting was called by the Experimental Aircraft Association to look into the definitions of powered ultralight aircraft. (If it has wheels, is it a real airplane?) I was the USHGA representative. A report will be coming.
President's Column by Dave Broyles I am Dave Broyles, a hang glider pilot who flies from mountains, tows and flies motorized. I fly flex and fixed wing. I have even been known to drop from a balloon, in case some balloon droppers out there may suspect me of anti-balloon drop bias. I look on all aspects of the -sport favorably. It has been my biggest gripe that a number of people have been critical of the USHGA for various reasons, such as involvement in motorized hang gliding, not being involved in motorized hang gliding, being involved in competition, not being involved in competition, putting on rotten Nationals, not providing observers and instructors in out of the way places in East Texas and Central Louisiana, etc. These complaints bother me, not because of their truth or lack of it, but because of a fundamental fact about the USHGA. Lest we forget, the USHGA is an association of hang glider pilots who have banded together to help themselves. Any given club or region, or for that matter the whole association, is only as good as the members make it. If you as a member decide to kick the bums out, as is your right at elec-
57
tion time, or decide to up on the USHGA and forrn your own association, as is also your right, you have to decide who's going to nm it. Sooner or later you will find that the same sort of concerned flyers will not be "running ii," but doing the same sort or exhausting, boring, unrecognized slave labor to make "the Association" whatever it may be; the same as is being done by your current, and I might add unpaid, directors and officers. If you don't like the way the current organization is being run, before try· ing more radical solutions, try personal par· ticipation. If you want to make improve·
u' by
So what's this "Bird's Eye View," anyway? Well, Lauran E'merson is a J2.year· old hang glider pilot who has been flying since 1974. Her husband, Hugh Dundee, is a Ui,'HGA Observer and they both have Advanced ratings. Lauran is the mother qf two little kids, Jose and Bonnie. They live in the country outside Stockett, Montana, about 15 miles south qf Great Falls. If she can keep Bonnie and Jose from spilling cocoa in her typewriter, she'll he sending in a few tidbits eve,y month. "Bird'.s- Hye View" will be based on a combination of experience and imagination, and should he a commentary on hang gliding from a feminine point r~f view. The address is: Star Route, Stockett, MT 59480. It seemed ao though no one else was afraid, that first morning on Mt. Swansea. Everyone exclaimed ahout what a beautiful place it was. I found an empty spot and quietly set up my kite. My mouth was so dry I couldn't have exclaimed about
58
mcnts or changes, practically all you have to do is volunteer. If you don't have lime to volunteer, at least contact your director anu let him know what you want. If you can't Jo that, then at least vote in the next regional director's election for your region. Chances arc that your regional director was elected by a vote of only 5o/o of the membership of your region. Remember, the USHGA is as much your Association as you make it. As the new president, I am instituting a policy of accessibility to the membership by publishing my home phone number, which is (214) 438··1623. lf you have a question
about the lJSHGA, want to make a major complaint, or want to invite me flying, call me between 6 and 10 p.m., Texas time, or between 9 a.m. and 10 p.m. weekends. I can't afford to rct urn long dist ancc phone calls ancl l am often out, so you may want to call person to person; I won't accept collect calls. If your copy or l!ang Gliding is late, call or write the USHGA office, but if you want an answer about USHGA policy, I'm your man. A word of warning. I am very long winded, so if you ask me a question rcquir· ing a complex answer, prepare to have your phone bill uamagcd. ...,
anything, even if I'd wanted 10. Swansea is a 3,0QQ.ft. mountain in British Columbia. We were at the west launch, which is the kind that you run off, not down. I'd never been that high before, and !'cl never cliff.Jaunched. Bruce Stoverud went off first. I was next in line. I hooked in, shot a last good-bye look to Hugh, and began a faltering run. There was room for about five good running steps, and three steps into it l knew it wasn't going to work. I stopped just in time and brought the nose oft he glider down a couple or feet from the edge. At the time, I was so scared that I didn't know what was wrong. J only knew that I'd been lucky. After a few deep hrcaths and a few worus of encouragement from the others, I made a successful launch. I felt belier, but even the second lakc·orf wasn't good. I know now what happened that day. Somewhere in the back of my mind I expected someone 10 help me. A Great Hand was supposed lo come down from the clouds and lift me off that cliff. I forgot the most crucial clement of hang gliding: the necessity of self.reliance. Relying on others is easy. We all do it. In mosl circumstances, it makes little difference. But in hang gliding, it can be ratal. It is the basic cause of many accidents, especially among beginners. Few people arc ever put to the test of depending completely on themselves, but every hang glider pilot is put In this test on every flight. If you don't go for it on a takc·off at. tempt, no one can go for it for you. You're in trouble if you expect help 20 feet in the air after a stalled takc·off. You're on your own when you experience bad sink over a canyon or a pine forest. The variety of hang gliding talcs is immense, but a common thrcau of self.reliance runs through almost every story. The day after that first Swansea 1ake·off, I flew as the wind dummy for the 2nd An. nual Mt. Swansea Meet. The wind had turned sou1h, and the south take.off was a rocky incline with big trees a little way
down the slope. I went up on the first lift truck, leaving my husband and other sup· porters behind. There were about 15 of us on top, but l didn 'I know a soul. The other pilots didn't like the looks of the launch and wcren 't setting up their kites. When I realized that I was really on my own, I walked down the launch site to check the wind. It was corning straight up, and fell good in spite or the creepy.looking pine trees. I set my kite up, chose a launch path and cleared away a few rocks. The launch uircctor gave me a harness check and I was really to go. I t hrcw out every doubt and put my whole sclr into that take· off run. It developed inlo a good lift-off and I flew out far above those creepy· looking trees. The launch director told Hugh later that it was the best launch of the day. I was· proud of that, but the fact is that all launches should be like that. And they would be, if we could just remember that we arc really on our own, every flight. People seem to think that it's alright for me to lean on someone, because I'm a female. I'll probably keep doing it. Most of the time, the consequences arc minor. If I rely on someone else to unplug a drain, it just means waiting a year or so before it gets unplugged. When I relied on the kids to bring some guinea pig food up from the basement, I only had to spend an hour or so emptying guinea pig food out or the clothes dryer. When I relied on Hugh to get my fly. ing gear together one day, I just had to spend the day on a mountaintop, thinking about my control bar hanging in the shop at home. I ctin live through a day sitting on a n1ountaintop. I can live with guinea pig food in the dryer. I can even live with a plugged drain, but l can't live with another faltering cliff launch. I may be a slow learner, but l 'm learning. When I'm poised at take.off, there's no one except me hookcu into that kite. I'm on my own. Now, if l can jusl remember to fecu the
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guinea pig myseff. ..
HANG GLIDING
CLASSIFIED ADVERTIS.INCr
WILLS WING has available for immediate delivery the following demonstrator gliders: $600 Alpha 215 #2770 (appeared on the cover of HG), $600 Alpha 215 #3139 (prototype), $700 XC 220 #2509, $600 XC 220 #2309, $500 Alpha 215 #2857 (prototype), $900 Alpha 245 #3303, $500 "Pulley Special" #2718 (prototype), $500 Alpha 155 #2892 {prototype). Call (714) 547-1344 Mon.-Fri.
