USHGA Hang Gliding April 1979 by US Hang Gliding & Paragliding Association

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Your Loved Ones t Hang - Glider Pilot May Someday f Say Thanks For ! Your Parachute! f Parachute Saves I

SAN FRANCISCO (UPI)-A hang-glid- i

er pilot doing fancy maneuvers 500 feet .{

\ above Stinson Beach was flipped from his : :, craft last weekend, but managed to open a ; j parachute and float to the ground. ~ } Richard Bryant, 22, was soaring from the ! top of Mt. Tamalpais to the beach when he ; i became separated from the glider. He had :. 1 just enough time to pull the handle on the f ·; $300 chute and break his fall. ~) "Best investment he ever made in hi.~ ~$ life," his relieved mother said. !. ', Bryant, shaken and bruised, said he was ·t ;' ready to fly again. He said he got the para- ;, It could happen to you, whether you fly gentle ridge lift above a beach, .i -chute 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 Windhaven Emergency Parachute. The security and protection our I chute is always needed. [ I "But it's always on my harness," he said. f parachute system offers is unsurpassed. and the second chance the chute l "the only insurance you get with hang- f provides could change the course of your life. The Wz'ndhaven Emergency j gliding is a chute." ~.,./ Parachute has made many saves without a single malfunction, and that's

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the kind of reputation you want for your back up system. Fly Windhaven!

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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 desig11ed to afford quick and easy deployment of the canopy, even with gloves on.

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$346.00 ppd. 26' TSO canopy, Positive Opening System, prone container $379.00 ppd. Container colors: red, black, blue, add $4.00 for custom color Acid $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.

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EDITOR: Gil Dodgen ASSISTANT EDITOR LAYOUT & DESIGN: Jonie Dodgen STAFF PHOTOGRAPHERS: Leroy Grannis. Bettino Gray, Stephen Mccarroll ILLUSTRATIONS: Brigitte Groom CONTRIBUTING • EASTERN EDITOR: Pout Burns

ISSUE NO. 75

OFFICE STAFF: MANAGER: Carol Velderroin Tino Gertsch (Advertising), Janice Johnson (Membership), Kit Skradski (Renewals). Amy Gray (Hong Rot1ngs) USHGA OFFICERS: PRESIDENT; David Broyles VICE PRESIDENT: Dennis Pogen SECRETARY: Jay Roser TREASURER: Hal Spivak EXECUTIVE COMMITIEE" David Broyles Alex Duncan Jan Case USHGA REGIONAL DIRECTORS REGION 1: Michael Pringle, Dovg Hildreth REGION 2: Wallace Anderson. Jon Case REGION 3: Tom Milkle. em Bennett. John Lake. REGION 4· Ken Koerwitz. Lucl(y Campbell REGION 5: None REGION 6: Jim Wilson REGION 7: Ron Christensen. David Anderson REGION 8: Horry Taylor REGION 9: Dennis Pagen. Les Klng. REGION 10: Jerold Welch. Richard Heckman. REGION 11: David Broyles. REGION 12: Poul Rlkert. DIRECTORS· AT-LARGE: Alex Duncan. John Harris. Jay Roser. Horry Robb. Hal Spivak. EX-OFFICIO DIRECTOR: Vic Powell. HONORARY DIRECTOR: Hugh Morton CIVL DELEGATE: Horry Robb. The United States Hang Gilding Association. Inc.. Is o dMslon of the Notional Aeronautic Association (NAA) whlch is the official U.S. representative of the Federotton Aeronoutlque lnternotlonole (FAI). the world governIng body for sport aviation. The NAA which represents the U.S. at FAI meettngs. hos delegated to the USHGA supervision of FAI· related hong gliding octiVJties such as record attempts and competition sanctions. HANG GLIDING magazine Is published rOf hang gilding sport enthusiasts-ta create further Interest In the sport, by a means of opencoMmuntcollonor,d to advance hong g6dlng methods ond solely Cantrfbvlions ore welcome. Anyone is Invited to con. tribute artfcles. photos. and Illustrations concerning hong gilding activities. If the mateMol Is lo be returned, o stomped, sell· Oddressed return envelope must be enclosed Notification must be mode of subrrusslQn to othel hang gUding publlcotlons. HANG GLIDING mogozlne reserves the right to edit contributions where necessary The Association Ond publlcotlon do not assume responsiblllty for the mat61lol or aplr40ns of contributors. HANG GLIDING mogcnlne Is published monthlY by the Unlted Stoles Hong Gliding AssoclotlOI\ Inc. wncise mcnllng address Is P.O. Box 66306. Los Angeles. Codf. 90066 and Whose offices ore located at 11312'1, Venice Blvd.. Los Angeles. Calif. 90066; telephone (213) 390-3065, Second-class postage Is pold ot Los Angele&. Collf. HANG GLIDING mogozlne Is printed by Slnclolr Printlng & Lltho. Alhombro. Colrf The USHGA is a membercontrolled eduCQflonol ond 4<:lenttric orgornotlon dedicated to exploring all facets of uttroltght night Membe/$hip Is open to anyone Interested In this realm at flight Dues far full membeishlp ore $20 per year ($21 far foreign addresses~ subscrlptlan rates ore S15 ror one year, $26 tor two yeo,s. S36 tor three YE!O!S An Introductory six-month ITIOI is ovolloble ror S7.50. Changes of address should be sent 5'x week~ In advance, including name, USHGA membership numbet previous end new address. and o malling label from a recent Issue

APRIL 1979

Hang Oliding (USPS 017-970) CONTENTS FEATURES

12 14

A NEW APPROACH TO HANG GLIDER INSTRUMENTATION by Earl Helm RIO· A SENSE OF SHARING Article & Photographs by Scott Dittrich

25 32

SPEEDS TO FLY Part I SIXTY·SIX MILES

36 40

HANG GLIDING WORLD RECORDS byv1cPowe1r THIRD ANNUAL L/D MEET by George Worthington and

Don Betts Photographs by Bettina Gray

49 56

DEALING WITH THE BUREAU OF by Jeff Van Datta LAND MANAGEMENT GOIN' FOR IT IN "THE GREATEST RACE" Article and photographs by Dick Stern

DEPARTMENTS 4 4 13 19 22 23 59 65

ULTRALIGHT CONVERSATION INDEX TO ADVERTISERS CALENDAR NEWS AND NEW PRODUCTS USHGA REPORTS by Tom Milkie BIRD'S EYE VIEW by Lauran Emerson CLASSIFIED ADVERTISING STOLEN WINGS

COVER: Rob Kells thermals up In a new WIiis Wing Omega "Floater" at Elsinore, CA Photo by Mike Meler. CENTERSPREAO: Rob Kells launches a Wills Wing Omega 220 at Crestline, CA . Photo by Steve Pearson. CONSUMER ADVIS~: Hang Gliding Mogazlne and USHGA, Inc., do not endorse or take any responslblllty for the products odVertised or mentioned edltorlolty within these pages. Unless speclflcolty explained, performance figures quoted In advertising are only estimates. Persons consldenng the purchase of a glider ore urged to study HGMA standards. Copyright © United States Hong Gilding Association, Inc. 1978. All rights reserved to Hang Gliding Mogazlne and lndlvlduol contributors.

tJLTRALl<it1T CONVERJATION

"Turning" Clarification Dear Editor, I am writing this letter to clear up some possible confusion concerning the amount of pushout necessary in a turn. I have received two letters from pilots indicating that they have interpreted my recent articles on turning to state that a large amount of push-out is desirable or even necessary in a turn. This is a completely wrong and dangerous supposition. I am sure that more pilots than these two have received the wrong impression on this matter, so let me briefly explain. Apparently the misconception arose from Part III of the series, "How a Glider Really Turns." In this part, I described how center-of-pressure movement in a turn requires the pilot to move back more than in level flight, for a given airspeed. This in no way implies that you can push out as much as you care to. The fact is, there is ONLY ONE PROPER AMOUNT OF PUSH-OUT FOR EVERY BANK ANGLE AND ENTRY SPEED. Any amount of push other than this "proper amount" results in either a slip or a stalled tip - an uncoordinated turn. A shallow turn requires very little push-out. A very steep, fast turn requires a good deal of forward push. One letter described a flight where the pilot tried to perform medium-banked turns with his arms fully extended. Naturally, he stalled in midturn. The other letter stated that the pilot had been concerned about stalling his tips in a turn and was relieved to find out that he could push out all he wanted. I'm glad he lives in the snow belt and hasn't yet tried to turn in this manner. To these two pilots and others with the same impression, I apologize. I would be very upset if an accident occurred due to something I wrote. The article was meant to describe the turning process in detail, not provide a new or different method for turning. The more a pilot learns about the characteristics of his glider in flight, the sooner he will learn to fly more safely and more efficiently in general. Since turning is a basic maneuver to all flying, all aspects of a turn should be well understood. The description of the push-out force was included in the article to explain how a glider that flies in trim (that is, with no contr0l bar force) in level flight will require considerable push-out force in a steep turn. This point can be quite baffling to a pilot with little turning experience. The description of the amount of arm extension needed in a turn was included for the same reason. Figure 3 (Part III) shows this arm extension for a very steep turn. Little would be gained in showing the amount of push-out in a shallow turn since it would appear about the same as level flight. Figure 4 shows the hand movement pat-

tern in a complete turn (from roll-in to roll-out). This is a general description. More or less side movement and push-out is required depending on the glider type, the wing loading, the initial speed and the degree of bank desired. The bottom line to this discussion is that no formula can teach perfect turn technique. There are too many variables. All an instructor (or writer) can do is to describe the control required of the pilot, as well as the feedback the glider provides at each stage of a turn. With this in mind, reread the article, then apply the material to help you understand the experience you already have in coordinating turns. Remember, there is only one formula for performing perfect turns: Study, practice and refinement of technique. Dennis Pagen State College, PA

INDEX TO ADVERTISERS Advanced Air Sports ....................... , . 38 Aerial Techniques ............................ 13 ATS .......................................... 23 Bennett Delta Wing Gliders ...... IFC, 24, 31, 46, 54 DAR Ent. .. .. .. .. .. .. . .. . .. .. .. .. .. . .. . .. .. . .. 68 Eco-Nautics Inc ............................... 49 Eipper ......... ' . . . . . . . . . . . . . . . . . . . . . . . . . . . . IBC Electra Flyer Corp ...................... 11, 58, BC Gianforte . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Glider Rider ................................. , 52 Golden Sky Sails . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 Hall Wind Meter .............................. 13 Hang Gliders of California .................... 37

Competitive Selection System Dear Editor, I'm writing for every pilot in the U.S. who feels his abilities as a flyer have developed to the point that he wants to enter the competition circuit, with an eye toward nailing a berth on the U.S. teams at the American Cup and the European Championships. There is one big problem: We have no national system that allows a pilot to test his mettle and sharpen his abilities against a field of seasoned flyers. Except for the Nationals, there is not another major open contest in which a potential Sterling Stoll or Joe Greblo can emerge. How is a new competitor to get his foot in the door? The American Cup team is selected primarily on the results of major meets - all but one of which are closed to non-proven competitors. And the team that will represent us this year in France has already been chosen - by the USHGA Board of Directors ... from previous contest results and other unknown criteria. I understand the contest is in July, so that leaves no time to use 1979 contest results in the selection. And the pilots chosen certainly represent top-notch ability. That is not the issue. What is at issue is this: How do we know we're going to send over the best team, the guys who are flying the hottest and have the best chance to win this year? We don't. Do the U.S. Olympic teams in any sport get picked by the directors of the major athletic associations based on the previous year's collegiate results? No, they have the Olympic trials. And before anyone says, "Well, we have the Nationals," please, let's remember that our national contest is not known for its excellence. (No slight whatsoever is intended to previous winners.) But we need a national competition system of some sort that will measure comprehensively the ability of U.S. pilots to win in international competition. The British have six meets, I believe, throughout the year, which are used to pick their team. The intense competition can only serve to increase the desire of the eventual winners to work together against other teams. That's what beat us so embarrassingly at the American Cup. What's changed here since then? Nothing that I

Highster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Jalmar ................ , . . . . . . . . . . . . . . . . . . . . . . 7 Kite Enterprises ............................... 23 Kitty Hawk Kites . . . . . . . . . . . .. .. .. .. . .. .. . .. 18, 29 Leading Edge Air Foils ........................ 23 Litek ......................................... 57 Manta Products . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 M Company . . .. . . . . . . . . . . . .. . . . . . . . . . . . . . . . . 61 U.S. Moyes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Ocean Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Odyssey ..................................... 53 Pacific Ultralight. ............................. 67 Pagen ................................... , ... 46 Paragon ..................................... 27 Power Up Co ................................. 30 Poynter Books ................................ 57 Scott's Marine ............................... 29 Seagull Aircraft ........................... 51, 55 Sky Sports ...... , . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 Snyder Ent .................................... 64 Soarmaster .......... , ....................... 62 So. Cal. School of H.G......................... 29 Sunbird . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 The Hang Gliders Bible ........................ 29 Ultimate Hi ................... , ........... 30, 48 Ultralite Products ............................. 21 USHGA ................................... 50,57 Wasatch Wings .............................. 63 Wills Wing, Inc ............................. 28, 47 Windhaven .................... 1, 6, 13, 22, 29, 46

AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing l Yi months preceding the cover date, i.e. Feb. 15 for the April issue.

HANG GLIDING

INDHAVEN HAS IT ALL IN CATALOG 1979

INDHAVEN 1979

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sive testing as usual, but our biggest problem is in customer repacking problems and increased production costs. As soon as we can solve these problems our center line units will be available in mass production. The chutes we are now and have been marketing do not incorporate this development. Again, I'm sorry we could not comply with Chris' request, but I think he would have to admit he had a short and hurried schedule to meet for publication, and didn't consider that we are not located in Southern California. We are now completely caught up on delivery, with a 24-hour turn around upon receipt of order. Dave Aguilar Odyssey, Wilton, N.H.

Jim Lawrence Pacific Palisades, CA

This letter is to inform all dealers and users of the Soarmaster unit of a recent accident. On Sept. 2, 1978, Steve Johnson of Bay City, Wisc. was fatally injured at Hagar City, Wisc. The glider was under power when it appeared to stall, then fall off into a steep dive for about 50 feet. Then it nosed down into an inverted tumble. The control bar broke up during the first revolution of the tumble and caused the hookup point to fail and Steve was thrown from the glider at 300 feet above the ground. This accident was likely avoidable and was influenced by several possible causes, I did not witness this accident, but I did question observers and inspect the wreckage. The mouth throttle had been changed to a pull knob actuator, taped to the bottom portion of the control bar. This type of actuator will hold a power setting unless it is manually changed. The glider in this accident was in an inverted tumble under power even after the pilot was thrown clear. The pilot would hav.e had extreme difficulty finding and pushing in the knob during an unexpected violent maneuver. The Soar master normally causes the nose to trim up; however, during a stall or dive it can cause a strong nosedown pitching action. I would urge that anyone who does not use the stock mouth control arrangement, be reminded of the terrible consequences of using a throttle arrangement that can not be immediately cut back in a panic situation. The glider was a Sirocco II set up for supine flying. This would have a lower (glider-pilot) center of gravity and therefore the thrustline is further above the C.G. and can cause a greater nose-down pitching force. Also, the supine position may not have as an effective pitch-up control as prone because of limited arm reach. This is my opinion and may be debatable. The seated/supine harness was homebuilt. The main seat ropes were intact but one of the shoulder support ropes was broken. This might not have had any effect, but it could possibly cause an accident. No parachute was used on the harness. It is possible that this back-up system could have been used in time, although the pilot might not have been conscious after the impact into the control bar. Both control bar uprights were broken apart. There is a small hanging bracket which is bolted

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can see. Can't we have some kind of system like Britain's that will work for us? Good old American individualism isn't going to win this year either. We need a team. And the team experience begins with a way to insure that every man who is on it busted his guts to get there. Our system of invitational contests just doesn't allow enough measure of the consistent flying ability of all American competition pilots and consistency wins contests. We need a better way, because it's important for all of us to not only do well in international flying, but to also challenge ourselves to the utmost against the very toughest of pilots and conditions here at home. Which will serve to make us the very toughest overseas. Full circle. Then everybody wins. So this is an invitation to anyone out there to write in with some concrete proposals for a fair and effective system that is open to all who have the desire to fly their best in hang gliding competition.