Rigid Wings CATTO CA-14 New Ship. Ready for motor, or fly as
glider. Yellow covering, supine harncss instruments. 1
CONSUMER ADVISORY: Used hang gliders always should be disassembled before flying for the first time and inspected carefully for fatigue - bent or dented tubes, ruined bushings, bent bolts (especially the heart bolt), re-used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with non-circular holes, and on Rogallos, sails badly torn or torn loose from their anchor points front and back on the keel and leading edges. If in doubt, many hang gliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect.
Rogallos ASG21-A 145 ft. White sail blue leading edge/tips, coverbag, $400. (714) 268-4091. CAN WE HELP YOU GET INTO THE AIR? Do you want to fly, but are short of funds? We will trade anything to help you fly. Contact Delta Wing Kites & Gliders, (213) 787-6600.
Will deliver midwest or further. Call (309) 923-7205 eve's for details EASY RIDER. Moody powered, trimmed out and flown once, accessories included, S\500. S.M. Carter, 163 N. West St., Plainfield, Ind. 46168 (317) 839-8310. FLEDGLING A. Excellent condition many extras. Will deliver anywhere. Price negotiable. Call Tom. (916) 345-2115. FLEDGLING 11-13 - l3lue and red, good condition, must sell SI 150 or best offer. (303) 776-4699 FLEDGLING II B, Never flown, used as a showroom exhibit. Sl,200. (512) 451-3395. Volksplane Kit. $850. New. Trade for Rigid Wing Hang Glider. 2921 Hanscom Blvd., Omaha, Nebr. 68105. V J-23 Swingwing, 3 axis control new. Enclosed trailer. Sacrifice-moving. Will demo. (714) 484-2383.
Schools and Dealers
CAl\'T AFFORD A NEW OR USED GLIDER? With only /0% down we will finance the balance or take anything in trade. 10% off of any new glider, power pack or parachute with this ad! Contact LEADING EDGE AIR FOILS, INC. (303) 632-4959. CIRRUS 3, Excellent condition, 1977. Helmet, harness, wheels, $800. (817) 243-3811. Cirrus SA and Soarmaster Power-Pak, with extension. Quick breakdown, 5-color sail. Both new, August 1978, flown once $1,350. Complete. Kevin (616) 382-1440. Cumulus 10, 20 ft. Good shape. $600. Santa Barbara, Call Gordon (805) 964-5873 evenings, 966-1796 work. ELECTRA FLYER TRAINERS 175 and 200 sq. ft. Solid white, fiberglass LIE, tips, wheels, extra C-bars, full length snap bags. New $500 each. (716) 537-2661. LEAF TALON 170 fl. Perfect condition, battened, four deflexors, quick tensioners, seated/prone rigging, wheels included, coverbag, beginner handling, intermediate performance, $300. (714) 268-4091. LOOKING FOR A USED GLIDER? Trying to sell your old wing? FREE listing on our used glider board, Mission Soaring Center, 43551 Mission Blvd., Fremont, CA 94538. PHOENIX 8, SN 225 sq. ft. $600. ALPHA 215 $800. (714) 685-5150, Steve Christie. SEAGULL III-Z 17 ft. Excellent condition. I hour flight time. $550. (213) 860-8278. SEAGULL 3. Little used orange-blue. $300-offer (213) 530-7390. SOARMASTER, one hour use $700. Phoenix 6 B Sr Clean $350. Both $995. Call Bill (716) 634-3331. SST 100 mini. New condition pulley system-Triple deflexors 100-170 lbs. Beautiful sail $650. Debbie (805) 684-2417. SST 90 Universal - 130-170 lbs. Good condition. Flies great. $400. Call (714) 731-1656 evenings. Ask for Mike. SST IOOC-Excellent condition. 130-170 lbs. $550. Call (714) 731-1656 evenings. Ask for Mike. SUN BIRD STRATO - Ma.xi 210 ft., 6 months old. $750. Custom tow bar, upper release and floats $250. Phil (305) 596-0503. THREE ASG 21 C gliders-all latest mods-clean trunks.two 180 sq. ft. one 160 sq. ft. All three gliders have recent air frame and sail inspection by pro Aerial Techniques staff. Excellent condition cases includedexperienced class 3 or 4 pilots only need reply, priced to sell 180 custom sail $650. 180 white sail immac. $650. 160 white sail $650.
MARCH1979
California. Dealer for Seagull, Ultralite Products, Delta Wing, Electra Flyer, Eipperformance, Manta. With other major brands available. Complete service available and most hang glider accessories in stock. Complete lesson program from Beginning through Advanced. 1916 E. Home Ave., Fresno, Ca. 93703. (209) 264-6880. SOUTHERN CALIF. SCHOOL OF HANG GLIDING Largest and most complete hang gliding center in Los Angeles. Featuring Bennett, Seagull, Electra Flyer, Sunbird, all other brands of gliders available. Come demo. '78' model gliders today! Beginner to advanced instruction with USHGA Certified Instructors. MOTORGLIDING Sales, demos and power instruction available. 5219 Sepulveda Blvd., Van Nuys, Ca. 91411. (213) 789-0836. MISSION SOARING CENTER Dealer of Seagull, Eipper, Manta, Sunbird and Electra Flyer. With other major brands available. Fly before you buy. End blind loyalty. Demos available. Complete lesson program. USHGA certified instructors, observers. 43551 Mission Blvd., Fremont, Calif. 94538. THE HANG GLIDER SHOP - For the largest in stock inventory. USHGA certified flying instruction and much, much more! Call (213) 943-1074. 1351 Beach Blvd., La Habra, Ca. 90631. WINDHA VEN HANG GLIDING SCHOOL, INC. Serving Southern California. Complete line of gliders, beginner to advanced instruction. USHGA certified instructors. Write or call, Windhaven, 12437 San Fernando Rd., Sylmar, Ca. 91342 (213) 367-1819. CANADA HANG GLIDING SCHOOL OF THE UNIVERSAL SPORT ... Our specialty ... Hang gliding lessons, sale of gliders (Seagull Aircraft) and glider repair. USHGA certified instructor - John Szirony, P.O. Box 227, Yarrow, British Columbia, Canada (604) 823-4273.
ARIZONA THE BEST IN ULTRALIGHT SOARING EQUIPMENT AND INSTRUCTION. U.S. Hang Gliders, Inc., 10250N. 19th Ave., Phoenix, Az. 85021. (602) 944-1655. ARKANSAS
THE AURORA COMP ANY - Distributor for Seagull Aircraft, UP Inc., Manta, UFM, Soarmaster Engines, Harness, varios, parachutes, and all hang gliding accessories. In Vernon call John Huddart, 542-8098,
WESTARK Call or write the professionals. Parts, gliders, all major brands (new and used), flight schools, accessories. Catalogs available. Dealer inquiries invited. See Larry Edwards, 3109 Grand, Fort Smith, Ar. 72904. (50 I) 782-3456. 1
CALIFORNIA ARCADIA AIR SPORTS. Featuring Sunbird, Eipper, and Bennett (other brands available). Personalized instruction in small groups. Lesson programs based on the USHGA Pilot Proficiency Rating System. Certified experienced instruction at all levels. 519 Santa Maria Rd., Arcadia, Ca. 91006 (213) 447-SOAR. CHAND ELLE San Francisco - Featuring Seagull, Manta, Eipper, Delta, Electra Flyer, with all other brands available. We stock new gliders, as well as a complete line of parts and accessories, PLUS a full repair facility! USHGA certified instruction: basic, intermediate, and advanced lessons available. 20 years of combined experience qualifies us to do the best job for you. Top of the hill, overlooking Fort Funston. IO Hillside Blvd., Daly City, Ca. 94014. (415) 756-0650. ELSINORE VALLEY HANG GLIDING CENTER - certified, experienced instruction, sales for all major manufacturers and repair facilities. Call (714) 678-2050 or stop in at I 5870 Grand Ave., Lake Elsinore, Ca. FREE FLIGHT OF SAN DIEGO. Expert instruction utilizing modern, safe equipment. (714) 560-0888. HANG GLIDERS OF CALIFORNIA, INC. USHGA certified instruction from beginning to expert levels. All brands of gliders, a complete line of instruments & equipment are available! For information or catalog, write or call: Hang Gliders of California, Inc., 2410 Lincoln Blvd., Santa Monica, Ca. 90405. (213) 399-5315. HANG GLIDERS WEST-DILLON BEACH FLYING SCHOOL. We sell and service all major brands, parts, accessories. USHGA certified instructors, observers. Free lessons with purchase of a wing. After the sale, it's the SERVICE that counts. Hang Glides West, 1011 Lincoln Ave., San Rafael, Ca. 94901. (415) 453-7664. Hours 10:00 - 5:30. MONARCH SKY SAILS -
New shop serving central
THE BEST BOOKS ON THE SPORT HANG GLIDING, the first book on the sport has been updated 8 times and now includes a soecial section on motorized flight. 186 pages. 350 illuslrations, over 120,000 sold I The complete flying. designing. build: ing handbook and buyer's guide. $5.95 postpaid ( Californians add 36¢ sales tax). HANG GLIDING MANUAL with Log. The most authoritative. compact. concise. complete and least expensive basic flight manual available. Used as a training text by schools worldwide. $1.50 postpaid (Californians add 9¢ sales tax). MANNED KITING. Fly the flatlands with the only book on tow launched hang gliding. Step-by-step instructions carefully guide the novice lhrough taxi practice. towed flight and release to free flight. $3.95 postpaid. (Californians add 24¢ sales tax) SEND FOR FREE DESCRIPTIVE BROCH URE
DAN POYNTER, Box 4232-G,
Santa Barbara, CA 93103 59
• Subscription to a complete magazine on the sport of hang gliding with important information on new products, sites, glider defects, accident reports, competition, new techniques and activities • Personal liability insurance • The support of a national organization which promotes and supports hang glider pilots in almost every activity • Watches ouer government regulation such as that of the FAA. U.S. Forest Seruice, national parks, etc., and represents hang glider pilots in these matters • Acts as the primary voice of hang glider pilots to the FAA. aircraft groups, other pilot organizations, etc. • Is a representatiue of the National Aero Assn. as a member of the Federation Aeronautique International (FAI) to represent hang glider pilots in the World Aviation Organization • Sits on the CIVL subcommittee of the FA[ to establish competition rules, record
and manufacturers in competition through promotion of the competition results and the promotion of individual meets • Coordinates and publishes dates of all competition to avoid conflicts • Represents the U.S. in competition with foreign teams • Prouides insurance for site landowners and clubs • lnvestigates and prouides information on all types of liability insurance • Acts as a negotiating body for the deuelopment of insurance policies and the reduction of premiums • Develops legal requirements for site landowner liability protection • Supports the Hang Glider Manufacturers Assn. through requirements for certified gliders at competition and through promotion of HGMA goals • Alerts the members to unsafe techniques or equipment• Promotes the technical advancement of the science of hang gliding through publications and seminars • Provides
procedures, safety codes and other regulations of the world body • Recognizes flight achievement through promulgation and publicaHon of U.S. records • Recognizes and records state records • Publishes unofficial records and notable record attempts • Is the official body for presentation of records to the FA! for establishment of world records • Recognizes flight achievement through the Otto Lilienthal Awards for significant flight achievements • Gathers, analyses and publishes data on U.S. and world accidents to encourage safer techniques and equipment • Prevents accidents by encouraging pilots to match their skills with sites through the pilot proficiency rating system • Prevents loss of sites by providing site managers with the pilot proficiency system and its management• Allows pilots to fly foreign sites by providing them with a uniform and timely rating system, rating cards and lists of rated pilots • Provides the clerical support of the rating system, examiners, observers, exams and continual update of the system • Provides for rating of tow and motorized hang gliding• Prevents unethical or unsafe training through a national program of instructor certification and training • Supports hang gliding schools through the promotion and training of instructors in the certification program • Manages the instructor certification program through issuance of cards, publishing lists of certified instructors, beginner and advanced instructor certification clinics, appointments and removals, investigation of instructor accidents and continual update of the system • Manages a national system of hang glider competition • Publishes a uniform and timely set of competition rules for general use • Manages a regional qualification competition system for selection of top pilots to attend the national championships • Conducts the national championships lo determine the top pilots in the US. • Selects and sponsors a team of U.S. pilots for competition in the World Championships 9 Provides support, defines rules and helps manage the World Championships through the CIVL Subcommittee of the FA[ • Sanctions other competitions and supports the safety and well being of pilots participating • Promotes the pilots
interested persons information on motorized hang gliding and sources of equipment • Establishes a code of ethics for motorized hang glider manufacturers • Establishes a safety code for motorized hang gliding • Encourages and manages motorized hang gliding to prevent conflicts between hang gliders and motor gliders over sites, equipment standards, etc. • Alerts the members to unethical or unsafe business practices among motor hang gliding manufacturers • Promotes the exchange of ideas and advancement in the sport through national fly-ins and competitions • Establishes a fund for development and protection of hang gliding sites • Promotes local clubs through the USHGA Chapter Program, advertizes their existence to new members, - , promotes their news and coordinates activities • Sells most major • books on hang gliding and related subjects, log books, accessories and USHGA emblems, pins and decals • Promotes manufacturers, dealers and schools by acting as a point of contact for the press, interested public and new members, distributing lists of hang glider businesses • Conducts semiannual meetings of a National Board of Directors for the continual review and revision of all activities • Conducts elections, and publishes results for a democratic national body • Promotes the correct use and image of hang gliding in educational institutions • Rewards non-flight outstanding achievements in hang gliding through the Ed Gardia trophy • Makes recommendations to the NAA concerning award of special awards in aeronautics • ls constantly aware of the ever-changing status of hang gliding and is continually introducing programs where they are needed in the interest of hang glider pilots THE USHGA DOES NOT: Spend money on its president or directors. There are no salaries or expense accounts. Directors pay for all their own expenses. The only paid personnel are the office staff, the editor and assistant editor• Receive any government support • Maintain an expensive office • Spend money promoting competition • We depend on the help of our members and volunteers.