---1-u1E

Dear Editor, I applaud Chris Price's article and personal review of hang glider back-up parachutes. It, the Santa Barbara Seminar, and others are helping to educate pilots on construction, use and maintenance of this important life-saving device. All this and much more will ensure that all pilots will be ready to use their system in any situation, because they completely understand its operation . I'm sorry that I wasn't able to supply Chris with one of our parachutes within the one week schedule I had, upon learning of his article, but at the time we were three weeks back ordered even with two full shifts. We felt that our customers came first and that we would try to send Chris one of our second chutes in our old-style containers. This still took us about a week and a half plus shipping time from New Hampshire to California. Well, I haven't seen that system since and I didn't appreciate his remarks about our product and the testing done on it. So I would like to point out a few things about the history of our system from the very first one sold, to the ones we sell today. All have had twenty (24-inch dia.) and twentytwo (26-inch dia.) lines per canopy. All have had v-tabs. All have had two circumferential stress bands. All have had I-inch tubular 4,000 lb. bridles. All have had radial seam reinforcing tape. All are T.S.O. tested. We were the first to include elastic apex vent restrictors to decrease the filling time of our canopy, and detailed it in our packing instructions. The reason we have supplied our customers with chutes of this caliber, from the beginning, is that we tested ten-liners and unreinforced canopies and felt that they were questionable over the broad operating range we defined for hang glider back-up systems. We are developing and have released a few chutes with center lines. There has been exten-

Power Accident Dear Editor,

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HANG GLIDING BOOK OF THE YEAR I

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to both uprights. Unfortunately, the bolt holes are in the middle of the upper bends. One of the uprights failed at this bolt hole and allowed the hanging rope to slip off the bracket. This shows the importance of two hanging straps attached to different points. The pilot may have survived if the hookup had held, because the cross bar had not failed and the glider would have slowed the fall and cushioned the impact. Conditions may have been turbulent enough to cause the stall or control loss. The pilot had only flown with the Soarmaster a few times before, and may not have known the handling properties of the glider with power. Another pilot who was soaring before the accident claimed that several times the battens of his glider hit the cross tube. The use of power during conditions which are at all turbulent is probably not advisable. Conditions which are unstable enough to allow thermaling may also be turbulent enough to cause a powered glider to invert. This has been known to happen to unpowered gliders. Even in stable conditions a shear can occur at any level with strong turbulence, and at the same time have smooth air at other levels. Like some old standard gliders, a powered glider may fly fine most of the time, but under certain conditions may become unstable. In spite of the testing done on the Soarmaster unit, the public will ultimately test its safety. The unit may be very safe if the power is cut during any sudden maneuver. The unit is not as likely to be as safe under full power during maneuvers such as whip stalls, spins and steep dives. The accidents which have occurred would indicate that there is a problem during these situations. Ronald Christenson Dodge Center, Minn.

Supine Safer? Dear Editor, Letters to the editor expounding particular philosophies or methods are beneficial· in that they provide a pool of information. However, these letters can be detrimental in that they do not usually present both sides of a question, and can be misleading to those unfamiliar with the details of the question. For this reason, I would like to comment on the letter from Steven R. Moore (February 1979 HG) entitled Supine is Safer. A pilot flies in a particular position (seated, supine or prone) according to how he/she was taught, or what appears to be the most expedient in terms of comfort or performance. This is proper since we all have different interests in pursuing the sport. The variety of flying positions simply reflects the difference in humans. The position in which a pilot chooses to fly should certainly include a consideration for safety. If any one of the above flying styles was clearly safer than the others, the Safety and Training Committee (as well as other groups)· would certainly be preaching like zealots. I don't think there is a clear-cut case for Steven's belief that supine is safer. The main idea that Steven presents, in a dramatic preamble, is that a supine pilot, hanging below the control bar, would be prevented from falling into the glider in the event that the

glider inverted, whereas a prone pilot would slam into the keel. There is something to this argument. I would certainly rather be looped over a bar than merely hanging under it when the G's build up. However, in view of the often sudden, radical nature of a tuck situation, I'm not sure that a supine pilot wouldn't find himself forced head first into the same keel/control bar/crossbar that the prone pilot slams into, according to Steve. A very real argument in favor of flying prone is the fact that the higher you are above the bar, the less likely your glider is to tuck in the first place. This is not an opinion, but a well-known relationship in aerodynamics. It can be readily demonstrated with models and is well understood by those individuals in the HOMA working on the problem of pitchovers. Thus, the prone pilot is less likely to experience an inversion than a supine pilot in the first place. This matter will be further illuminated in future articles. I think that Steven takes too lightly the point that supine pilots have less control than prone pilots on take-off (due to the necessity of holding the glider some three feet higher, or with slack harness straps). I have seen too many shaky takeoffs, in difficult situations, performed by supine or seated pilots, to feel that they aren't facing a significantly greater chance of blown take-offs. I know of many supine pilots quite proficient at taking off, but I've also seen many beginners slowed in progress by the less secure feeling when launching supine. I don't feel this factor should be deemphasized. Finally, Steven states that there is no measurable drag difference between prone and supine. This may be a minor point, but the fact is, the lower you are below a wing, the greater the velocity of the airflow (at least up to a wingspan away). The supine pilot does create a bit more drag. The debate concerning the best flying position has been going on for years. It will probably never be resolved. It probably doesn't matter since they are both fun. If you haven't tried supine or prone, I would repeat Steven's words: please give it a try. Dennis Pagen State College, PA

First Pan-American Meet Dear Editor, After witnessing the turn taken by international competition after the "American Cup" of '78, it is the belief of the Colombian Federation that an international meet in which all North, Central and South American countries are properly and evenly represented is necessary. It is also our belief that to achieve this goal in the best possible way, such a meet must be organized on a team rather than an individual basis. It is with this purpose in mind that the First Pan-American Meet is being organized. This meet will take place at Bogota, Colombia from October 28 to November 8 of 1979. Teams will be limited to four pilots each, due to the number of countries expected to par-

ticipate. All pertinent information will be sent to each country's association as soon as it is available. Ed Vasquez Colombian Hang Gliding Federation Bogota, Colombia

High Altitude Reading Dear Editor, Alan Reeter's article in the February 1979 issue of Hang Gliding was the best article I've ever seen on high altitude problems. I strongly urge every pilot who contemplates flying about 10,000 feet to read it carefully. I also feel that in the interest of safety, every pilot entered in the mini XC Classic or in the XC Classic itself, must read this article carefully before the competition begins next summer. George Worthington San Diego, CA

Bridging the Gap Dear Editor, The election for the USHGA Regional Directors is over, and the results are very sobering. Not because of who was elected, but because of the small number of pilots who realized the importance of voting for the man of their choice. In Region I, for example, Doug Hildreth was voted in with a whooping 27 votes. The next closest candidate received seven votes. Low percentages such as this occurred in all the Regions. This obvious apathy is not restricted to just the elections. It has been said that there are about 8,000 current USHGA members. This compares to an estimated 50,000 hang glider pilots nationwide. If fewer than one out of every five pilots feels there is a need to be a member of our national organization, then something is wrong. Many would blame the pilots themselves, while others would point the finger at the "system." But I think everyone will agree that there is a huge communication gap between the Board of Directors and the average enthusiast. This "gap" has got to be closed in order for us to even begih to solve our problems. At the February meeting of the Board of Directors, Doug Hildreth proposed that the USHGA Observers be given the responsibility to gather input at the local level, and then present this information to the Regional Director(s). It would then be possible for the Directors to better represent the needs of the local pilots, which in turn, should make the "average enthusiast" the governing force behind the USHGA. Doug's idea will at least help open the lines of communication, but it will then be up to each and every one of us to make the USHGA an organization that is made up of concerned, responsible individuals. If we are not concerned, we are doomed to lose the right to determine our future and govern ourselves. Jeff Van Datta President, Rogue Valley Hang Gliding Association

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Parachutists, balloonists, aerobatic flyers, professional pilots -people from every facet of aviation are joining the National Aeronautic Association. That's because ever since the birth of aviation itself, we've been a vital part of its growth and the enjoyment people get out ofit. Authenticating record attempts, sanctioning meets, encouraging and assisting competition both nationally and internationally are just some of the services we provide. In addition, the National Aeronautic Association recog-nizes superior achievements with some of the most coveted aviation and space awards in the country. Join us and help assure that this progress will continue while you enjoy the many valuable benefits of membership in America's oldest and most prestigious aeronautic organization. If you're already a member of an NAA Division or Affiliate, you'll proudly wear our silver wings and also receive: • 50% reduction in NAA dues • $2,500 travel accident insurance • $250 travel injury medical expense • NAA's monthly newsletter • NAA decal wings for your vehicle • 30% discount on Aero Publishers book selections • Automobile rental discount at Hertz and Avis • NAA identification card certifying you as a member of NAA associated with F.A. I. • Opportunity to participate in our low-cost group life, hospital and accident insurance plans. Join NAA now by filling out the form below and mailing it with your check. It's one down to earth thing you can do to help the future of aviation soar.

NAA MEMBERSHIP FORM D Asa member in good standing of a Division or Affiliate of the National Aeronautic Association (checked below), I enclose $10 for annual membership dues. D Please enroll me as a Full Member with vote. I enclose $20 tor annual membership dues.

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Please make check payable to NAA and send to: ~BJ~~~ NATIONAL

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NAA DIVISIONS AND AFFILIATES O Academy of Model Aeronautics O Aerobatic Club of America 0 Air Mail Pioneers O American Society of Aerospace Education O ealloon Federation of America 0 Dayton Air Fair 0 Early Birds of Aviation O National Pilots Association 0 Soaring Society of America O United States Air Racing Association D Please send details 0 United States Hang Gliding Association on NAA /ow,cost O United States Group Insurance Parachute Association Programs.

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A NEW APPROACH TO HANG GLIDER INSTRUMENTATION by Earl Helm Today's flight age is an era highlighted with increasing emphasis on safety. Instrumentation for hang gliders has reached new peaks of electronic perfection; varios, air speed indicators, altimeters and on and on. I foresee, in the near future, gliders costing $2,000 and a full instrument panel costing about $2,500. Well, most guys wouldn't like it, but would probably come up with the pesos for the glider. The instrumentation cost would be out. With Charlie flying 12

with Gray Eagle (his cat) and Burk Ewing flying with his dog, an alternative to tnese highly costly instruments has come to mind. Naturally, I would like to pass these low cost innovations along to everyone. This is called the cat and duck method of flying. Now this might involve some special platforms and/or harness arrangements, but with a little forethought and some scrap lumber, an innovative pilot could scrounge up something.

Place a cat on a platform in the front control wires. Because a cat always remains upright he or she can be used in lieu of a needle and ball. Merely watch to see which way the cat leans to determine if a wing is low, and if so, which one. The duck is used for instrument (IFR) approach and landing. Because any sensible duck will flatly refuse to fly under instrument conditions, it is only necessary to cut away your duck and follow her to the ground. NOTE: There are some limitations to the cat-and-duck method, but by rigidly adhering to the following check list, a degree of success will be achieved. 1. Get a wide-awake cat. Most cats do not want to stand up at all, anytime. It might be necessary to get a large fierce dog to keep the cat at attention. 2. Make sure your cat is clean. Dirty cats will spend their time washing. Trying to follow a cat licking itself is difficult at best, and usually results in a tight snaproll, followed by an inverted flat spin. You can see this is very unsanitary. 3. Old cats are best. Young cats have nine lives but an old used-up cat with only one left has just as much to lose as you do and will therefore be more dependable. 4. Avoid stray cats. Try to get one with a good pedigree. The SPCA can help you locate a cat with good character, or try the Cat Breeders Association. 5. Beware of cowardly ducks. If the duck discovers that you are using the cat to stay upright or straight and level, she will refuse to leave without the cat. Ducks are no better on instruments than you are. 6. Be sure the duck has good eyesight. Nearsighted ducks sometimes will go flogging off into the nearest hill. Very shortsighted ducks will not realize they have been thrown out and will descend to the ground in a sitting position. This maneuver is quite difficult to follow in a hang glider. 7. Use land-loving ducks. It is very discouraging to break out of the fog and find yourself on final approach for some farmer's pond. Also, the farmer suffers from temporary insanity when you chase his livestock through fences and will shoot at anything that flies. None of us would like to be caught with a dead duck. 8. Choose your duck carefully. It is easy to confuse ducks with geese because many water birds look alike. While they are very competent instrument flyers, geese seldom want to go in the same direction you do. If your duck heads off for the Okefenokee Swamps you may be sure you have been given the goose. HANG GLIDING

Ball 500-H VARIOMETER APRIL 6-7. Instructor Certification Clinic. For applications and further information contact: Flight Realities, 1945 Adams Ave., San Diego, CA 92116. APRIL 13-15. Basic instructor certification clinic, Roanoke, Va. Includes parachute seminar. Contact: Pete Larsen at (703) 563-9389.

MAY 18-20. Fourth annual east coast Delta Kite and Glider Championship, White Lake, North Carolina. Twelve contestants only. Tow meet. Contact: Tommy Faircloth, 51-A Cambridge Arms Apts., Fayetteville, N.C. 28303. MAY 19-20, 26-28. Southern Cali fornia Regionals. Pine Flats/ Crestline, CA. Contact: Tom Milkie at (714) 998-2154.

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. JUNE 14-17. Scottish Open Hang Gliding Championships. Cairnwell Mountain, Braemar, Aberdeenshire. JUNE 30-JULY 1. Second annual Florida "Glide In," for motorized hang gliders and powered ultralights, Perry Florida. Contact: Grossberg Glide In, Box 50961, Jacksonville Beach, Fla. 32250 (904) 246-2568.

SEPT. 11-16. Masters of Hang Gliding Championships. Contact: Hugh Morton, Box 128, Linville, N.C. 28646.

OCT. 13-21. American Cup Team Championships. Lookout Mountain, TN/GA. Defending champion -Great Britain. USHGA sanctioned; Awards: American Cup, Francis Rogallo trophy, prize money. HGMA certification required for American team gliders. 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, CA 93514.

Crystal Flight Resort APRIL 12-15. Easter Week Fly-In. MAY 24-28. Second Annual Memorial Day Fly-In. JUNE 15-18. Instructor Certification Seminar with Region 10 Director, Dick Heckman. Advanced Instructor Seminar on last day. JULY 4-8. Fifth Annual July 4th Fly-In. AUGUST 10 & 11. Glider Tuning and Maintenance Seminar. Fee Seminar. Write for reservations .. SEPTEMBER (Aug.) 30-3. Fourth Annual Labor Day Fly-In. OCTOBER 27 & 28. Third Annual Halloween Fly-In. NOVEMBER 22-24. Season End Thanksgiving Fly-In.

$265.00 ppd. • Specially designed for sky-sailing • Lightweight, rugged, durable, and stylish • Temperature compensated, self-zeroing, stable • Pressure transducer operated • Audio/off/visual switch, external 9 volt battery • Fits standard 3 · 1/8" panel opening • Available for immediate delivery • Used by hundreds of pilots the world over • One year guarantee

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• D!slributors for all major manufaclurers. • Dealers welcome lo inquire about our successful foreign and domestic dealer network program. • Tremendous inventory of gliders, instrumenls, and accessories. • Special services: sail repair, parachute sew•on, repacking, and deployment procedures, 9 free hours of instruction with new glider purchase, glider repairs and glider storage. • Fullllme shop open year round.