WHAT DO ES TH E
usHGA DO....
f-jQiN-i'iiE-iiSiiGATODAYf-1
: SUPPORT THE ORGANlZATION THAT SUPPORTS YOU
:
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THE UNITED STATES HANG GLIDING ASSOCIATION, INC.: Offers a $500,000 pilot liability insurance policy which NOW COVERS MOTORIZED HANG GLIDING, as a part of full membership.
• • Offers SITE INSURANCE to USHGA chapter clubs at low rates. Write for details. • Publishes HANG GLIDING magazine, the only publication of its kind. Beautiful color photo-
I I I I I
graphy. Our new SUBSCRIPTION ONLY CATEGORY allows you to receive just the magazine if you prefer. D I apply for membership in the United States Hang Gliding Association, Inc. as a full member with all benefits. (Renew/New, circle one) D I would like to subscribe to Hang Gliding magazine only. (Renew/New, circle one) I include my check or money order as follows: D $20 FULL MEMBER ($21 foreign) - As a full member you receive 12 issues of HANG GLIDING magazine, pilot liability insurance, and all USHGA membership benefits. D $15 SUBSCRIPTION ($16 foreign) for one year. D $26 SUBSCRIPTION ($28 foreign) for two years. D $36 SUBSCRIPTION ($39 foreign) for three years. D $7.50 TRIAL SUBSCRIPTION ($8 foreign) for six months. NAME
PHONE AGE
CITY _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ STATE._ _ _ _ __
ZIP - - - - - - - - - - - - -
Send check or money order to USHGA, Box 66306, Los Angeles, CA 90066.
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Victoria-Les Sairsoury, 382-0004, Vancouver-Robin Pedersen 922-7275, P.O. Box 91176 West Vancouver, Canada V7V 3N6. COLORADO LEADING EDGE AIR FOILS, [NC. USHGA Certified instructors. Distributors for Chuck's Glider Supplies, and Delta Wing. Dealers for Manta, Electra Flyer, Wills Wing, UP, Easy risers and Mitchell Wing. Large inventory including CGS Power Packs and S0armas1er. Wri1e for our wholesale parys and tubing price list. 100/o off on purchase of any glider, power pack or parachute with !his ad 1 (303) 632-4959. GOLDEN SKY SAILS, featuring Electra Flyer, J&L, Delta Wing, Leaf, t\'1an1a, Mitchell Wing, Seagull, UFM, Ultralite Products, Wills Wing, and Highster. Expert repair and custom work. Huge inventory of parts and accessories, including Chandelle and Sun replacement parts. Power riacks available. A complete harness line. fast mail order service. We offer regular, advanced, high performance, and tow lessons. All USHGA Certified Instructors. Ratings available. We use the most modern techniques and gliders, two-way radios between instructor and student. Located just west of Denver at the foot of Green Mountain. Call or wrilc for free information (303) 278-9566, 572 Orchard St., Golden, Colo. 80401.
MICHIGAN
GEORGIA ATLANTA USHGA certified beginner and novice training using wheels and radios for your safety. Rentals, sales, service. UP - Bennett - Wills - Electra Flyer -UFM Soarmaster - Seagull - Manta. AHG, P.O. Box 48163, Doraville, Ga. 30362. (404) 458-4584, 448-3516. INDIANA Ultrali1e Flying Machines of Indiana. Easy risers and power packages in stock. Write for information. UFM of Indiana, P.O. Box 962, Columbus, Ind. 47201. Dennis Hastings (812) 372-1670. IOWA THE FOUR WINDS! New and used gliders. Power units and complete powered flex wings. Dealer for Bennett, Manta, Soarmaster (we take trade-ins). USHGA Certified instruction wi1h flight simulator Hang Ratings I-IV. Come sec our showroom. [t'll be love at first flight! 2708 Mt. Vernon Rd. S.E., Cedar Rapids, IA 52403. (319) 365-6057, 366-3989. KANSAS
CONNECTJCUT
MONARCH Fl YING MACHINES-Your Kansas City area source for all major brand gliders, power packs, parts, accessories, USHGA Certified Instructors. Call Jim, (913) 268-6254 or Rick, (816) 763-3129. 10301 W. 77th No. 109, Shawnee Mission, Ks. 66214.
TEK FLIGHT Products, Inc. Featuring Electra flyer and Sky Sports. Also a complete line of parts and accessories in stock. Personalized lessons by experienced USHGA certified instructors. Call: (203) 288-5430. TEK Flight Products, Inc., 2583 State St., Hamden, CT. 06517. Or call Ben or Alegra in Winsted, (203) 379-1668.
VOYAGEUR'S. Distributors for J. L. Enterprises (dealer inquiries invited). Dealers for Eipper, Wills, Sky Sports, Sunbird, Moose, LEAF, Windhaven and Chuck's Glider Supplies. The only complete sales, training and repair facility in the greater Kansas City area. USHGA certified instructors and observers. 5935 Merriam Dr., Merriam, Ks. 66203. (913) 262-661 l.
FLORIDA
MASSACHUSETTS
MOTORIZED HANG GLIDERS OF FLORIDA-North Florida, Georgia dealer for Manta kits, ready to fly. Easy Riser, Landing Gears. Largest stock of kites and accessories in the south. Free instruction for our customers. Financing available. Information $4. Box 50961-H, Jacksonville Beach, FLA 32250 (904) 246-2568.
Try a FREE practice run at Aeolus Flight Training Center, Groton Hills Ski Area, Groton, MA. Aeolus instructors can teach you to fly safely and easily, and arc certified by USHGA. Open Saturdays and Sundays. Weekday instruction by appointment. To enroll, contact AEOLUS HANG GLIDER, INC., Box 184, Littleton, Ma. (617) 486-8278.
AERO FLOAT FLIGHTS. Motorized hang glider specialists. Dealers for UFM and the proven Moody power package. We are developers of the Safety-Pro harness and IO C.G. adjustment harness plates. IMMEDIATE DELIVERY ON EASY RISER! P.O. Box 1155, Battle Creek, Mi. 49016. (616) 965-6455. ECO-FLIGHT HANG GLIDERS - Distributor for Seagull's "Scahawk" and "!Om" in stock. Dealer for UFM "Easy Riser". Complete stock of pans, supplies, instruction using Seagull's new "Seahawk," sail repairs. USHGA certified instruc1ion. l 168 Ross St., Plymouth, Mi. 48170. (313) 459-4545.
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i'vf!D-\VEST SCHOOL OF HANG GLIDING. Subsidiary of U.S. Moyes, Inc. USHGA Certified Instructors. All levels of instruction - foot launch, tow, and motorized. Located .v, mile from Warren Dunes. We are !he oldest school and offer the most professional training in the mid-west. The owners placed I st and 2nd in Open
PILOTS! LEARN TO FLY SAFER, HIGHER, FURTHER L'jJ-To-fJ11/,· ///111/rn/NI !11/ur11111lio11 c;1,11u111/1'1"r/ Fu !111pu,,·,, l"1111J Flying. lfrl/11'11 /3\ ./ L"Sff(;.-J / 11 ,/r111 /01.
* NEW* HANG GLIDING FOR ADVANCED PILOTS -
TAKE HANG GLIDING WITH YOU
DETAILS ON COMPETITION ' MOTORIZING • EFFICIENT TURNING' POLARS' SPEEDS TO FLY' THERMAL TECHNIQUES, DISTANCE SOARING' PERFORMANCE TUNING' DESIGN CONCEPTS , INSTRUMENTS " ADVANCED EQUIPMENT ' SPOT LANDING. S6.95 - 45c POSTAGE.
NAME
HANG GU DING ANO FLYING SKILLS - A COMPLETE TRAINING MAN-
OLD ADDRESS
DON'T M!SS THE LATEST ISSUE BY FAILING TO NOTIFY USHGA OF YOUR CHANGE OF ADDRESS.t_l ____ USHGA # __
UAL - DETAILS ON: BEGINNING FLIGHT' INTERMEDIATE SKILLS 'ADVANCED MANEUVERS ' SIMPLE AND ADVANCED AERODYNAMICS ' GLIDER DESIGN' GLIDER REPAIR, SELECTING EQUIPMENT' THERMALLING 'HANG GLIDING HISTORY" CROSS-COUNTRY' TANDEM FLYING' TOWING AND MUCH MORE. $5.95 - 45c POSTAGE.
C!TY ~~~~--~-STATE --~-ZIP --~ __
HANG GLIDING AND FLYING CONDITIONS - THE ROAD MAP TO THE
LAST ISSUE RECEIVED
SKY - DETAILS ON GENERAL WEATHER , TURBULENCE ' ROTORS ' WIND SHADOW , SEABREEZES ' WIND GRADIENT ' SOARING CONDITIONS' THERMALS 'WAVES' WINDS ALOFT' LOCAL WINDS' CLOUD TYPES ' SITE READING AND MUCH MORE $5.95 - 50c POSTAGE. S10.95 - 55c POSTAGE FOR ANY TWO $14.95 - 75c POSTAGE FOR ALL THREE. DENNIS PAGEN, 1184 ONEIDA SL STATE COLLEGE, PA 16801 DEALER INQUIRIES INVITED MARCH 1979
CITY
__________ STATE ~-ZIP _____ _
NEW ADDRESS
(PLEASE ALLOW FOUR WEEKS FOR PROCESSING)
Notify USHGA Early! Please Note: You must notify your post office that you will pay forwarding postage on your second class mail or you may miss an issue. USHGA, Box 66306, Los Angeles, CA 90066.
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1'.0. ]ox60 -WiLton,N.H.03086 Tel. 603· 65 4-~rc,155
BANC Cl/D/NC
PARACHUTES ??? THE BEST
???
Highest Projected Diameter, (.85) Highest Coefficient Of Drag, (CD = 1.38) Tri-Conic Shaped Gore = Low Profile
CANOPY
"Easy-Feel" - "Easy Grab" - Actuating Handle Exclusive Apex-Vent Restrictor System, (REDUCED CANOPY OPENING TIME)
DEPLOYMENT ONE-STEP
Stressed To Take 180 lb. Loads@ 175 MPH Reinforced Radial Seams - Circumferential Bands Vee Tab Reinforced Line Attachements - Tape Reinforcement Bands At Canopy Skirt & Apex-Vent TSO'd. -
CONSTRUCTION SUPERIOR
All materials meet military specifications & in most instances, exceed them. They are all of high strength/low weight ratio. The canopy fabric is the tightest rip-stop weave available & has ZERO porosity, which makes the filling time the fastest possible. It is technically designed for parachutes of this caliber & contains the highest thread count & soft hand, thus allowing for a smaller packed container. The bridle is tested to exceed 4,000 lbs. tensile & the canopy lines are tested to exceed 425 lbs. tensire (per line).
MATERIALS EXCEPTIONAL
Bob Gester -
Reno, Nevada
"The Odyssey reserve functioned perfectly to such an extent that I was able to do a Stand-Up Landing."
ODYSS EV PROVEN ATTESTATION
Brad Kogi -
San Diego, California
" I pulled my Odyssey reserve chute at about 190 feet and I had about a five second descent. I'm glad I had it."
??? THE BEST??? Is it any wonder that throughout the World, ODYSSEY Flies with Hundreds of PILOTS?
Class and 2nd in Class I at the '77 U.S. Nationals. W c sell and service all brands of kites and motorized units. If you're thinking of moving up - check with us first, your used kite may be worth more than you think. Come ny before you buy. 11522 Red Arrow Hwy., Bridgman, Mi. 49106. (616) 426-3100. MINNESOTA NORTHERN SUN HANG GLIDERS, INC. Distributors for Electra Flyer, Wills Wing, Eipper, Manta, Mitchell Wing, and UFM Easy Riser. USHGA Certified instructions. Owner/managers of the Hang Gliding Preserve, soarable ridge with tramway lift. When in the north country stop by and test our line of gliders and enjoy the sites. 628 W. Larpenteur Ave., SL Paul, \\·In. 55113. (6 I2) 489-8300. MISSOURI MONARCH FL YING MACHINES - St. Louis' only answer to the serious hang glider enthusiast. We deal all major brands of powered and foot launched gliders, parts, accessories and repairs. Call Tim at (314) 962-5735. 3 Marblehead Dr., Brentwood, Mo. 63344. tv!ONTANA FLY WITH BEAR TOOTH HANG GLIDERS, 543 Yellowstone Ave., Billings, 59102. (406) 248-4383. NEW YORK AERIAL TECHNIQUES - at Ellenville. The east coast's largest hang glider shop. USHGA Certified instruction, dealers for all manufacturers, most equipment in stock from our tremendous inventory. A.T. is where it's up ... Rt. 209 - in Ellenville, N.Y. 12428. (914) 647-3344 or 783-6751. NORTH CAROLINA COME FLY JOCKEY'S RIDGE! If you live east of the Mississippi and want to learn to tly a hang glider safely come to Kitty Hawk Kites. Wilbur and Orville came here to learn to fly. Gliding into the soft Atlantic breezes from Jockey's Ridge is an experience which will always be remembered. Thirteen stories high, it is the tallest sand dune on the East Coast. We have safely taught over 7,500 folks to fly - people of all ages. Hang gliding from the soft sand dune is a major factor in the out-
standing safety record of Kitty Hawk Kites, the East Coast's largest and finest hang gliding school. We offer several lesson plans all the way to advanced training in the mountains. Ask about our Fly/Drive Package which includes airfare, car rental, motel, meals, etc. If you need a glider, select one while you're here from our large inventory. We carry the safest and best performing gliders on the market from beginning/intermediate to high performance. Send $2.00 for poster catalog. For a free brochure on the First Flight School call or write: Kitty Hawk Kites, Inc., P.O. Box 386, Nags Head, N.C. 27959. (919) 441-6247. OKLAHOMA WEST ARK! Call or write the professionals. Parts, gliders, all major brands (new and used), flight school, accessories. Catalogs available. Dealer inquiries invited. See Larry Edwards, 3!09 Grand St. Smith, Ar. 72904. (501) 782-3456.