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---

RIO Article and photographs by Scott Dittrich

Rio is intense. You can feel and see it everywhere. The city has hustle-like New York in a tropical setting but without the depression. Rio is full of life and feelings. Even relaxing at the beach the people bubble in animated conversation. Everyone is in a group-always. As a visiting pilot you're never alone. The Cariocas go out of their way to see that you have a ride up the hill, or to help with the many minor hassles one experiences while traveling. You can feel the energy in the flying as pure excitement, with the camaraderie among pilots being very strong. The landing area is a social center, serving to continue the high from the day's flying. There is a sense of sharing possessed by Rio's pilots; talking about someone's good flight or congratulating them for their first time over Gavia. The beach at Sao Conrado is the landing area. And in a city where going to the beach is a social necessity, the gliders have made it an "in" beach like Copacabana and Ipanema. Along the strip of land bounded by the beach and the mountains, which constitute the flying area, are hotels and high-rise apartments near the water, then a golf course and the lush tropical hillsides dotted with expensive homes. At 2,000 feet the high rise, and even the patchwork of different colored shacks of the favelas, seem to heighten the aesthetic effect of the tropical landscape-like a jewel set between towering granite cliffs and the emerald sea, with its lining of white sand. But it is the west end of Sao Conrado which astounds the 14

mind of the pilot. Towering out of the ocean a huge granite monolith reaches nearly 3,000 feet into the clouds. This monster is Pedra Gavia. To soar above it looking out over most of one of the most beautiful cities in the world is an unparalleled sensual pleasure. And the spectators watch. Thousands of them. On sunny weekends they triple and quadruple park. They watch from "safety"-in crowds four and five deep along the seawall, in crowds on the soccer field, from crowds lying on the beach and from their stopped cars in the traffic jam on the highway. There can easily be 3,000 people enjoying a free air show as you set up for a landing-a completely different 3,000 than those who saw your take-off. The natural potential for advertising has led to many pilots being sponsored, with payments of up to $500 a month, for flying with names like Cantao 4 or Richards (clothing stores) spelled out across their sails. The potential for an international contest here is unbelievable. I had spent two months dealing with the nice people at the Brazilian consulate in Los Angeles to import some motion picture equipment for part of a documentary film. Included with my official government authorization was permission to bring my Seagull to Meter into the country. Stepping up to the customs man after 14 hours on a 707, I presented my documents and he passed me through with most of my gear without a hitch. The only problem was that

my glider, surfboard and all my film hadn't been put on my plane. Thanks Varig. Three days later I was back at customs again. We had to see the supervisor, who was nice enough, but his friend did not want to let the glider in, no matter what the government said. This agent kept saying there was no way I would return to the U.S. with my glider, saying I would surely sell it. Finally, after my friend and local Seagull dealer Jorge Bally signed his life away, the supervisor overruled his friend and allowed me to bring in my glider and the rest of my equipment. That came close to costing me a great deal of cash and several more weeks dealing with the bureaucracy. We left the airport in a hurry before the customs men changed their minds. We raced to the beach to assemble the glider-but then everyone in Rio races everywhere, always keeping the reflexes tuned for the next grand prix. With very small cars and very large diesel buses all racing around at top speed and totally ignoring all traffic signals, and any other rules, the air is the only safe place to be. The take-off isn't at Gavia itself, but 1,000 feet below, on another hill called Pedra Bonita. This is at the 1,700-foot level and the ramp there is the finest I've seen. Take-off conditions are perfect. The wind is usually straight in, almost never more than 25 mph and usually five to seven less on the ramp itself. Take-off faces nearly east and you look out over a two-mile long strip of land which is bordered by mounHANG GLIDING

OPPOSITE PAGE: The "face" of Gavia. LEFT: Left to right; Gavia, the gap, Pedra Bonita and tne spire of Aqua/ina. BELOW: Karma on final approach.

tains on three sides and the sea on the fourth. It is soarablc under south 10 northeast winds and when there is little wind there can be thermals over the tunnel which cuts through Gavia near the landing area. When the wind is from the southwest, which is downwind at the ramp, Dos Hermanos, at the other end of the valley from Gavia, can be soared. Because the ramp is sheltered from behind, and because of the contours of the hills, take-offs from the ramp can sometimes be made in southwest winds, with a flight all the way across the valley and possibly soaring at the other end. It is really fortunate that the take-off at the ramp is so since there are no intermediate hills near Rio. From a small hill students must take the giant step to the 1,700-foot mountain and land at the beach about a mile away. Landing misdiscretions are numerous, and between the water and the seawall the toll on gliders is But the students learn very quickly. Pedra Bonita is flyable most of the time and frequently soarable. And it is a quick and easy drive to the top on roads (the road to the ramp is controlled by a guard paid the flying club). Lots of airtime is quickly accumulated in varied conditions, to add up to a lot of in a short time. This makes for good pilots---and Rio has them. have time to fly nearly APRll.1979

and they arc very competitive, always trying to be the highest. A Brazilian team is certain to be formidable in this world meets. Rio is not a cheap city by any means. It is beautiful, sensual, sophisticated and exciting, but costly. A telephone can cost $5,000. One buys and sells the number in the classifieds--usually through a broker. Rent is high unless one lives in the suburbs, which do not gel the cooling sea breeze which also the smog away. Gasoline is about two dollars a gallon and for the pilot a car is essential. Fortunately the Brazilian Cruzeiro is tied to the dollar, so I didn't have the problem of deflated curren·· cy. There is, however, a lack of discount airline fares, which makes Rio one of the most expensive cities in the world to fly to. An L.A.--·Rio round trip coach ticket costs $1,163. Food is an exception, especially if you like meat and good beer. Filet mignon costs about a dollar a pound at the butcher shop and four to five dollars at a good restaurant. For the "stuff" after a day's flying there is no comparison to the Cuhascaria. For about 100 Cruzeiros, or five dollars, you sit down and they bring you course after course of different types of meat-plus your vegetables, rice, potatoes and ap·· petizers·····until you tell them to stop. The real national dish, though, has to be

restaurant, no matter what, including It will the Chinese Dragon, offers take years before I can look another in the face. No~embcr 14. As usual I'm late to the beach. It's about 10:30 a.m. and there are already gliders over Gavia. My 10 Meter is already on top from the night 11 :00 I have it assembled and before. only have to secure my still camera to the frame. Everyone else is already soaring. I'm nearly the last one to take off by the time I have the camera ready. I fly to the left as far as I can go, to a spire called Aqualina, then back past the ramp, working the lift over launch. From one short pass I am level with the top of Aqualina which is 500 feet over the ramp. Most everyone else has left for first climbing above the lop of Pedra Bonita itself, which is 600 feet above the ramp and directly behind it. They don't seem to be working very hard. The wind is south and the lift is smooth and easily 15

HANG GLIDING

TOP LEFT: PuiWi. The OPPOSITE view of F1io is magnificent. TOP Fl/Giff: The author a/ worl<. CENTEF1 LEFT: Jorge Bally launches from the ramp at Pedra Bonita. CENTEF1 HIGHT: Geraldo ancl ,JorgE! Bally soar above Dos Hermanos. BOTTOM LEFT: Unloading on wHst day. Gavia in bacl<ground. BOTTOM HIGHT: Uncrowded weel<day. RIGHT: The wost tal<e·off at Dos rlermanos. Gavia domioates the bacl<ground. BELOW: Jorge Bally interrupts the woe/(day was/Jing.

found. I want to get a shot of someone tak-ing off, but have to be in exactly the right and can't tell when a pilot will launch. The I wo still on take-off float off the ramp when I'm out of and gone for Gavia. There arc a of unallended at the seH1p area, there is no one in the air with me and it's smooth, so decide to out between the ramp and anyone will set up soon. there are pilots a shower down at the waterfall, before a second Afler about half an hour my to get to my desire to get a shot of take···off from the air. After maka last pass over head almos1 for the lop of Pedra Bonita, cutting behind the ramp. I 100 feet after a of passes and get level with the top of this table but can't seem to get any I'd like to be at least 100 feet over

one arrives too low there is no way to get up. The lift is all near the top. Back over the ramp I find that l am losing altitude no matter what I do. I can sec gliders soaring over Gavia and other hills in the valley but I am down to take-off level and scratching to stay there. I'm thinking that the wind has shifted more to the cast, which will diminish the lift and smoothness. Final· a small thermal cornes through and I am able to work it in combination with the lift up to the top of Bernita At this point decide not to wait any longer and head for Gavia. I must cross a fairly wide gap to get to the south face where I will lose it if the wind has really A few shift. in direction arc critical. l fly straight at the huge monolith, much like a fly the side of a . It is unnerving to fly direct· ly at this giant rock. It is so large that you feel you arc mueh closer to it than you really are. It is above and below you l ,000 feet and it is in front and to the side

Becp ... Becp. The welcome sound from my 500-H tells me I have no problem reaching the top. l aclually gain JOO feet before at the south face, at the same level as my departure from Pedra Bonita. l must have headed for Gavia al the start of an up There has definitely been no wind shift yet. the time l make a 180 for the return leg of my first pass I am over the top, which is covered with bright green grass. I have a spectacular view of the city, beaches, mountains and ocean some 3,000 feet below. The air is as smooth as in Yosemite on a still There are only two other gliders with me and the lift band is so wide I feel alone. The effect is hypnotizingly beautiful. Other gliders have taken off in all directions. It is truly incredible, especially for someone who usually flies thermals and not so smooth lift. After two hours I make a circle around the valley and head out for the landing area. There isn't the thermal activity which sets up some days in a convergence-induced band above the beach and parking lot, so I fly out over the water and do about a million slow 360's before I'm on the beach. Everyone is talking about the flying and some are up for a second flight. Grabbing my camera gear head back up with Pui Wi and Pauline to take It's only about 2 p.m. and it will be soarablc this clay until after dark.

Scott Dittrich is a professional ftlm maker living in Los Angeles. Ile is a USHGA Observer and flight in· structor with an Advanced rating and four years of ultralight flying experience. He is the Seagull distributor for Brazil. 17

(Dealer's Invi ted)

N.C. RES IDENTS ADD 4% SALES TAX TOTAL AMOUNT NAME: _ _ _ _ _ _ _ _~

P.O. BOX 340 NAGS HEAD N.C. 27959 (919) 441-6247

ADDRESS : - - -- - - - -CITY: - - - - - - - - -

announces its pc1·tormam:e models to augment its inter·· mediate line of 1977 and 1978. models, known the and HR71, arc for the expert with serious attitude. They will have reduction in roll rate and sink rate, and an increase in L/D and range.

Aircraft, Inc. is moving its business and manufacturing concerns to the Santa Barbara area, and will continue there after February I, ! 979. The cornpany's new location is approximately 90 miles north and west of its Santa Monica hangar. Don Whitmore, president, says the move will manifestly improve all op<!ra· tions, since a new building has been constructed and outfitted solely for the pur-· poses of Aircraft. The new shop will have fixed jigs for all pn)d11ct1011 tasks and an staff to operate all Other will be hired from Santa Barbara as well. majestic, soarable ridge, dubbed "little Torrey Pines, is merely a stone's throw away, and the mild climate and impn:ss1,ve flying should be lure enough for transient pilots, all of whom arc invited to visit "'"''°"ll'c new offiecs.

of Salinas, CA, in parlnerwith New Zealand's Pacific Kites, of Amerihappily announces the can production on the Lancer IV. New Zealand Graeme Bird, formerly of Pacific Kiles (where he was first to put a cambered keel pocket with a cambered sail, and to use anti-luff trailing edge lines), brings the improved Lancer IV to a state··widc market that he feels is more than ready for it.

SPECIFICATIONS I,imeer IV

Lancer IV

ft. Span Aspect Ratio 6.9:1 Nose Angle 120° 175 Sq. Ft. Sail Arca Pilot Wgt. 110-170 lbs. Glider Wgt. 46 lbs. Root Chord 9 ft.

34 ft. 6.9:1 120° 190 Ft. 150·220 lbs. 50 lbs. 9 ft. 10 in.

For further information contact Flight u1:,,1g,11,, P .0. Box 1503, Salinas, CA 93902 (408) 758-6896. The following is a list of the first USHGA Certified Schools: School of Orchard Golden, Colo. 80401 U.S. Gliders, Inc. !0250 N 19th Ave. Phoenix, 85021 Infinity Flight School (The Kite Shop) 898 900E Salt Lake Utah 84102

There has apparently been some confusion over the Delta Kites and Glider's Back Up System ad in recent issues of Hang Gliding magazine. The ad features the word "security" in large green type. This parachute is not manufactured by G Q Security Parachute Company of San Leandro, nor is there any association between Delta and this company.

Kitty Hawk Kites breaks on a new A model of the new facility is shown in the H will contain a classroom and sales area which will allow Kitty Hawk to its customers with better service. Standing left to arc: John Harris, President of Kitty Hawk Kites; Donna Lifsey, Airbrush by Donna; Fred Hill, Nags Head Commissioner; Don Brian, Mayor of Head; F.M. father of McGowan, Director of the Outer Banks Chamber of Commerce; Buxton, Vice President of Kitty Hawk Kites; .lay Mankcdick, pilot for Kitty Hawk Aero Tours; Clarence Jones and Artie Rawls, Wimco Corp.,; and Mary Lifsey. The new building should be open for business I APRIL 1979

Ever wonder how far back the use of parachutes with hang gliders goes? These photos show young kid with a lump on lhc keel of his plastic long-keeled Rogallo. placed it there in the event of a full--luff dive. It was age 16, in 197 !

7. A flight may count for only one of an award. 8. Flights must use a hang glider that the pilot launched his legs (skis are per·· mittcd). Towing may be used, in which case the launch point is where the towline is released. USHGA Official Observers are defined as USHGA members who arc Examiners, Observers or Instrnctors for USHGA's Program, or who have earned or any leg of a Hang Observers may be on the gronnd or in the air, but may not try for an award night on the same date. 11. Barogram is tracing from a barograph scaled and unscaled by ihc USHGA Official Observer, mmmtcd on glider out of reach of the pilot. All awards must be applied for in order, i.e., !st Bronze, 2nd Silver, etc.

GOLD LILIENTHAL:

CA ID

SILVER LIUENTHAL:

Fancy." Grant leaves home and becomes involved in hang gliding. The last hour features the story of meet (the Switchback Open) and a new glider (Roy Haggard's Attention to detail and superb cir1cnnatogra1itiy should make this an and inten?sti1ng program, especially for those involved in the sport.

The "Clark Box" is a new reduction unit on lhe market since March . Manufactured by Power Up Company of Buena Park, the unit has been under cle'vet,:11)ment for two years by Charles Clark, Master Mechanic, and his wife, Rose. The unit is a chain drive in oil bath wilh a clutch and prop for use with any two-cycle engine. On the test stand 120 lbs. thrust is ob taincd with the Mac 101, and 110 lbs. with the production rnodel 91 (93) Mac. Reduction is 2.66 to one. It is constructed of 606l-T6 aluminum, 1135 racing chain and sp:r·o(:fcet, three quality and shaft of chrome-molly steel. is lbs. Contact: Power Up, P.O. Box l76, Buena Park, 90621.

1. Chris Price, CA

I. Bronze Award leg rea1uirement is a flight of one minute. Silver Award duration leg recrnirernent is a flight of one hour. 3. Silver Award distance leg requirement: lO kilometers (6.2 4. Gold Award distance 50 kilometers (31.1 Gold Award out-and-return leg requirement: 20 kilometers, 12.4 miles total distance around a tum point at least 10 kilometers (6.2 miles) away. Landmust be within a radius of 2 km. (I of launch 6. The must be alone in the hang on each night.