Sports, Seagull, Manta, and UFM. Sales, repair, instruction. 2200 C. South Smithbarry, Arlington, Tx. 76013. (817) 469-9159. UTAH THE KITE SHOP AT NATURE'S WAY. Our ECO FLIGHT SCHOOL is Utah's oldest and most experienced, with USHGA Advanced certified instructors. Complete parts and service for Electra Flyer, Manta, and Eipper. Distributor for the new STRATUS 5. 898 So. 900 E., Salt Lake City, Ut. 84102. (801) 359-7913. WASATCH WINGS INC. - Salt Lake's Hang Gliding Center. Located minutes from the Point of the Mountain. Featuring a fully stocked repair shop, USHGA Instructors, 2-way radios, lessons beginning to advanced, new training gliders, pilot accessories, and glider sales and rentals. 892 East 12300 South, Draper, Ut. 84020. (801) 571-4044. WYOMING
SOUTH CAROLINA Hillside flying machines - All gliders and accessories Condors in stock! EZ's in stock! Kits or completed -Rotec power pack - in stock! lnstruction and repairs available. Box 285, Pendleton, S.C. 29670 (803) 224-0050. TENNESSEE
CENTRAL WYOMING HANG GLIDERS - Sales and services. Electra Flyer, Seagull, Seedwings. USHGA instruction, Basic and advanced. Box 4206, Casper, Wy. 82601. (307) 266-373 l or 265-7292.
Business Opportunities
TRUE FLIGHT - Mid-America headquarters for motorized ultralights. All brands of gliders and motor pacs. 3832 Guernsey, Memphis, Tn. 38122. (901) 324-8922.
STARTING A HANG GLID[NG BUSINESS!! For a complete line of gliders, parts and accessories contact: LEADING EDGE AIR FOILS, INC. 331 South 14th St., Colo. Spgs., Colo. 80904 (303) 632-4959.
TEXAS
\\'EST ARK! Let us get you off the ground and into your own HANG GLIDER Business. Call Larry Edwards at Westark! 3!09 Grand, Ft. Smith, Ar. 72904. (501) 782-3456.
ARMADILLO AVIATION. Motorized fixed wings (CA-15 now available). All brands - power units - accessories. Call or write for prices. "We have your wings". 703 North Henderson, Ft. Worth, Tx. 76107. (817) 332-4668. ELECTRA-FL YER DISTRIBUTORS. South Mid-Western distributors for: Electra Flyer Corp., UFM Products, Sky Sports, Seagull Aircraft. Now accepting dealership inquiries. Call or write: LONE STAR HANG GLIDERS, 2200 "C" South Smithbarry Rd., Arlington, Tx 76013. Metro. (817) 469-9159.
Emergency Parachutes ODYSSEY'S EMERGENCY PARACHUTE SYSTEM. Light weight - tested and designed by Dave Aguilar. Master Parachute Rigger and Hang Ill pilot, and by Ed Vickery. Available through Odyssey Sail, P.O. Box 60, Wilton, N.H. 03086 or through Sky Sports. Send for free details today!
-~~ -~~ -~~ $ f.95 +6.96 CAL TAX
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=
t--..J,A.-..L..J,-1 =, PO 80)( 1 \5'1, REoDLA>JP!3 • CALIFORNIA 92-373
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KEEP UP WITH THE BEST:
*...................... ** KITE TUBING~ * BRIGHT OIP ANOOISEO TUBING SEAMLESSORAWN!
Look closely at the gliders flown by the better pilots in 1978--ln compelitron. in long distance flying. or Just in rrdge soaring better pilots are flying wrth an edge--They're flying with Flex-Fairings'" By adding Flex-Fa1ri11gs'" most rogallo girders can get an increase in max glide ratio of 15-25%'
...._ I 1/.2 .049Xl8',19',20' 2·t!I LENGTHS "f" I IIZ8X.0!8X12' 2·111 LENGTHS ...._ 1 3t4X.049X18.!l',20' 2·1!1 LENGTHS "f" CABLE
.90F'T .99F'T .99F'T
3/32 7X7 STAINLESS STEEL WHITE OR NYLON COATED
.20F'T
Couldn't you use a little increase in your glide? $49 25/set for crossbar and kingposl (add S3 shipping• 6% lax ,n Calrf.) Now available in Whrte. Red. Blue. Black. and Gold. Send for free info
!.
LAMINAR SYSTEMS 5645 Ave de Vinedos Ariaheim. Calif 92807
lt
MARCH 1979
..,-
F'REE WHOLESALE CATALOGUE
~ ~
~
i( ~
LEADING EDGE AIR F'OILS INC.~ 331 S. 14TH ST. ~ COLORADO SPRINGS, CO. ~
18i~s"u-•n9
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Statistics show that more birds, and birdmen, RIDER than any other in the world. And with reason. We offer THE BEST in
i11 existence. And, as usual, we'll take you around the country and the for the best results. Not to our coverage of the sites and fastest pnern1m1,e11011. So don't be afraid to leave the and discover what
Name
State I One Year I I Canada: I I I Ll Three Years I Canada: I Write Us For Foreign Rates
Mail To: GLIDER RIDER H-2 P.O. Box 6009 ua,nvui,;a, TN 37401 U.S. Money Only
Windhaven Emergency Parachute System meets rigid TSO testing. The best available! Easily adapted to your harness and glider. Write for free details. Windhavcn Hang Gliding Schools, Inc., 12437 San Fernando Rd., Sylmar, Ca. 91342.
Parts & Accessories HELMETS! Buco Flightmaster helmets. $24.95, retail.
Excellent dealer discounts on 10 or more. Westark! 3109 Grand, Ft. Smith, Ar. 72904. (501) 782-3456. EMBROIDERED EMBLEMS, CUSTOM DESIGNED CLUB PINS, Medallions, Trophies, Ribbons. Highest quality, fastest delivery, lowest prices anywhere. Free info! NO! Box 6665 DD Marietta, Georgia 30065.
handling with each order. Box 66306, Los Angeles, Ca. 90066.
for 2W, 12 for $1.00. USHGA, Box 66306, Los Angeles, Ca. 90066.
TEE-SHIRTS with USHGA emblem $5.50 including postage and handling. Californians add 60/o tax. Men's sizes, S, Iv!, L, XL. Orange only. USHGA, Box 66306, Los Angeles, CA 90066.