Tracy Knauss, TN Richard Stern, TN 4. Donald Guess, TN John Davis, CA 6. John Hobart, CA Bruce Morton, HI 8. Bob Caldwell, CO 9. Robert Millington, CA 10. Trip Mellinger, CA 11. Richard Atkins, CA 12. Lee Shnric, CO I 3. Stoll, CA 14. Thomas Lappas, CA 15. Robert Ekstrand, IL 16. Steven Deffc, MT 17. Gene Blythe, ID 18. Patmor, CA 19. Douglas Barnette, TX 20. Gibbs, AZ 21. Jay Raser, MT Jack Shupe, MD Anthony Gittcs, Ecuador 24. Michael Smith, TN Charles Ashford, CA 26. Miguel Lopez, Ecuador Frank Howe, CA 28. Laverne De.Tan, CA

Keep your eyes open sometime in for a of ls Enough, on ABC. The two-hour Grant Goodeve, Forbesy Russel and John Calvin is entitled, and Other of

To be I. You must be a current member of USHGA. inches square, however, its not have to be that of sqnare. The may include no more tlian four colors. In fact, the design may be of only one color. This docs not include the or T··shirt color itself. Good are sometimes The artist's signature should included in the 4. The must be submitted prior to miclni!1,ht, May 20. submitted become the sole property of the USHGA, and will not be returned, due to postage costs. 6. Decision of the is final. HANG GLIDING;

The that is selected will appear in the July issue of Gliding nutit.azme. The itself will appear on the backside of this year's official USHGA T-shirt with the artist's The front of the T--shirt will carry the letters "USHOA" over the left breast, and the year " 1979" under it. This shirt will be a limited edition. The screens will be destroyed in December of 1979 and new for 1980 will be solicited in January. This contest will then be nm on an annual basis for the purpose of a tradition within the USHGA. The T-shirts may then become a kind of history of the sport. The shirts will be marketed through the USHGA. The will be used to pay for, improve or create programs beneficial lo the mernbership.

The Pomona Air Fair, at the Cable Airpark in Upland, was held Jan. 6 and 7. The ultralight world was by four Mitchell Wings. First to arrive early Saturday morning was the M Company demo, whieh was flown by Steve Patmont. Next in line was Dick Clawson of Visalia, followed by Frank Sterba of Lancaster. up the rear in number four spot, due to a from an assignment as a was Tom Shaw of Los Angeles. The ultralights sure look like a ball to fly, and certainly the hearts of all the fly-in spectators, as well as drawing the crowds of any static M Company sales manager Larry Guap·· pone, reports that nca; ly ! ,000 brochures were taken home by interested people, as information well as several packets and sets of

Larry Guappone (left) and StevfJ Patmon/ (right) in an interview with representative of NBC.

APPIL 1979

USHGA REPORTS

Comments on Competition by Tom Milkie

The quality of hang gliding competition has varied considerably over the years. A lot of work has gone into finding and correcting the faults of the past. But, unfortunately, few pilots know what is going on in competition in the USHGA, and fewer realize why any particular change has occurred. This column will hopefully begin to inform the competition pilots of what is happening in the Competition Committee, at the meets, and in other sports and other countries. Also, new ideas can be presented here, for comments by the readers. I would like to offer readers a chance to respond with criticism and suggestions to any material in this column. Please send items directly to me: Tom Milkie, 5645 Ave. de Vinedos, Anaheim, CA 92807. Many pilots have been "turned off" to competition, claiming that it encourages arguments, encourages unsafe or too little flying, or is not in the "true spirit" of soaring. I contend that these are not descriptions of all hang gliding competition - only bad competition. For those who see the value in competition flying, I welcome your contributions. This month I would like to list some of the changes in hang gliding competition which have occurred during the USHGA Board of Directors meeting and the Competition Committee meeting in Denver, Colo., Feb. 17 and 18, 1979. The USHGA Competition Rules were amended as follows. Copies of the amended rules are available from the USHGA office for $1. 22

- Many minor changes were made in the rules to update them. - Aborted take-offs now result in zero flight score. - Landing rules, as modified at Hyner View, PA, are detailed. Crash landings no longer require a major bend in the control bar. Any damage is sufficient to define a "crash." - The ridge traffic right-of-way was updated. - The tables of rotation for heat competition were reworked to prevent pilots from having to compete against the same pilot more often than necessary. Complete rotation tables are available, separate from the rules, from the USHGA office. - Hang gliders in competition must be capable of zero-wind take-offs. - Minimum and maximum wing loadings are as specified in each manufacturer's specifications for certification. - The Qualification Point System was revised, giving points to top-placing pilots. More points are awarded in meets with more entries and more rounds of flying. Points are accumulated from January I of the previous year, in all sanctioned competition. Points will be used for selection of Nationals qualifiers, World and American Cup teams and for seeding pilots in competition. - The nationals will rotate from eastern to western regions of the U.S. - Qualification for the Nationals shall include regional quotas, the top place pilots from previous Nationals, the top scorers in the Qualification Point System and U.S. competition teams. - Each region must send an official to the Nationals to qualify its pilots for the competition. - The Nationals will be held over seven days, including one day of practice. - Meet point scores will be based on placement in heats, but the winner of each heat will now be awarded the highest score. - A $1 tax will be collected on all entry fees for regional meets to go toward expenses of the U.S. World Team. - Radios are prohibited in competition unless the meet rules specifically allow them. Some other matters brought before the USHGA Board and the Competition Committee are also of intere~t to CQll!petition pilots: - The U.S. World Team will have been selected when you read this, based on the Qualification Point System and a poll of top pilots. The U.S. team leader (manager) will be Bill Bennett, and the team coach (non-flyer) will be designated soon. John Lake will also be traveling to the World

Championships to act as Judge. CIVL Delegate Harry Robb and Alternate, Chuck Stahl may also be attending to sit on the meet jury. The USHGA Competition Fund was designated to partially cover team expenses. The team will be traveling to the World Championships in Grenoble, France in July. This meet is expected to include cross-country type tasks. - The sanction fee for Regional meets was reduced to $50, if insurance is obtained for the site. USHGA site insurance is available for $100 for the first club site. - The 1979 Nationals will be held August 19-25, at Crestline/San Bernardino, CA. The site has strong thermal conditions and is about 3,000 ft. vertical drop. The Meet Director is Tom Milkie. The Chief Judge and Deputy Meet Director will be selected by the Competition Committee. Bids for the 1980 National Championships will be accepted from the Eastern U.S., and are due by July, 1979. - The U.S. team for the American Cup Competition, Oct. 13-21, 1979 in Chattanooga, Tenn. will be selected by the Competition Committee, based on the Qualification Point System. Three members of the team are designated as the top scoring pilots from the 1978 American Cup team: Dennis Pagen, Sean Dever and Rich Grigsby. Meetings of the team and practice flying will take place after the Nationals and the Masters of Hang Gliding. The team coach will be selected shortly. - Harry Robb, Chairman of the Competition Committee for the last three years, has resigned to work more on CIVL and other matters. Tom Milkie was appointed the new Chairman. Anyone who wishes to get involved and help out the running of the Competition Committee or the National Championships is welcome to write to the Chairman of the Competition Committee, Tom Milkie, at the address above. ~

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Bird's Eye View Hypoxia at Home by Lauran Emerson

We live at 3,700 feet above sea level. The U.S. Geological Survey map says so. Our altimeters say so. It never occurred to me to doubt it. Then Alan Reeter's article on hypoxia came in the mail, and I knew that those symptoms were too real to be a coincidence. Despite the altimeter readings, this has been one of those hypoxic days. Euphoria (Symptom No. I) developed as the sun came up in a clear sky. The backhill windsock was blowing straight out in a warm, soarable, chinook wind. "Maybe there is a spring in Montana," I thought, and crawled out of bed faster than usual to put the coffee on. Apprehension (Symptom No. 2) creeped in a few minutes later as the windsock did a 180 degree turn, the temperature dropped 29 degrees, and the thirty-seventh storm of the season dropped in from the north. The Headache (Symptom No. 3) began, and I

traded my cup of coffee for a bottle of aspirin. The kids wanted breakfast, and there was a fresh loaf of bread in the breadbox. I took it out, cut a few slices, put the loaf in the toaster oven and the slices in the breadbox. Loss of Concentration (Symptom No. 4) had reared its ugly head. After breakfast, I put on my arctic survival gear and headed out into the blizzard to feed the chickens. Outdoors was a whiteout. Halfway to the hen house, vertigo took over and I toppled over on level snow. (Dizziness: Symptom No. 5.) The ground used to be level between here and the chicken coop, but this winter there's a small mountain made of snow between here and there. By the time I'd negotiated that obstacle with a full bucket of water, chiseled a window open to get inside (the door is three feet under a drift), and made it back to the house, Fatigue (Symptom No. 6) had settled in. Lunchtime rolled around, and with it Nausea (Symptom No. 7). The kids had found some soggy cereal, and crumbled up some peanut butter cookies, and mixed them all in with their spaghetti. I chugged a half-pint of Maalox and prayed for Symptom No. 11 to appear. Jose and Bonnie wanted their turn in the great outdoors, so I bundled them up and we went out to slide on the snowdrifts. After a couple of runs, they headed for the shelter of the snow cave Hugh had dug in the biggest drift. They climbed up inside the cave, and I incurred Symptom No. 8 (Tunnel Vision) when I had to go in and coax them out. I finally bribed them by saying we could watch hang gliding movies. Back in the house, we found some old movies, set up the screen and projector, and hunted for an extension cord. I found a cord in the back of a closet and plugged it in. A Tingling Sensation (Symptom No. 9) stood my hair on end. The guinea pig had mistaken that extension cord for a carrot a few years back, and there was one inch of

insulated cord to every three of bare wire. We finally got the movies ro!Ung, and watched some early flights in the standards and a series of take-off attempts by wouldbe pilots. This is the film we use to discourage visitors from wanting to borrow our kites to "try out" the sport. It has no spectacular flying shots, but as we watched it a Subtle Sensation of Air Hunger (Symptom No. 10) crept in anyway. By this time, enough of the symptoms had appeared so I had a good idea what the problem was. Ever since min-morning, I'd been praying for Symptom No. 11 to sneak in and eliminate Symptoms 1 through 10. I wasn't disappointed. With supper done and the kids in bed, we got toasted by the fireplace and Numbness (that elusive Symptom No. 11) erased the day. I settled back in the rocking chair: a happy, moronic, armwaving vegetable. And I'd never been above the altitude of the chicken coop. According to the U.S. Geological Survey, it couldn't have been hypoxia. Call it what you will, tomorrow morning I'm going to try hyperventilating, just for a change of pace. ~

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Flying is a dynamic sensual experience, allowing the pilot to control his position in three-dimensional airspace. Recently, most attention has been given to maximizing performance in the vertical dimension, that is, gaining altitude in lift. Equally important is the need to perform efficiently in the horizontal dimension. The latter concept requires a pilot to choose the correct speed for the conditions at hand. This is the meaning of "speed to fly." Most pilots are aware of the need to fly at different airspeeds when trying to achieve either the best possible sink rate or the best glide. Fewer pilots realize that these speeds vary according to the motion of the air itself, whether it is lifting, sinking, blowing a headwind or tailwind. Only a handful of pilots know how to use the concept of speed to fly in a precise manner to maximize altitude to a point, glide path over the ground or average cruise speed when flying cross country. How important are the speed to fly principles? Moderately so, in terms of safety, but extremely so in terms of performance. For instance, all the top competition pilots of the past season owe much of their success to the understanding and practice of speed to fly concepts. Events such as distance runs, cross country, pylon turns and timed courses all demand the use of speed to fly tactics. In non-competitive flying, speed to fly concepts are required when stretching for a distant landing field, reaching the front of a ridge after thermalling back or traveling cross country. My personal assessment of the matter is reflected in the fact that I devoted an entire chapter of my recent book, Hang Gliding for Advanced Pilots, to understanding speed to fly principles. I consider this to be the most important chapter in the book. Those pilots who want more information than can be covered in these brief articles are referred to the book mentioned above. HISTORY

Hang gliding enthusiasts have received a considerable endowment from sailplane pilots who have worked out performance tactics several decades ago. Sailplane techniques for thermalling and speed to fly (as well as recent developments in "dolphin flight" and dynamic soaring) can be scaled down to suit the needs of hang gliding. The theory has been worked out. We need to apply it in practice. The first useful application of speed to fly was developed by Dr. Paul MacCready and published in 1949. This is the same individual who occasionally contributes to Hang Gliding and who recently appeared in the magazine along with his magnificent man-powered Gossamer Condor. His conAPRIL 1979

SPEEDS TO FLY

Part I © Copyright by Dennis Pagen tinued work with speed to fly concepts in the early 1950's enabled him to win the World Sailplane Championship in 1956. What MacCready accomplished was the simple expedient of adding a movable dial to the outside of a variometer. This dial is marked according to a sailplane's performance and is adjusted to different flight conditions (lift, sink, headwind or tailwind). The variometer dial then points to the proper speed to fly as well as giving the usual sink or climb rate reading. This ring has come to be known as the ''MacCready ring" and is standard equipment in sailplanes. Those readers interested in making a MacCready ring for their hang glider are referred to an article by Dr. MacCready himself in the May 1976 issue of Ground Skimmer (former name for Hang Gliding).

On the other hand, a tailwind will carry you further provided you fly the right speed. As mentioned previously, different flying speeds are required, depending on the direction of the air movement. The best way to find the correct flying speeds for various conditions is to look at a glider's polar. In this case, a polar has no relation to chilly winds and Arctic ice flows, but simply refers to a graph of a glider's performance. A polar - also known as a performance map - is a plot of the possible horizontal and vertical airspeeds a glider may experience. A typical hang glider polar is shown in figure 2. On the vertical axis we have placed the vertical velocity (Vv), or sink rate. On

POLAR BASICS

Up to this point, we have alluded to the importance of speed to fly, but we have not explained the concept. A simple example should suffice. Imagine yourself soaring your favorite hill for an hour or two when you decide to cruise out to the landing area. Now, suppose you decide to fly at your best glide speed, say 23 mph, in order to travel as far as possible. However, after you leave the influence of the hill, the wind becomes horizontal and by a coincidental twist of fate, blows towards you at exactly 23 mph. Any reader with a beginner's understanding of the difference in groundspeed and airspeed can predict what happens next. Obviously, since you are flying with 23 mph airspeed into a 23 mph wind, you would be going nowhere in great style. In fact, you would be sinking straight down (see flight path A in figure 1). The simple remedy, of course, is to speed up by pulling in to penetrate the strong headwind (flight path B).

The above example illustrates that flying the best glide speed does not necessarily allow you to cover the most distance over the ground. In fact, your glider's best glide speed only provides the maximum distance covered over the ground when the airmass is completely still (flight path C). Note that in a headwind you can never reach the distance that you can when the air is calm.

the horizontal axis we find the horizontal velocity (Vh), The solid, curved line is the performance map. For a given pilot/glider combination, this curve yields the sink rate for any given flying speed. For example, if we choose a flying speed Vh of about 35 mph, we drop down to point A on the curve and find this corresponds to a sink rate of 510 feet per minute (fpm). (Actually Vh is not the true flying speed, but is close enough for our purposes here. Part II of this series of articles explains this matter.) Using the polar in figure 2, we can find the best glide speed and glide ratio in still air by simply drawing a line from the origin (0), tangent to the curve. This line OB meets the curve at point B. Glide ratio is the distance covered in the horizontal direction divided by altitude lost in the vertical direction, which is proportional to horizontal velocity divided by vertical velocity, (Vh/Vv), Thus, Vh/Vv is equal to the glide ratio (in still air). The maximum glide ratio is then the point on the curve that yields the maximum of the Vh/Vv ratio. It is easy to see that the highest ratio of Vh/V v is related to the line

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ferent wind conditions, let's see what happens to the curve around stall speeds. As you probably know, most hang gliders achieve their best sink rate just about at stall speed. Thus, as the pilot slows down below minimum sink speed, part of the wing starts to stall. This action reduces lift and increases drag dramatically so the performance falls off as indicated by the portion of the curve from C to D. At point D, a full break stall occurs. Between C and D, the glider is in a "mushing" or parachute mode. ADDING THE ELEMENTS

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Vv(FPM) Fi GUR. E -,2.... from the origin to the curve \vith the flattest less the units in the vertical and horizontal slope, since Vh/Vv is one measurement of axes of the graph are the same. They are not this slope. Thus, the tangent drawn to the in this case, since a very wide figure would curve locates point B as the position of best result. glide. Try drawing a line to any other point Finding the minimum sink rate and flying on the curve and you will see that a poorer speed is also a simple matter. A horizontal line is moved down the graph until it glide ratio (V h /V v) results. By drawing a line vertically from point B, touches the curve at the highest point. This find the speed to fly for best glide in still is point C in the figure, giving 250 fpm as air is about 23 mph. The sink rate at best the slowest sink rate possible for this glider glide is found by drawing a horizontal line and pilot combination in still air. The speed from B to the vertical axis. This turns out to to fly for this best possible sink rate is be 285 fpm, or 3.25 mph. Thus, the maxifound by drawing a vertical line from C to mum glide ratio is 23/3.25, or about 7 to I. the horizontal axis. This turns out to be Incidentally, the slope of line OB does not about 18.6 mph. depict the actual slope of the glide path unBefore we look at speeds to fly in dif-

Now we come to the really useful aspect of a polar graph: finding the speed to fly in a moving airmass. To start with, suppose you are flying in a 10 mph headwind. In effect, this moves the origin of the graph to the right a distance equivalent to 10 mph, which is point A in figure 3. Use this as your starting point and draw a new tangent AB to the curve. A vertical line drawn from B indicates that a flying speed of 30 mph is necessary to maximize the glide over the ground in a 10 mph headwind. Note that the sink rate has increased to 400 fpm, but the pilot still covers the most ground. A tailwind is equally easy to handle. For a 10 mph tailwind, you move to the left 10 mph on the horizontal axis and draw a tangent from this point to the polar curve (line CD). The speed to fly to achieve point D is about 20 mph, with a sink rate of 260 fpm. Note that you never quite slow down to your minimum sink speed to achieve best glide over the ground, even in the strongest tailwind. What about lift and sink? You may know that you want to speed up in sink and slow up in lift. How much? This is shown in figure 4. If you are in 100 fpm sink, for example, move up the vertical axis to point A. The tangent from A to B tells you how fast ~---..SP.E.E.0 TO

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HANG GLIDING

to fly. If you are in I 00 fpm lift, move down point C and again draw the tangent. Point D will give you the speed to fly. It should be apparent that if the lift is greater than your minimum sink rate, you don't fly more slowly than your minimum sink speed - you would be stalled! Now consider a combination of vertical and horizontal air movement. All you have to do is move along the horizontal axis the proper amount and direction, then move along the vertical axis the proper amount and direction and place a point. For example, if you are flying in a IO mph headwind with 100 fpm sink, you would arrive at point E and draw a tangent from there. In a crosswind, you must determine the component of the wind that hits you either as a headwind, or a tailwind. You then apply this to your polar curve to figure out the speed to fly. IO

From the foregoing we can make the general statement that lift and tailwinds can improve your actual glide over the ground, while sink and headwinds decrease the distance covered. To realize the improvement, you should slow somewhat in the lift and tailwind, while speeding up in sink and headwinds will minimize the losses. Learning IO apply these principles and assess the conditions during flight, as well as before taking off, is the key to achieving the ultimate in flight performance. Figure 5 depicts a hypothetical flight encountering various airflow conditions. After leaving the hill, the pilot speeds up in the horizontal wind at A. He then encounters a thermal and slows to minimum sink and circles at B. After leaving the thermal, he finds sink with a bit of tailwind, so he speeds up. He soon passes into sink and a headwind behind the hill (0), so he speeds

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up even more. At E he finds lift from the hill, so slows up, then speeds up again when he meets the horizontal air at F. Note how the pilot varies his speed as each new condition is met. Also look at what happens when he approaches the ground. The headwind decreases due to the drag of the ground (wind gradient effect), so the pilot should slow somewhat until he is flying best glide speed in the calm wind near the ground. Remember, however, it is always safer to maintain good maneuvering speed when setting up landings, especially in turbulence. Never follow speed to fly rules at the expense of safety. This article is a guide for learning to use the full potential of a glider's speed range. It is also an attempt to increase the enjoyment of flying by augmenting your understanding, sharpening your senses and broadening your experience. When you are dashing from thermal to thermal at the most efficient speeds to fly at all times, then you truly deserve to be soaring as high as the hawks. The second part of this series will demonstrate how to find and use your particular performance map in greater detail. Also, we will compare polars at different wing loadings and between different designs to gain more insight into hang gliding performance. Until then, practice bucking those headwinds, riding that lift and skirting that sink. ~

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the

in the Lone Pinc area, , at gave Cerro Gordo 10 find that others had

carload of

up his kite from below take-off. Bob Wirth and I with this wide one to 3,000 ft. above take-off. We topped at 12,000 ft. MSL and headed out. I into another weak one, for 2,000 ft., and then took off lo try to negotiate New York Butte. I looked around for the others, spotting Hoh below me. The other two were low and

I was

wide and based cloud street could be to

for remarked that the he

on my flight path, at the point where I hoped to find my next one, when WHAM, into a righ1 , I pulled it around and went lookfor the a little shaken from be-· so abruptly. It was gone, but must have been really small and strong. I saw Bob something promising. He was about 2,500 ft. below me and ahead. After it, I knew this one would take me all the way up. Sure enough, it strong. 1 rose to 15,000 ft. and New York Butte. A most thing as I rolled out of the lift at 15,000 ft. A swift

He scooted was right on my left around me a couple of times, and returned for om, more close pass. It was strange meeting him at this altitude. The path to Pass (Big was unfolding. WOW, what a cloud street, composed of partly but not too deep cumies. The view was incredible. I could see the end of the range (100 miles), and could count at least three towns in the distance. The clouds were very apparent, and I began to determine by best path to use the lift for the next l miles. I flew slowly at first, trying to retain my altitude. Cloud base was no threat yet, but I felt better trucking forward than up right away. My ground seemed really slow. The lift occurred in areas, interwith cores, followed moderate periods of sink, and then a sized area of lift Conditions could best he described as unstable and smooth. While flying along the cloud street, the best lift was encountered under the center of cloud.I was now running from an overHANG GLIDINC~

OPPOSITE PAGE: Don Chambers in the Owens Valley near Bishop, CA. ABOVE: Photo taken during the fligt11, just after topping at 15,000 ft., north of New York Butte.

PVI''""'"" and precipitating cloud. I seemed to be able to pull away from the rain line well, but it was I just caught of some hail, but got away from it in about a minute. The sink was strong now, and I was losing altitude fast, but the next cloud was up and the terrain below looked steep. I found lift right above the bowl where I anticipated it, a good 1000 ft./min. core, steady all the way up. l at 16,500 ft. MSL. Cloud base looked like it was a good 800 fl. higher. the lift all around was 1000 i't./min. I was concerned throughout the flight about hypoxia, now. I maintained as much sensitivity to my bodily and mental behavior as possible. I tested myself by randomly selecting numbers in the teens, and adding them only a slight decrease in time and accuracy. I critically monitored my peripheral vision. I spotted Bob again, this time 4000 f1. below me. I got on the CB to call him, and tell him about the lift. J was a bit silly. This was the first defiuilc sign of' hypoxia I noted. Bob did not but , in the chase vehicle did. with me, and excited about I spotted a just at the of 1he next cloud. Wow, did he move fast! Two or three circles, then straight climbing all the while. This cloud really had lift, there was 1000 ft./min. stuff '""'r""'" APRIL 1979

with stronger cores here and there. I had plenty of altitude so I flew fast, using the area of lift to climb slowly. Under this big one it began snowing for a couple of minutes. It was light, and kind of nice. l had been traveling too slowly. H was now 4 p.m. and I had only gone 40 miles. But, 100 miles was in clear sight, and I realized I could make ii. I could push myself to do it. What an exciiing dream! I now was up Jerry Katz on the CB, from one of the chase vehicles, talking lo Bob. Bob was complaining that his hands were He had been all the way to cloud base, and had become cxcrn· ciatingly cold. I knew what he meant. But, back down to 12,000 ft., and continuing to descend slowly, I was wanning up. Pass was just ahead. I was al the point, just coming under a cloud. I was down to 9,000 ft. MSL before final·· ly finding lift. It was weak. Bob had landed about this time, and .Jerry's chatt cring quit. I radiod that I was climbing, and would go for the pass. I topped at 12,000 ft. MSL. Once in the pass it lo rain on me. Damn, the sink was 1000 ft./min. Two minutes in that was like an hour in line at to takc,off. Then, halfway across I found another thermal, this time I was down to 8,500 ft. (the valley floor being about 4,000 ft. I look it up slowly, and it to open up. I rode it to l 3,500 ft. The wind was switching. I was drifting east. It was no longer a light quartering tail ..

wind. Well, I knew I could make the gap, so I pulled in and went for it. Once across, the lift was just not there; as the clouds over the Whites had I could sec very little was now p.rn I set my for a Bishop Airport. Then, at 6,500 ft. after much searching, a weak one was en .. countered. My vario was on the blink, because lhc cold and the length of the J'light had worn the batteries down. worked and worked, all the tricks I knew. I was finally back up to 10,()()0 ft., but that was nothing a northwest wind. I had lost a mile climbing. I was unable to contact on the refuelCB, she was somewhere in and I was unsure if I was to land. I could sec the Gunther site now, it was close. The infamous sand pit at the base was visible, as was the pump house where we camped during the cross country classic. My became lhc Ray-Dean ranch, also in view. But, I needed a one. I was able to work two other areas and go four miles further, but, the lift was weak and I decided to make the most of this last one and go l'or the highway. I franlically calling on the CB, and made contact just before coming clown. landal Laws, North of ful, with the 's prompt arrival. After landing I could hardly walk. H was 6 p.m.; had been aloft for four hours, traveled 66 miles, and was so overjoyed hardly knew what to do next

Hang Gliding World Records

-~, ~~-

,_·<;;;:~'._

by Vic Powell

sion Internationale de Vol Libre), the international hang gliding committee that established the records and qualifications for them, also included some fine print in the code, and they have made some recent additions. The initial code, created in 1976, contained the four basic records. However, there also is a provision for a two-person category, doubling the number of records available to eight. Chapter 3 .1 of the Code also establishes a full compliment of feminine records, with a provision that female pilots can choose to have their records classified separately as feminine, or in the general classification. The number of world records now doubles again to 16. In February, 1978, the FAI International Aeronautic Sporting Committee (CASI) approved a recommendation by CIVL that all hang gliding world records have categories for flex wing and fixed wing. It was a recognition by CIVL that rapid advancements in fixed wing technology required that flex wing and fixed wing should not directly compete for world records. CASI agreed and the number of possible hang gliding world records doubled again - to 32. Only four out of 32 possible world records have been set: about l 20Jo. That means there is room - for you.

DOCUMENTATION Your documentation is as important as the flight. It is the description of your effort from which the NAA and FAI will determine eligibility for declaration as a national and world record. It is the proof of performance that protects the integrity of the claim. It is the basis of acceptance worldwide of the flight as an official record. By following procedures that are the same everywhere in the world, pilots in the United States can have confidence in a record set in Europe, just as European pilots and others can have confidence in the claim of American flyers or that of flyers in any FAI-member country. New world record attempts must exceed minimum requirements. They are:

As of this writing George Worthington has an achievement without parallel in sport aviation. He currently holds all official hang gliding world records. In no other sport aviation discipline are all records held by one individual. That is a record in itself. It is the only such listing in the official record book, World and USA National Aviation-Space Records, published by the National Aeronautic Association. There is an irony here. Hang gliding is usually regarded as an activity for young men, and yet this worldrecognized pilot is not a hair-suited youth. 36

HOW MANY RECORDS Worthington's world records are given in the inset. They are spectacular achievements and at some time may be bettered. But are these records the only ones available? In fact, only four world records have been set out of a possible 32. Those of you who have acquired from USHGA a copy of the FAI Sporting Code on Hang Gliding, FAI Class 0, may have noted that only four records are listed: the four George holds. But the CIVL (Commis-

Distance Goal Out-and-Return Height Gain

25 KM (16.5 miles) 25 KM 25 KM 1,000 meters (3,281 feet)

After these minimum distances have been exceeded and certified, the record must be beaten by at least one kilometer, or 3 rJ/o in the gain-of-height category. All four records are open to female flyers in both flex wing and fixed wing, and all records are open in multi-place flex wing and fixed wing as none have been established in these categories. Gain in altitude is open to fixed wing, as is straight distance to HANG GLIDING

goal. Distance in a straight line and out and return distance are open to flex wing. Any qualified effort over the minimums will capture the official national and world records in these categories. BASICS At a minimum, all hang gliding world record attempts require observers, a barograph, FAI Sporting License and an associated list of documents. All official observers must have at least a USHGA Intermediate (Hang 3) rating, or an international rating equivalent. No other rating system is acceptable. They are selected by the flyer making the record attempt. An FAI Sporting License is also required for the flyer. This is available from USHGA for $10 and is valid for the year of issue. Those who wish may obtain an FAI Sporting License from NAA for fl2.50. The barograph is required because its readout is proof that no intermediate landing was made during the flight, and for the gain-of-height category shows the altitude attained. The barograph must be out of reach of the flyer. There are a series of forms to be filled out by the official observers attesting to the sealing and opening process and other steps. Helpful information on barographs is contained in an article by Lloyd Licher in the May 1976 issue of Ground Skimmer. Depending on the record attempted, an onboard camera may be required. The code and forms detail what pictures are necessary, where it should be mounted on the glider and what the official observer does with the film. Let's assume that you've obtained your forms from the USHGA, your attempt has been sanctioned and your official observers have been selected and assigned their jobs. You make what you believe is a national and world record flight, and all your forms have been properly completed. What do you do with the information now? Before anything is sent, call USHGA (213) 390-3065 and inform them of your flight and provide the details of the event as asked for. They in turn will notify NAA of your record claim and place this information in your file. It is important to be prompt in contacting USHGA within 48 hours of your flight so that the FAI in Paris is notified of your claim. FAI will notify all member countries of the claim. Follow that phone call with a trip to the post office and send all documentation to USHGA along with $25 registration fees plus mailing expenses. USHGA will compile the information and send it to NAA. NAA will review the record documentation and determine if it is a national record. If it so qualifies, it will then be sent to the FAI for review and declaration as a world record. APRIL 1979

TEAM AND PILOT TRAINING There is an air of excitement during a record attempt that everyone involved can almost feel. As one who has been a spectator at record attempts, I can attest that the charged feeling affects bystanders too. There can be a huge amount of effort placed in the event which seems to bring any deficiencies to the forefront. Indeed sometimes they almost seem to leap in the way. The adage that if anything can go wrong it will, is never more true than during this period. If everyone does not know exactly his responsibilities and how to carry them out, or if there is any deficiency in the equipment or the flyer, it has a way of coming to the surface. Under such conditions a successful

attempt is a true team effort. The flyer invests time well by training the crew and self through practice, and all can take pride in a successful attempt. Records are an ideal project for clubs or USHGA chapters. A pilot whose attempt qualifies as a record receives two r"ecord certificates: A national record certificate issued by NAA and a world record certificate issued by the FAI. In addition, their name and hang glider are entered in the official book of aircraft records, listed with the greats of the United States and world aviation whose achievements are recognized worldwide. Hang gliding national and world records are just waiting for someone to get it all together. Someone is going to do it. Why not you? ,._