The rate for classified advertising is 30C per word (or group of characters). Minimum charge, $3.00. A fee of S5. is charged for each photograph. Art discount for display ads docs not apply to classifieds. AD DEADLINES. All ad copy, instructions, changes, additions and cancellations must be received in writing l ''' months preceding the co,·er date, i.e., Feb. 15 for the April issue. Please make checks payable to USHGA: Classified Advertising Dept. HANG GLIDING MAGAZINE Box 66306, Los Angeles, Ca. 90066
METAL LICENSE PLATE FRAMES - "I'D RATHER BE HANG GLIDING". White lettering on a blue background. S4.00 including postage and handling. Californians add 6% tax. USHGA, Box 66306, Los Angeles, Ca. 90066. USHGA has post cards again - "SOARING FLIGHT" VJ-23, "LIGHT WIND SOARING" Cronkite. l for IOC, 3
TYPE: Cumulus IO WHEN: May 12 SAi!. PATTER,: Center out, white, yellow, brown. Blue bag. co,. TACT: Mike Adams (805) 967-2448
ROTEC reduction power package for Easy Riser. Mac JOI with about 3 hours. Like new. Complete for $695. (203) 643-4493. Connecticut.
TYPE: Dragonny Mk I!B WHERE & WHE,: Edmonton, Alberta, Canada May I. SAIL PATTER,: Dark blue leading edge and tips. Colors from tips, yellow, gold, orange, blue. Red UP insert on right wing. Serial number UPD!l 20125. CONTACT: J.D. Proudfoot. Call collect (403) 326-2304
WANTED GLIDERS: Will buy several intermediate, standard gliders or up to $350 on trade in towards a new Bennetc Glider. Write or call The Hang-Glider Shop, 612 Hunter Hill, OK. City, 73127 (405) 787-3125. EXPERT-EXPERIENCED FLYERS AM/FM Helmets. Excellent sealed, no external knobs, internal antenna. S80. Send in full to Daniel Love, 8742 Lind Vern, Santee 92071.
TYPE: Seagull JI! SAIi. PATTERN: Sky blue with black leading edges. WHERE & WHE"I: Lift Engineering in Carson City, Nevada, Thanksgiving night. TACT: Lift Engineering, 2400 Arrowhead Dr., Carson City, Nevada (702) 883-0600
co,.
Publications & Organizations
TYPE: Electra Flyer Cirrus Ill. SAIL PATTER:,,: Keel out: red, orange, gold, yellow, red, red leading edge. WHERE & WHEN: Outside a tavern in Phoeni,, Arizona September 15, I 977. $100 Reward. CO'>T ACT: Bill Harris, 3013 E. Moreland, Phoenix, Arizona 85008. Phone: (602) 833-693 l
SOARING ~ Monthly magazine of The Soaring Society of America Inc. Covers all aspects of soaring !light. Full membership $20. Info kit with sample copy $2.00. SSA, P.O. Box 66071, Los Angeles. Ca. 90066. OBJECTIVE · To compile a directory of U.S. Flying sites. JNFORMATJON NEEDED· Hill name, if any, address, if soarable, direction site faces. Directories will be printed and made available. Your help is needed!! Mail information to Heckenluber, RD #1, Biglerville, Pa. 17307.
Ultralight Powered Flight
TYPE: Phoenix 8 reg. #161 SAIL PATTERN: Keel out, white, black, yellow, red, It. blue, dk. blue, bluish green bag DISTINGUISHING FEATURES: 7/8 in. straightened down tubes, one knurled CONTACT: Ted Lipke (415) 589-3937. $50 reward. Box 246 Burlingame, CA 94010.
A limited number of preproduction power systems using twin Homelite 450's is currently available to selected pilots on an "al cost basis" from Gemini International. Please inquire by mail. Gemini International, 655 Juniper Hill Rd., Reno, Nv. 89509.
TYPE: Two Soarrnaster power packs and one l\-loody motor package with Rorec prop and muffler. SERIAi. 'I UMBERS: Soarmasters: engine 24857. Soarmaster serial 78150-engine 24389. Soarmaster serial 78145. The Moody pack has redrilled engine mounts. CONTACT: Trip Mellinger at Windha,·cn, 12437 San Fernando Rd., Sylmar, California 91342 (213) 367-1819
IV!OTORIZED HANG GLIDERS OF FLORIDA. Manta Fledgling dealer for North Florida and Georgia. Mitchell Wing. Largest stock of Power Riser kits and accessories in the south. Free instruction for our customers. Information, $4. Box 50961, Jacksonville Beach, 32250. (904) 246-2568.
TYPE: Sunbird Maxi Strata #63. SAIL PATTERN: keel out white, red, orange. gold, yellow, with blue bag. DISTINGUISHING FEATURE: Dents at top of control bar. CONTACT: Dave Broyles, 1403 Austin Street, Irving, Texas 75061 (214) 438-1623. SIOO reward
POWER SYSTEMS, INC. Gliders from Eipper, UP, Manta and U FM. Power packages, landing gear for Easy Riser and Quicksilver, instruments, helmets, and hardware. $1 info package Power Systems, Inc., Dept. HG, 963 Village Dr., Ormond Beach, Fl. 32074 (904) 673-0194.
TYPE: Flexi II. SAIL PATTERN: Purple center section, red wing tips. WHERE & WHEN: Route 6 and Harrison, Gary, Indiana, June, 1977. CONTACT: John Alan Filewich, P.O. Box 144, Hobart, Ind. 46342. Phone collect (219) 887-3178. Reward!
POWER UNITS: ~-!otolotnia 77, Soarmaster, propellers, hubs, quiet murflers. Film 12 minutes. Info. $2 Motolotnia, Box 5078, 16305 Spanga, Sweden.