CLASS O - HANG GLIDING World Class Records 7/22/78 GAIN IN ALTITUDE George D. Worthington Seagull 10 Meter Cerro Gordo Peak, Northeast of Keeler, CA 7/2/77

USA 3,566 meters

11,700 feet

DISTANCE IN A STRAIGHT LINE USA 153.61 km George D. Worthington Mitchell Wing Cerro Gordo Peak, CA

95.44 miles

7/21/77 STRAIGHT DlSTANCE TO GOAL USA 153.61 km George D. Worthington ASG-21 Albatross Sails Cerro Gordo Peak, CA to Benton Station, CA

95.44 miles

7/23/77 OUT AND RETURN DISTANCE George D. Worthington Mitchell Wing Gunter Canyon - Benton Station - Gunter Canyon, CA

47.46 miles

USA 76.38 km

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1 - 1 - 79

had obvious statistical results. We sometimes had "no and take-offs were The rest of the time had as wind does, from minute to the accuracy of results. contest in January and out

lo the site of our first two contests

one

mud

We needed and 1/4 mile

with other "zero-wind" present from sunrise to about 10:30 a.m. With "zero wind" there need for a "zero wind" type of The hill is

ahead with no are, however, trees, 100 feet about 200 feet in front of take--off. are forced to accept a 90 ° left turn. This very scary as far as I am concerned. We have of everyone that shows up, and there is no guarantee that every pilot knows how to make a left tum. This worry turned out to be realistic the contest. One turned and landed in the bushes. One

Don Betts and the middle of town. It's but had to is roads. The take-off and are wild the area can used even if the rain was on the previous The area is sheltered the

in who were not but there were many more who are among the top experts in our nation. Jim Braddock, Graham Hobson (one of the

best of the British American Cup Team) Dick Boone, Mike and Jeff Scott Gene name a few. and This year, to prevent to add a new format to the contest, we divided the fliers into the ''San v""""'"'° and the "out-of-townern." The San "'""'"" were scheduled to and the out-of..-towners The six best from each group were to have a team contest March 4. January 28 we were blown out and the contest was rescheduled for Hut the was temperature was 31 ° (at 6:30 a.m.) and the wind was and calm. pilots from out of town showed up and the contest got under way at 8:00 a.m. We were very that Bettina Tut Tom Milkie and Bill Bennett were also there. We had laid out a runway, boundaries with numerous bed sheet material nailed to the was 50 feet wide and curate measurement of the successful The rules were that each must start his it, no this takc--off with one foot on HANG GLIDING

ly fast at Torrey Pines the past two months. We wanted to see how much better he did than the Rogallos. W c fell he was a "lead cinch to win, and so he was informed that he could not earn any of the prize money. In fact, l worried about him going off the end of the runway and on to a busy highway beyond. My wife Nancy all the pilots and I've got to tell you what she said abont the change in the pilots in the last two years. "They are neat er, cleaner, dress better, have shorter hair and arc more affluent." Dick Boone took a pre-contest 11ight on a brand new glider of his design, at 7:30, and promptly served notice that he would be hard to beat. And after the contest started he and Roy Haggard had very long first flights with Dick's being 17 feet longer than Roy's. And l thought how wonderful it was that two of' America's leading hang flying their own beautiful new were the obvious "Cream of the of this grOL1p of pilots. And so the pilots flew their two llights and the weather warmed with each passing moment, and the wind stayed below two mph with a brilliant sky overhead. I spent the whole contest at the take-off site, giving a review of the rules to each pilot. At 9: 14 one pilot tripped on his foot stirrup bcf'ore he got airborne. The control bar bounced on the ground and miraculously the pilot got airborne and flew a normal flight. At 9:51 .Jim Braddock, flying my new Moyes Maxi (which J bought for use at Torrey Pines, where maybe it is the kite right now for my kind of Torrey flying) flew the longest flight of the day up to that moment. Needless to say, I couldn't suppress a big fat grin. I later learned that it was Jim's third flight of the contest and so didn't count in the scoring. OPPOSITE PAGE: Tile San Diego LID site. ABOVE: The lonq haul.

case nailed lo the ground. pilot body had to pass marker on the ground at the spot where the pilots became airborne (IO front of the pillow consistency, by not case). This rule allowing any pilot to "cut the comer" on lake-off. could his turn at

Roy Haggard pilots his new prototypfJ "Mosquito."

APPIL 1979

The wind came up about IO: 15 and the accuracy of our L/D efforts suffered proportionately. By 10:20 when Dick Boone finally flew his second flight, the wind changed his earlier no-wind performance dramatically. His first flight had been 1,173 feet. His second flight was only 915 feet. I feel that if he had flown his second flight about an hour earlier, he might have won the contest. Late in the morning, after the wind had started blowing at about six mph into the hill (which was only 50 feet from the runway) Jim Okamoto, flying an Owl, got so much ridge lift that he flew 1,241 feet for the longest flight of the contest. But it was Jim's third flight and didn't count for scoring. The wind hurts. It gave Jim a flight 350 feet longer than the average of his first two flights: Tree minutes earlier or later it could have given him a flight 200 feet shorter than

Name

Pilot Flying Weight

Roy Haggard Graene Bird Dick Boone Tom Kreyche Mike Arrambide Jim Braddock Jim Greene ,Dan Fitzgerald Jim Okamoto Don Partridge Jeff Scott Julio Villanueva Kevin Beddoe Jay Rydquist Bob McCaffrey Rich Lesh Gene Blythe Doug Morris Gary Patmore Graham Hobson Jeff Steber Rudolfo Villanueva Dave Hunt Kevin Kittle Howard Ristler J.R. Pratt Dean Whisler Dave Henson Don Hellman Marshall Whitmore Charles Clark Kevin Nessheim Mike Quinn Ford Walters Gregg Barrow

159 155 155 175 150 200 140 145 175 200 180 195 190 160 175 160 160 160 180 165 175 170 170 155 177 170 215 190 175 203 180 165 190 185

his first two. Wind in a canyon is capricious. We didn't try to control when each pilot flew. Next time we'll record the time of each flight, so that we can correlate the distance and time. I feel that the first flights of the pilot-glider combinations were very close to the actual LID, from this type hill, for all the gliders. Using just the first flights, the winners would be as follows: First - Dick Boone, second - Roy Haggard, third - Graene Bird, fourth - Jim Braddock, fifth - Mike Arrambide and sixth - Jim Akamoto. We gave the prizes out according to the rules. We used the total of the two flights. Roy Haggard received $25, Graene Bird $20, and Dick Boone $15. This left $31 as additional money for the team prize March 4th. Six pilots will have to split that prize and it would be nice if each pilot got at least $20. So we'll need a total of $120.

Type of Glider Mosquito Lancer IV Phoenix Lazor Modified Fledgling Moyes Mark II Moyes Mark III Starship 28' Antares Owl ASG-21C Phoenix 12 Mariah Moyes Maxi Mariah Lazer 19' Antares Mosquito Zipper Phoenix 12 Phoenix 12 Mosquito Mariah Starship 100 Trainer B Phoenix 8 Jr. Starship 108 Seagull lOM Owl Starship Starship Phoenix 12 Mariah-V Tail Condor Mod. Antares Moyes Maxi

Sail Area (ft') 166 175 170 ? 205 205 180 155 185 180 224 190 205 190 ? 170 166 190 185 166 190 175 175 170 164 174 185 180 180 202 200 178 190 205

The contest was first and foremost fun. Additionally, it allowed a lot of people to have fresh opinions of the L/D of the various kites. Tom Kreche's modified Fledgling delivered a surprise. He got 6th, if you count only first flights, and fourth if you count both. It puzzles me. It was great to see Gary Patmore back flying. I have vivid memories of Gary wining last year's L/D "run-off contest" of his breaking the official World Altitude Gain Record twice last summer and of his brilliant performance on the first few days of the X-C Classic until he had his very serious accident. That was in July. Gary has had only six months in which to mend. He is doing remarkably well. Gary is a courageous guy and a great flier. Just how accurate are these L/D measurements? If it's supposed to be a measure of the L/D of the glider, it probably is not very good. The pilot seems to be Tota] Distance Flown in Two Flights Hometown Elsinore, CA Salinas, CA Los Angeles, CA ? Ventura, CA Michigan Fresno, CA San Marcos, CA Fresno, CA Bishop, CA Northridge, CA Argentina Ventura, CA Minneapolis, Minn. ? San Marcos, CA Elsinore, CA Wichita, Kansas Culver City, CA Great Britain Elsinore, CA Argentina Newport, WA Bishop, CA Los Angeles, CA Yuma, AZ Cucamonga, CA Fresno, CA Fresno, CA Fresno, CA Buena Park, CA Sherman Oaks, CA Elsinore, CA Gardena, CA Ventura, CA

2274 2100 2088 2026 2001 1995 1978* 1951* 1885 1865 1856 1852 1844 1830 1827 1797 1796 1792* 1788* 1745 1716 1706 1687 1665 1585 1553 1549 Did not Score Did not Score Did not Score Did not Score Did not Score Did not Score Did not Score Did not Score

*Did not pass between pylons. 42

HANG GLIDING

importi,ml or maybe more important than the . Other variables such as the tune (or trim), the wing loading, the wind, the total weight of and pilot, do play a part in the results we arc obtaining. Jt seems to me that all of Ihe modern Rogallo arc very close in L/D. If this is true, it can explain why no model ever docs better than some other particular model in every test. For example, let's suppose that the Mosquito (which won the contest) really docs have the best L/D of these If so, isn't it reasonable to suppose t bat all the Mosquitos entered should have been the highest scorers? The Mosquitos placed 1st, 17th and 21st. The pilot's didn't seem to be a factor. All three Mosquito weighed about the same. All t hrec Mosquitos had the same sail area. And yet, it would not be fair, I believe, to say that this type of contest docs not, in any degree, measure L/D. For example, if the contest was run in "no-wind" conditions, (but ten of with just three types of each) as follows: (1) the old standard Rogallo, (2) the modern Rogallo and (3) the Mitchell I am confident that of the 30 gliders, the Mitchell Wing would place 1st !0th, the modern Rogallo I Ith through 20th and the stanwould 21st through 30th. I therefore feel that we arc measuring

APf<IL 1979

Don Fitzgerald flaros for a lanciing in an Antares.

some sort of L/D. Where accuracy is concerned, the wind is still the main variable over which we have some control. We can, in the future, fly as early as possible. We can keep track of the

time (of day) of each flight. We can record even the minor differences of wind as they occur. We can't up, we've got to strive for better accuracy.

George and I are to get the of doing these "L/D" contests. We have to pull them off like commando raids, before the authorities or winds arrive, and still try to employ precision-monitoring techniques that rival the It is common knowledge that we come about as close to mc:asuring L/D as lie detectors do to mcashoncsty. The only thing we really do measure is how far you glid when you took off at the control spot and flew down the control path. Whoever goes the farthest The competition is fierce wins the and the spectator appeal is tremcn-" dous. comes down in one small locale, with continuous, heavy action. These contests arc attractive because they're quick, simple, tension free, relatively easy to organize and the decision of the judges is final. Sunday rnorning, February 24, the commandos met at the same location as Worth·

ington's "Out of Towners' L/D Contest" to run the rescheduled "San Diego Locals' L/D Contest." The original date, a few weeks earlier, had been blown out by a fastmoving cold front. We implemented an identical course and game plan, and began the competition at 7:52 a.m., while there was frost still on the grass. For added insight, we recorded the time of launch for every flight and noted the wind throughout the morning. The l 00 ft. vertical launch faces north, with the course turning immediately to due west. The first pilot off the hill was Worthington flying his new Moyes Maxi, taking advantage of the headwindless conditions and truly demonstrating excellent gliding performance. A good flight at this hill is anything over 1,000 ft., so Worthington's l, !07 ft. kindled the competitive spirit right at the start. Although David Beards" lee's total beat Worthington early on, that 43

first flight stood as the for an hour and 20 minutes. Beardslee was consistent and in full control of his machine. He was an obvious favorite, similar to Roy in the "Outta Towners" contes!. The event was smoothly, the showing well, with the prototypes in hot pursuit. after being warmed by the morning sun, the canyon air decided to surprise us and move out. This insurrection caused a upset in the results or the clay, and taught us all a lesson in micromcteorology. At first, we thought Burke Ewing was just doing his usual best by outflying the long first flight of the By the next launch it was apparent that thermals were to break loose from the field. From 9:12 to 9:34 the course was by and turbulence. Two pilots had to abort their track and lane! at the maximum 1,445 ft. so as not lo go out onto the fourlane boulevard. During this 20·-rninute period (shown by the horizontal bracket on the graph), the top nine scorers all put in a flight. More than a half hour before, the tenth place scorer, Dave Beardslee, beat all their other flights except Burke's. .Jim Debauche tied with Beardslee for I 0th, and while Rich Pfeiffer was actually disqualified on the Moyes, his distances arc listed in order. (The numbers on top of the graph

4 6 7 8

9 JO 11 12 l:l 14 15 16 17 18 19 20 21

23 24

26 27 28

2.9 30 31

32 33

PILOT

Gu1mn

Burke Ewing Eric Raymond Rich Pfeiffer Malt Sallomanno Roger E. Chase Stan Chase Jeff J. Magnan Steve Coats Eilene Dcbmrche David Bcanlslec Jim Debauchc David Ledford George Worthington Bill Armstrong Steve Schaffer Page Pfeiffer Gregg Lawless Mike Gunn Chuck Persons Alan Chocolate Earl R. Russell Dan Miller Rich Pfeiffer Mike Schuster Kevin Ellsworth Butch Peachy

Moyes Mk. Moyes Maxi Moyes Maxi U.H. Phase Starship Starship Heron Starship Raven Alpine Moyes Maxi Olympus Moyes Maxi Heron Starship Moyes Maxi Antares 20' Antares 19' Albatross JI ASG-21 Starship Condor Gryphon Condor Phase A Stratus 5 Owl Antares 20' Olympus Starship ASG-21 Starship Seagull l(J.5 m ASG-21 Owl Olympus

John Jameson

Peter M. (?) Steve llralla Steve Baker John Johnson Craig Ellsworth Jim Kennedy

34 35

Lorin Ellsworth Peter Knebel

Don Betts chases after Burke Ewing and his Moyes Mark Ill.

lines are flights by the top ten scorers, "J" denotes Jim Debauche.) The con I est became a carnival. Gliders that usually don'I make it much past the foul line were alrnost the course. When Eric Raymond tlew overhead on the qualified flight of the he hollered, "This is a joke!" Pilots com·

plained of being out of thermals and hammered by the rotors corning off along the runway.side. It gel trashy; one pilot was turned the wrong way after take.off, while another mushed into the breakdown area. Conditions slowly mellowed, but never returned to the morning stillness. There re-

211!1

1st

2nd

TIME

msT.

DIST.

TOTAL

AVG.

9: 12

9:55 9:28 9:25 9:47 10: 15

1334

1194 144S

2528 2482 2403

1264 1241 1201.5 1155

8:56

8:46 9: 13

9:33 9:21 8:43 9:23 8:54 8:09 8:57 9:09 9:08 10:()0

8:41

8:39 9:14 10:05 9:26

9:56 9:19 9:57 9:30 8:27 9:32 9:35 8:07 l0:07 10:01 10:23 10: 18 9:05 l0:21 10:10 10:09

8:16 8: 15 8:04 9:01 8:17 8:33 8:14 8:26 9:00 9:46

9:06 8: I I 9:27 9:03

8:25 9:43 8:35 9:11 8:31 8:45 9:4.5 10:27 10:25 8:29

1037 958

2310

1260

969 1269

978 1182 960 1087 935 978 l 107

1044 991 960 1023 997 948 962 911 915 804 912 766 940 886 795 837 796 751

1004 1259 1003 1203 1066 1218

I l 51 957 1076

929 947 877

923 912 892 864 836 974 765 833 911

769

1()65

730

2296 227J 2237

2185 2163

2153 2153 2129 2064

2051 2006 1961 1920 1907 ]900 1896 1891 1885 1823 1807 1768 1748

1740 1725 1719 1706 1562 1521 1520

1148 l 136.5 1118.5 1092.5 1081.5 1076.5 1076.5 1064.5 1032 1025.5 1003

980.5 960 953.5 950 948 945.5 942.5 911.5 903.5 884 874 870 862.5 859.5 853 781 760.5 760

PILOT WT. 165 160 155 160 185 186 195 l 55

SAIi, SQ.J<'T. 210

210

205

168 190 165

210 186 186 185 180 180 192 205 180 205 185 186 205 190 172 170 160 163 194 160 194 150 164 185 190

175

158

150 160 150 200

176 160 163 190 180 185 160

135 165 190 160 168 185 185 126 185 150 190 170 175 165 155 180

115

165 160

NOTE: Underlined score denotes disqualified flight.

HANC; GLIDING

Debauche battling for other places. Rich Pfeiffer and Eric Raymond would also be contenders. The skill that is required by this type of task was disr,layed by these we work one of these contests, I'm overwhelmed by the opportunity for information input that they present. This par· ticular left a very singular impression on me with to contests in The only way lo minimize the offsetting trend of weather condit.ions dur .. hang glider competitions is to operate with a one-on-one, double elimination basic foundation, no matter what type of meet it is. The time-distance graph of this contest illustrates how a couple of minutes delay in launch time can put pilots in completely dif'.-

ferent air. Or synchronization of take-offs is more apt to put pilots into an identical medium. The conditions in the air decide the large scale performance of the flights, while the skill of the pilots brings about the s1nall divisions in contests results. One-on·· one makes a pilot compete with another pilot, not with the time of Competition pilots might want to note that Eilene Debauche, Dave Beardslee and Burke will be among the pilots you'll have to beat on I his circuit. Our thanks go to John and and Nancy for spending their morning helping this event happen. Above everything else, the L/D contests are fun, light· weight and socially

David Beardslee with his Alpine on launch.

mained an clement of and crosswind in the air. The contest went like cloek-· except the We were fin-· ished with 36 entrants by 10:30 a.m., us of time for lunch before an afternoon of Torrey Pines. After some rough in my head, I've come up with some observations results. The that differ from the should have been between Beardslee, with Ledford, and Eilene Debauche in her husbanct's prototyp(;.

1000

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Dealing With the Bureau of Land Management by Jeff Van Datta If you're like most folks, the thought of dealing with the BLM is an unpleasant one. The fears of red tape and government officials are enough to make anyone hesitant. Hopefully, this article will change your mind, at least as far as the BLM is concerned. Here in Southern Oregon, where there are just about as many mountains as there are people, we have many excellent sites. Ninety percent of these have take-offs, and sometimes landing areas, located on BLM lands. Thus, we have felt the need to communicate with this branch of the Department of the Interior for quite sometime. We (the Rogue Valley Hang Gliding Association) were not in a big hurry to do so, mostly because of the reasons mentioned above, but also because we were afraid they might say something like, "There is no hang gliding allowed on BLM lands." Then one day Greg Christensen, an RVHGA member in Lakeview, Ore., talked briefly with Dennis Hill. Dennis is the Recreation Specialist for the Lakeview District of the BLM. Greg told us that not only was this guy interested in hang gliding, but that he had for us a list of possible hang gliding sites in the unexplored (by us) areas of Central/Eastern Southern Oregon. His interests in our sport had begun way back when Chris Price flew at a place called Daughtery's Slide, in Southern Oregon. (Read "On My Way Downwind," Ground Skimmer, November, 1974). Quite frankly, it all sounded too good to be true. But true it was. As far as Dennis was concerned, the only problem the BLM had with hang gliding

was that they did not have an accurate means by which to evaluate a given area in order to decide if it should be designated as a hang gliding site. It became known that Dennis was presently engaged in the inventory/evaluation stages of the BLM lands in his district. What he needed was a way to evaluate a given area, if he felt it could be a good hang gliding site. Fortunately, the BLM has a system by which they evaluate their lands for any given activity. What Dennis asked of us was to provide him with a list of "key factors" and a way in which he could accurately "score" each factor in order to give each potential site an overall score. The BLM would then use this score, along with input from local pilots, to determine which BLM lands will be designated hang glider sites. Because the Lakeview District is still in the evaluation/planning stages, it will be possible for them to use this information to make a more comprehensive land-use plan for that district. After dtaling with two different districts, we have found that not every BLM office has the same policy regarding hang gliding. It seems that quite a bit depends on the Recreation Specialist at each district, and in which stages that particular district is engaged. Regardless, it is recommended that every local club make an effort to open the lines of communication with their local BLM office, if they have not done so already. The important thing to remember is that BLM lands are public lands. That means that as a hang glider pilot, you have as much right to make use of those lands as

the backpackers, fishermen, bird watchers, etc. We have discovered that the official policy of the BLM is to encourage recreational use of these public lands, so as hang glider pilots, we have everything to gain and nothing to lose by making contact with the BLM. You may even be lucky enough to have a "Dennis Hill" as Recreation Specialist in your district, and he will be able to turn you on to some great new sites that you didn't know existed. The Recreation Specialists we have dealt with are very familiar with their lands, and can be a wealth of knowledge in locating new sites. A Quality Evaluation Chart for Hang Gliding was developed by several very helpful RVHGA members and the fine efforts of Dennis Hill. I especially want to thank Greg Christensen, Bill Taylor, Tom Anderson and Doug Hildreth. The QEC has been successfully applied to all of the sites in Southern Oregon, meaning that after scoring each one, the results were about what we felt they should be. We aren't saying this works perfectly, but it will give local clubs a "common language" with which to approach the BLM. The BLM is familiar with the QEC and the QES (Quality Evaluation Scoresheet). It is hopeful that this Site Evaluation System will someday be used by all interested government agencies for evaluating the areas under their jurisdiction. It is therefore important that we try to "standardize" the QEC so this will be possible. Interested clubs and organizations may write to: Rogue Valley Hang Glider Association, P.O. Box 621, Grants Pass, Ore. 97526. ~

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- - - - T H E COMPLETE OUTFITTING AND SOURCE BOOK FOR HANG GLIDING. by Michael Mendelson. History. models. accessories, publications. organizations. schools. sites. ----FLY, THE COMPLETE BOOK OF SKYSAILING. by Rick Carrier B-2 Basic information on 1echn1ques and instruction ----HANG GLIDING AND SOARING. by James Mrazek. Flight theory B-3 and meteorological data _ _ _ _ HANG FLIGHT. by Joe Adleson and Bill W1ll1ams Thtrd ed1t1on B-4 flight instruction manual. 100 pages _____ HANG GLIDING. by Dan Poynter. Revised edition The bas,c B-5 handbook for skysurl1ng B-6 -----MAN-POWERED FLIGHT. by Keith Sher1•11n History and modern flying technology. design and cons1deralion _____ HANG GLIDING AND FLYING CONDITIONS. by Dennis Pagen 8-7 Micrometeorology for pilots. 90 illus. by author NOT SHOWN 8-8 ----HANG GLIDING AND FL YING SKILLS. by Dennis Pagen A complete 1nstruct1on manual for beginners to experts ______ GUIDE TO ARIZONA. by Wilson Baker. 50 pages. Sites. 8-9 maps and conditions for flying in Arizona . 8-10 ----GUIDE TO ROGALLO FLIGHT BASIC. by Bob Skinner and Rich Finley. A handbook for beg,nnmg pilots. 30 pages 8-11 -----HANG GLIDING, THE FL YINGEST FL YING. by Don Oedera Pictorial history. pilot comments Photos by Stepnen McCarroll B-12 _____ MANNED KITING. by Dan Poynter. Handbook on tow-launch tlying

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--------------------------------------------------... and anyone who's ever wished for feathers. Statistics show that more birds, and birdmen, enjoy GLIDER RIDER than any other hang gliding magazine in the world. And with good reason. We offer THE BEST in hang gliding news, features and instruction. But now that we're the recognized leader of the flock, we're not going to rest on our tailfeathers; we're going higher. In coming months look for the most in-depth reporting in the industry on glider safety, accessories and manufacturers' practices. And keep an eye on our revolutionary Rider Rating System, the only meaningful professional pilot ratings in existence. And, as usual, we'll take you around the country and the globe for the best flying sites and fastest competition results. Not to forget our coverage of the ever-growing motorized phenomenon. So don't be afraid to leave the nest. Subscribe to GLIDER RIDER today and discover what you're missing.

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NOIPY

C N

ION UPERIOR

IAL PTIONAl

y ESTA Tl ON

NOON IJP I w,,,, " IJElT, W/Nfi N,RNESS

all three contestants for lunch. Once upon a the Tennessee It wouldn't he just any race, it was to the "Greatest Race." The the then curled up on his beach towel and drifted off in the

few centuries the convcrbit and boredom set in got pretty slow for

was controversy over who was the real winner, because the that there first hadn't with all the rules. to all

country contest in his-

were T'oppcr member could launch at any time from any site and any direction in a line. contest was open until with the winner the one flown the furthest distance measured

witnesses that saw them launch; and two phone numbers and addresses who would that the pilot at landed at said location. Also, the were 1o be strangers (not to This information had to be turned club within one week With the advent of the northwest winds at the fknson Gap many fuls arrived to try their luck and skills. Ron had spectacular of about ten miles over the back of the landin the lot of food store not far from where he works. Patty Bentz had a down the to the south, five-·mile with tree on top, without the spectators. In fact she was very much alone as she hiked back to take-off in

the dark. Paul Burns made several attempts south, until October 6, when he finally made it across Powell Crossroads for a distance of sixteen miles. Ifalderman also ran south for a distance of 13.5 miles. with all the rules by submitting within the the proper lime. October 28, Chris Smith turned in the most performance when what started out to be a sled ride turned into the super thermal of the year. He with it drifting back over the mountain and climbto an altitude of 5,900 ft. above take-off. After the back side of the mountain he flew over several towns and one very lake, six miles north of Ooltewah, Tenn., for a distance of 20.6 him in the lead for awhile. 8, Brian Burnside found • himself at Henson on very soarable with only one other person present to assist with a launch. A 20-25 mph wind at Henson launch ramp three for a safe wire launch, so Brian imby from a rock between ramps (not He soon found he was south the Powells Crossroads, then on down to Mineral where the a series of broken up hills, a river and very lake. He tried a cloud street out into the valley but had to turn back for safe Cove. Brian's flight measured 21.6 miles, him one mile ahead of Chris. The contest should have ended as folHANG GLIDING

lows: First Brian Burnside Second. Chris Smith Third Paul Burns Fourth. Halderman

21.6 miles 20.6 miles 16 miles I miles

but with the rules set out for the contest. Yet, Denny flew the shortest distance. So, how do you resolve the matter Unlike the seabird who resolved the matter simply the contestants, the Tree Topper board resolved the matter by to divide the prize money up the four contestants. My to all four of these fine missed

A Florida Seaworld off tho big mmp at tho Tennessee Toppers northwest site at Henson Gap, S0quac/1ie Valley. RIGHT: Roland Alexander, expert tow pilot from Florida prepares for som1; at Henson fine mountain flying at set-up An unidentified pilot sitting it out · waiting for that big tl!erma/ to come through at 11enson Gap.

Now, to come again this year and in the Greatest Race. You must first be a full year· ly member of the Tennessee Tree then you can pick your own time or try as many times as between now and l, 1980, but this year you must with all the rules. full information and rules just write to Tennessee Tree Toppers, Box 329, Oc1ltewall1, Term. 37363. We will be to send you a copy. You don't have to he a snail and get "ct for lunch," if you get informed before you "go fer launch." you beneath the third cloud to the

left.

APRll.1979

the fi1st book on the sport llas boen a section illw,trations, over build· postpaid

tative. basic> as a by worldwide. $ I .50 postpaid ( Californians add 9¢ sales tax) M/\NNf:D KITING. Hy tl1e flatlands with tlio only book on tow launched hang instruc· lions carefully tile practice, towed release to free fligl1I postpaid fCalifm·n·1an, add 24¢ sales tax) SEND FOH Ff1EL llf:SC1111'TIVI 13110CHIJl1E

DAN

Faster

NEW WORLDS TO GAIN!

'?~ It's evolutionary, and a bit revolutionary. We're telling pilots right up front, exactly what our hang gliders are designed to do, and that the factory is behind its products 100%. We already know the performance package ·of the ELECTRA FLOATER is better than any other glider. ELECTRA FLOATER'S advanced sail design comes complete with applied leading, trailing and elliptical tip edges. It's deflexerless, with a molded sliding crossbar set up. Among its many options is the new "Whoopee Keel Pocket." Suited for Hang 3 or better pilotage. At only $1195. The ELECTRA January, 1979 FLOATER is your obvious choice. Hidden Valley, California See your authorized ELECTRA Certification Documentation FL YER dealer. Aeronautical engineer: Tom Price. Experimental pilot: J. C. Brown. All statistics documented on film. Stall: 17-18 mphatl.OPSFwingload. Top Speed: 42 mph at only 1.0 PSF wing l.oad. Roll rate: 3.5 seconds 45 ~ to 45°. Pitch acceleration: 700 Comanche N. E. Stall to 35 mph in 2.5 seconds. A lbuquerque, New Mexico '87107 (505) 344-3444 YOU 8ECOME THE WORLD'S LAaGEST GLIDER MANUFA CTU R ER 8Y PRODUCING Pla8T RATE AIRCRAFT

CLASSlFIEI) Al)VEKTISINQ·

PHOENIX 8 Reg. Windows-fixed tips-fairings-drag chute new bag-Breakdown. $640. Harness-B.U.S. Chute $250. (919) 983-9064. PHOENIX 12, 205. Perfect shape, few hours, custom sail, windows, fairings, bag. Never crashed, must sell $895. (408) 842-9705. PLIABLE MOOSE DELTA WING Thermal shark. Orange and red, excellent condition. $425. (714) 743-2516. SEAGULL III-Z 17 ft. Excellent condition. I hour flight time. $550. (213) 860-8278.

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 ASG 21 B. Excellent condition, flies great. Must sell. $295. (714) 746-1785. BENNETT 16 ft. standard. Flown twice, new condition. $250. (208) 523-5016 Idaho. CAN'T AFFORD A NEW OR USED GLIDER? With only JO% down we will finance the balance or take anything in trade. lOOJo off of any new glider, power pack or parachute with this ad! Contact LEADING EDGE AIR FOILS, INC. (303) 632-4959. 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.

SEAGULL III Z. 14 months old, just torn down and inspected completely, nylocks replaced etc. Excellent cond. Bag, U.P. Harness, Free flight chute 6 months old; all excellent, $800. Joe Dory, P.O. Box 220, Austin NV 89310 (702) 964-2579. SEAGULL 10.5M. 1978 model, all red, yellow star Rt. Wing and keel pocket $950. Firm. (213) 454-5126 JIM. SST 100 B, New condition. Beautiful colors. Includes bag, harness $650. (715) 356-3751. SST 100 B/ ALPHA 215. Must sell, will help ship. $450/$900. (714) 789-3103. TWO PHOENIX 8 Reg's. $400-$500 or make offer. Super 8 sail cuts. Updated pro-trimmed. Immediate delivery anywhere. Message phone (213) 368-5335 or 361-5464 anytime. U.P. SPYDER 192. Weight capacity 175-205 lbs. Sail pattern keel out; purple, dark blue, light green, orange, yellow, white with black leading edges and red U.P. insert letters. Cleaned and maintained meticulously and often. Breakdown feature, coated cables, wheels bag. Spare hardware and owner's manual. Superior quality. $995 or BEST OFFER. Molenaar, 5603 McKinley Rd., Bethesda, Maryland 20014 (301) 530-8612. WW X-C 185. $700. (509) 926-6862.