TYPE: Sky Spons Bobkitten II (18xl4) #3. SAil PATTERN: keel out: white, gold, light blue, red, Kite bag: 'I, orange /,blue.WHERE & WHEN: miss. from middle takeoff at Ellenville, March 27, 1977 at 6 p.m. CONTACT: Steve Smith (201) 891-1836 or 271-4000 ext. 322
Miscellaneous THEFT ALERT PAGING SYSTEM· Protect your wings silently with a new breakthrough in Glider protection. This brand new electronic system is the first really smart and inexpensive way to protect your equipment. You carry a small 4 oz. paging unit-the very instant your glider is moved you know it! The system is complete with 12 volt transmitter, sensors for two glider, pocket page and installation instructions. The powerful transmitter has a one-half mile range. The dual tone sequential coding system provides over l 2,000 combinations, a false alert is highly unlikely. Take the worry our of traveling with your valuable equipment. Order your theft alert system today! Only $149.95 plus $3.00 shipping. Check or money order to GULF AIR SPORTS INC., P.O. Box AJ, Venice, Fla. 33595. PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 3 Y," dia. inside or outside application. 25<i each. Include l3<i for postage and
MARCH1979
TYPE: ASG-21A Prototype. SAIL PATTERN: White sail, blue leading edges, red, gold and blue rips. DISTINGUISHING FEATURES: long stinger, black coated cables, quick release on top wires, faded greenish gray rnver. WHERE & WHEN: San Diego, on August 18, 1977. CONTACT: Gary Colston, 3845 · 46th St., San Diego, Ca. 280-4307 TYPE: Wills Wing XC 185 #2250. IDENTIFYING FEATURES: No fixed tips, control bar is mismatched, new downtubes, used basetube with vario bracket. CO:\TACT: Ilruce Bardo, P.O. Box 8543, Missoula, Mont. 59807 892-3094 TYPE: Pliable Moose Zipper. SAIL PATTERN: Red applied leading edge, white with orange and gold half panels, blue bag. CONTACT: Charles Warren, 842 N. St. Joe #3, Hastings, N.E. 68901 (402) 463-4092
TYPE: Pliable Moose "Zipper" #A-1840. SAIL PATTERN: keel out: red, white, red, white, red leading edges. DISTINGUISHING FEATURE: White arrows in the middle red panel on each wing. WHERE & WHE'>: Amarillo, Texas, June 22. CONTACT: James Raef, Rt. 3, Box 459, Amarillo, Texas 79107 (806) 335-1059 TYPE: Highstcr-double surface glider. SAIL PATTERN: Orange and black. TYPE: "U-2" designed by Dennis Pimentel. WHERE & WHE:\: Santa Rosa, Ca., May 15. CONTACT: Highster (415) 527-1324 TYPE: Manta Fledgling. SAIL PATTERN: Red leading edge, yellow l railing edge. Red bag and no I ip rudders. WHERE & WHEN: Lexington Reserrnir, Los Gatos, Calif. in April '77. CONTACT: Super Fly Sky-Sails. 21383 Aldercroft Hgts. Rd., Los Ga1os, C.A 95030 (408) 353-2926. Reward~$]()() TYPE: Cumulus 10. SAIL PATTER!\: Yellow sail with black leading edges. TYPE: Olympus. SAIL PAT. TER:\: All yellow on one side and gold, orange, red. purple, dark blue, light blue, white, white, on second side. WHERE & WHEN: Both kites were stolen out or John Dunham's truck while in San Diego in early March. $100 reward offered by Electra Flyer for the return of the Olympus. CONTACT: Eippcr-Formance. Electra Flyer, or John Dunham, Reno Hang Gliders. 960 Matley Lane, Reno, N, .89502 (702) 323-3456 TYPE: Cumulus IO, 20' WHERE & WHE"I: Dem-er, Colo. night of Sept. 12, 1978. SAIL PATTER"I: Keel ow; white, red, white, purple, white, blue leading edges. Orange bag. Serial no. 619. CONTACT: Doug Keller, 304-237 Kearney St., Winnipeg, Manitoba, Canada R2M 4B5 (204) 257-6492. $100 reward for info leading to arrest of thief. TYPE: Phoenix 68 serial no. 182. SAIL PATTER,: From Lips in; black, gold, orange, lime, dark blue. Black patch on one wingtip. CONTACT: Scott Hunter, 220F West Tujunga Ave., Burbank, CA 91502 As a service to the hang gliding community, HA.\"G GLIDING Magazine is publishing (free\ information on stolen gliders. rr your glider is missing, send us a complete description along with your address and phone number to: USHGA, Box 66306, Los Angeles. CA 90066.
65
Jeff Burnett launches at Gr1mrlfat/Jer Mtn., N.C. ·· ,Jim Mo,ton The '78 competition season is over. The glider that captured tile most first place trophies was tile Sirocco 2! Impressive results w/1en you realize that all Sirocco 2's flown in competition were prototypes! Tile feedback, tips and sugges· tions we received from our test and competition pilots make the production models stronger, easier to set up, and more YflSponsive. competition re· Check out the 1978 Sirocco cord: First in out of 10 competitions entered. ti 1 U.S. glider American Cup· Dennis Pagen 1st Moab Int'/.· Malcolm Jones 1st - Scandinavian Championship 1st U.S. Nationals Dennis Pagen 1st· Pico Peak (tie)· Tom Peghiny 1st Region 9 Qualifier - Dennis Pagen 1st· Region 8 Qualifier Tom Peghiny
Sky Sports offers the experienced pilot the most efficient, sail wing available. The inherant stability of the double surface makes the Sirocco 2 a ship that intermediate pilots can climb into and float away with too. Compare tile quality workmanship and clean, wind cheating planform of the Sirocco 2. Match the I.ID and handling.
185
165 120 ' O' 9 to I 18 rnph 164.7 125- 175 lbs. 51 lbs.
33S ft.
Now tile winter soaring season blows in. Sirocco 2 weather! The Sirocco 2 will knife t/Jru any winds and smooth out tile roughest turbulence. You cannot beat the Sirocco 2 as an all around glider. An outstanding performer! Quality and experience: A Sky Sports trademark that produces the best gliders on the market. Easy to launch, easy to land and fun to fly! Treat yourself to a Sirocco 2!
19 ft. 8'6" 10'6" $1170.00
120 '
O' g to I 1B rnph 185 1!:,5-220 54 lbs. 35 ft. 20 ft 9 ft. 11 '6" $1190.00
Inc. P.O. Box 507 Conn. 06029 In Europe contact:
Sirocco 1 & 2 HGMA Certified
Para Fun International Aps Kalkbraenderihavnsgacfe 22· 2100 Kobenhavn O Telefon 01-18 33 34 MUJIA ,
1!178
Advanced Air Sports Products 990 East Lakeshore Dr. Lake Elsinore California 92330 (714) 674-1494 Formerly Free Flight Enterprises.
We con tell gull.s, and pocl,et ond o moricolly leading fully
New
We've elimir1ored rumbuchles, odd0:d o new lost tensioner sys, tern or1d devised on new deflexor system for foster set,up ond less drog, Less time on <Jround and more time in the oir. Thr, Seohowl,'s rroditionol mellow hondlinq will let thtc'rmol confidence, roll into turns with o minimum of soor higher ond heod our foster ot tlw top of the lift The '7[', Seo, howl, is o fovoritE, of novicE\ ir1tormediote or expert pilots.
10 Meter con penetrote the in the weohest thermol ond bonl< flich of the wrist. unequolled stcibility mohe the
turns ond
At Seagull Aircrofr, we design the finest llut tests ond mohe o lot of Fly Seogull. The proof i1 Airport Avenue,
90405.
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Share Op's good looks with someone special.
sunwear
Mainland Oflicu
Ocean Peeilic (NZ) Ltd
Mr. John Arnold
Ocean P11c11ic Sun_,
P.O. Box 30065 Takapuna NT11 48 Northcote Rd. Northcote, Aue land
OP Distributing Co .. PTY. LTD. GPO Box 2289 Adelaide South Australia 5001
14312 Chambers Rd. Tust n, Cahl. 92680
Ja~n Surfing Promobons 3-1-1 Nishlkaigan Tsujido Fujisa- City Kanaga- Pref, Ja~n 251