Rigid Wings

ICARUS V. With box, white wings, black rudders, tubes anodized blue. Must sell-$800, or offer. Lee (503) 620-4950 or 646-683 3. EASY RISER and motor assembly. Exceptional workmanship, has only been test flown and no holes or damage. Box harness and many extras. $1500, or best offer. (303) 423-6377. MANTA 80S 17 ft. (wing area 187 sq. ft.) White. Hardly used $250. Jack Headley, (213) 377-6435. MITCHELL WING MODEL B-10. Ready to fly. With cover and seat. $3,200. Serious inquiries only. Rick Finney, (901) 767-3929. MITCHELL WING KIT. Ribs and spars nearly complete. $1,000, or best. Must sell. Gary Rower, P.O. Box 4892, USAFA CO, 80841 (303) 472-4448, 8-1 l pm.

CUMULUS 10, 170. Clean, well-tuned. S540. (213) 432-7629. FIREFLY 220. Excellent Condition. Beautiful sail. Must sell $725, or will sell U.P. Harness and emergency parachute, also like new. All only $995. (714) 627-9564. 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.

OWL 185. Excellent condition $950. Will consider barter. (914) 376-4367. Tom.

OLYMPUS 180 (1977). Excellent $575. Wisconsin (414) 242-2836. Also 1978 Oly, needs parts $500. PHOENIX 8 JR. Sunbird prone harness. Excellent shape, will sell for very little money. Possibly trade for Hot Air Balloon. (406) 245-2631 or 259-2693.

APRIL 1979

ARKANSAS 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. (501) 782-3456. 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. CHANDELLE SAN FRANCISCO. Since 1973 the largest center of Sky Sailing in Northern California. Run by people who love flying! Complete lesson program with USHGA certified instructors, beginning to advanced! Visiting Pilot Program; Fledgling Lesson Program: Vast parts and accessories supply. New and used gliders in stock. '79 demo gliders. Featuring Seagull, Wills Wing, U.P. Bennett, Sunbird, Electra, Stratus V, Manta Fledge and Windjammer, with other brands available. Top o' the hill, overlooking Fort Funstun. Contact Jan, George, Ken, J. Fred or Tom. IO Hillside Bl., 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 slop _in at 15870 Grand Ave., Lake Elsinore, Ca.

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., 24 l O Lincoln Blvd., Santa Monica, Ca. 90405. (213) 399-5315. HANG GLIDERS WEST-DILLON BEACH FL YING 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 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 lo advanced instruction with USHGA Certified Instructors. MOTORGLIDING - Sales, demos and power instruction available. 5219 Sepulveda Blvd., Van Nuys, Ca. 9141 l. (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.

MINI-STRATO 1977. Really never flown with harness. Asking $750. (213) 347-0865.

OLYMPUS 160. On cover of Dec. '77 issue. Clean, hardly flown. $790. New Seagull harness + Bennett Parachute $300. (213) 845-2364 or 989-9195. (Rick).

THE BEST IN ULTRALIGHT SOARING EQUIPMENT AND INSTRUCTION. U.S. Hang Gliders, Inc., 10250 N. 19th Ave., Phoenix, Az. 85021. (602) 944-1655.

FREE FLIGHT OF SAN DIEGO. Expert instruction utilizing modern, safe equipment. (714) 560-0888.

CATTO 14 HURRY! COMPLETE, LOWTIME, mint ready. With power pack harness, airspeed and altimeter. $1900. (817) 246-5618.

CIRRUS 5A & 5B. Identically painted red, orange & yellow with custom soaring windows as shown above. EXCELLENT CONDITION, CSA $995. C5B $945. (213) 992-4728.

Schools and Dealers ARIZONA

MITCHELL WING. Includes completed wing and trailer $2,500. Tricycle landing gear $500. Engine $750. (615) 573-6918 AFT. 6pm EST. QUICKSILVER C. $800. Call (408) 225-5184 or 259-6034. MITCHELL WING. Trigear, hang cage. 95% complete. $2,000. (217) 344-1123 or (309) 246-8391.

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. 9063 l. WIND HA 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.

NOVA

The Pacesetter for Fourth Generation Sail Gliders ...

FLOATING TIPS NO DEFLEXORS 130° NOSE ANGLE INNOVATIVE BRIDLE SYSTEM EXCEPTION AL PITCH STABILITY AND STRENGTH

FINE HANDLING SUPER SINK RA TE CROSS-COUNTRY SPEED RANGE

The Nova Breaks The Trend Toward Increasing Complexity A REFRESHING CHANGE The Sunbird Nova sets the example for 1979 sail gliders, offering pilots a new concept in glider design, stability, strength and performance. Stability at low angles of attack (well beyond normal flight range) 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 piti::hing moment curve.

The Nova passed flight tests easily. It is very pleasant to 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 Nova!

For Free Demo Flight and Excellent Service Contact:

Dealer Dick Snyder Arcadia Air Sports (213-447-SOAR)

Dealer Mike Turchin Wind ways San Diego (714) 427-8514

Southern California Distributor

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)

Dealer Jerry Katz Wind & Sky L.A. (213) 764-0804

CANADA

MICHIGAN

it's up ... Rt. 209 - in Ellenville, N.Y. 12428. (914) 647-3344 or 783-6751.

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.

NORTH CAROLINA

THE AURORA COMPANY - 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, Victoria-Les Sairsbury, 382-0004, Vancouver-Robin' Pedersen 922-7275, P .0. Box 91176 West Vancouver, Canada V7V 3N6. COLORADO LEADING EDGE AIR FOILS, INC. USHGA Certified instructors. Distributors for Chuck's Glider Supplies, Sun bird and Bennett. Dealers for Electra Flyer, Wills Wing, U.P. Easy risers, Manta and Seagull. 331 South 14th St., Colo. Spgs., Colo. 80904. GOLDEN SKY SAILS, featuring Electra Flyer, J&L, Delta Wing, Leaf, Manta, 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 packs 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 write for free information (303) 278-9566, 572 Orchard St., Golden, Colo. 80401.

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 10 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 "Seahawk" and "!Om" in stock. Dealer for UFM "Easy Riser". Complete stock of parts, supplies, instruction using Seagull's new "Seahawk," sail repairs. USHGA certified instruction. 1168 Ross St., Plymouth, Mi. 48170. (313) 459-4545.

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.

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. 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. AHO, P.O. Box 48163, Doraville, Ga. 30362. (404) 458-4584, 448-3516. 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 with flight simulator Hang Ratings I-IV. Come see our showroom. It'll be love at first flight! 2708 Mt. Vernon Rd. S.E., Cedar Rapids, IA 52403. (319) 365-6057, 366-3989. KANSAS 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. 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) 262-6611. MASSACHUSETTS 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 are 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.

APRIL 1979

OKLAHOMA WESTARK! Call or write the professionals. Parts, gliders, all major brands (new and used), flight school, accessories. Catalogs available. Dealer inquiries invited. See Larry Edwards, 3109 Grand St. Smith, Ar. 72904. (501) 782-3456. PENNSYLVANIA BALD EAGLE HANG GLIDING EQUIPMENT. We handle accessories and major gliders. Early flight sale on Odyssey parachutes. 146 North Fourth Street, Hughsville, Pa. 17737 (717) 584-5275.

CONNECTICUT

FLORIDA

COME FLY JOCKEY'S RIDGE! If you live east of the Mississippi and want to learn to fly a hang glider safely come to Kitty Hawk Kites. Wilbur and Orville came here lo learn to fly. Gliding into the soft Atlantic breezes from Jockey's Ridge is an experience which will always be remembered. Thirteen stories high, it is the tallest sand dune on the East Coast. We have safely taught over 7,500 folks to fly - people of all ages. Hang gliding from the soft sand dune is a major factor in the outstanding safety record of Kitty Hawk Kites, the East Coast's largest and finest hang gliding school. We offer several lesson plans all the way 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.

~1'1 -~'., f

TENNESSEE -

,._!ct~':\ MID-WEST 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 the oldest school and offer the most professional training in the mid-west. The owners placed 1st and 2nd in Open Class and 2nd in Class I at the '77 U.S. Nationals. We 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 fly before you buy. 11522 Red Arrow Hwy., Bridgman, Mi. 49106. (616) 426-3100.

TRUE FLIGHT - Mid-America headquarters for motorized ultralights. All brands of gliders and motor pacs. 3832 Guernsey, Memphis, Tn. 38122. (901) 324-8922. TEXAS 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.

,;;

SOUTHEAST MICHIGAN HANG 01 IDERS Distributor for Wills Wing, dealer for Electra Flyer, Soarmaster, Bennett, UP and Sunbird. We are a full time hang gliding business with our own 450 ft. soaring site. See us for USHGA ratings and certified instruction, 24851 Murray, Mt. Clemens, Mich. 48045, (313) 791-0614.

i1 ~

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., St. Paul, Mn. 55113. (612) 489-8300.

34 FT 70 LBS.

30 LBS. 34 LBS. UNDER 25 MPH ~ CRUISES 55 MPH ~ GLIDE RATIO BETTER THAN 16 1

The most sophisticated powered glider easily car roed car top Sold in kit lorm for S1495 00 wing only landing gear. power package and pod are sold separately. 200 hours 10 build.

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f ~Osend $5'' lor inlormalion brochure Csend $7 for overseas inquiries J X r, X

MONTANA FLY WITH BEARTOOTH HANG GLIDERS, 543 Yellowstone Ave., Billings, 59102. (406) 248-4383.

NEW MEXICO

SKY-HIGH, INC. New Mexico's Soaring Center. Certified instruction: beginning-advanced and rigid wing. Seagull, Electra Flyer, J.L., UP, Bennett, UFM. Parts, repairs and all accessories. 3324 Alvarado NE, Albuquerque, N.M. (505) 883-0391. 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

Name___ Address

~ ::;-----~----::,Stale--~--.~

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Send lo I.Hompany, 1900 S Newcomb. Porterville. Ca 9325 7 Tel 209 781-0778 ou1s1de Calil. call our toll lree number 800

344 7280.

First place 1978 World Ultralight powered meet Anoka, Minn. -Grand Champion 1978 EAA meet San Diego, Cal.-Best

]

Design 1978 EAA meel San Diego. Cat.- First Place 19n ~ Glider meet So. Cal. - Nat. Champion 19n Glider meet Heav- 'h. ner, Ok. -World Distance record and Out and Back record. -Over400Soldl'J;s,;;sss,;s,ss,,;sss,;,;s,~~""-.'-'"S;;s>;s,;ss,;;sss,;s,,,,,,;sS!<

ELECTRA-FLYER DISTRIBUTORS. South MidWestern 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.

rentals, sales and accessories. JAPAN HANG GLI1'ERS ASSOCIATION 1-16-9, Uchikanda Chiyodaku Tokyo 101 Japan. (03) 292-0756.

HILLSIDE FLYING MACHINES. All gliders and accessories. Condors in stock! EZ's in stock, kits or completed. Rotec power pack in stock. Instruction and repairs available. Box 285, Pendleton S.C. 29670 (803) 224-0050. 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 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.

FOREIGN SCHOOLS & DEALERS JAPAN Yanaba Hang Gliding School ... 3 day pack system Mt. Kuruma Hang Gliding School.. .3 day pack system Osaka Hang Gliding School ... 2 day lesson ASO Hang Gliding School... l day lesson Beginner to advanced instruction by JAA, JHA certified instructors. We offer a complete line of hang gliders,

HELMETS! Buco Flightmaster helmets. $24.95, retail. Excellent dealer discounts on 10 or more. Westark! 3109 Grand, Ft. Smith, Ar. 72904. (501) 782-3456.

Business Opportunities

SOUTH CAROLINA

Parts & Accessories

STARTING A HANG GLIDING 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. WEST ARK! Let us get you off the ground and into your own HANG GLIDER Business. Call Larry Edwards at 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! ND! Box 6665 DD Marietta, Georgia 30065. Instruments, propellers, engines, landing gear, helmets, fuel tanks, hardware etc. POWER SYSTEMS INC. Dept. H, 963 Village Dr., Ormond Beach Fla. 32074. (904) 673-0194.

Publications & Organizations

Emergency Parachutes ODYSSEY'S EMERGENCY PARACHUTE SYSTEM. Light weight - tested and designed by Dave Aguilar. ~aster Parachute Rigger and Hang III pilot, and by Ed Vickery. Available through Odyssey Sail, P .0. Box 60, Wilton, N.H. 03086 or through Sky Sports. Send for free details today! THE HANG GLIDER SHOP - now distributes Free Flight Enterprises' reserve parachutes and harnesses. Dealer inquiries invited. (213) 943-1074. 1351 Beach Blvd., La Habra, Ca. 90631. WINDHAVEN EMERGENCY PARACHUTE SY~TEM meets rigid TSO testing. The best available! Easily adapted to your harness and glider. Write for free details. Windhaven Hang Gliding Schools, Inc., 12437 San Fernando Rd., Sylmar, Ca. 91342. ULTRALITE SPORTS OF AMERICA. Chutes AT COST! Guardian MK I at $198, plus shipping. 24 ft. canopy with bag, internal diaper, 30 ft. lanyard & manual. 5.8 lbs. total weight. We've tested this chute ourselves. Delivery out of stock, immediate on receipt of money order or certified check. Allow an additional 2 weeks if personal check. This offer in memory of Vern Nelligan.

SOARING - Monthly magazine of The Soaring Society of America Inc. Covers all aspects of soaring flight. 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. Information 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 #l, Biglerville, Pa. 17307.

Ultralight Powered Flight A limited number of preproduction power systems using twin Homelite 450's is currently available to selected pilots on an "at cost basis" from Gemini International. Please inquire by mail. Gemini International, 655 Juniper Hill Rd., Reno, Nv. 89509. MOTORIZED 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.

\Vasatcl1 \Vi11U inc. Presents

THE ART ANDERSON SUPINE HARNESS This Harness helped Dave Rodriguez Win the 1978 Masters Championships Cruise Position

Ir'·

I// !

Special Stirrup Pivot System

• Built In Back-Pack • Adjustable Harness and Stirrup Length • Affords Streamlining Equal to Prone • The Most Comfortable Harness on the Market

,, l \ /

---...,...

$125.00 usupine is Fine!" Send 112 deposit along with height and weight measurements to:

• DEALER DISCOUNTS•

APRIL 1979

Wasatch Wings, Inc. 13275 S. Frontage Rd. Draper, Utah 84020

.,;

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•

~T,ke-of/ ,nd Land Position

•

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(801) 571-4044

Sound familiar? Without an altimeter, you really don't know exactly how high you are or, later, how high you've been. Stop guessing by taking an Altimaster II along. It's precision built so it's light, rugged and reliable. It has an easy-to-read face that can be zeroed to any ground elevation.

And the Altimaster mounts practically anywhere - on your hanglider, your harness or your wrist. (It's so small that you probably didn't notice the Altimaster worn by the pilot above.) So stop guessing. Use the coupon below to order your Altimaster II today.

(j,){j,){i) ______s_s_E_I_N_co __ RP_O_RA __T_E_D______•

M.A!7

5801 Magnolia Avenue• Pennsauken, NJ 08109 • (609) 663-2234

-------------------------, Altimaster 11

$89.95

·on

sat\siact!anteed\ Gua 1

Please rush me ail Altimaster II. (We ship within 24 hrs.) D Enclosed is my check or money order for $89.95 D Please charge my

Visa

Master Charge.

Acct.# _ _ _ _ _ _ _ _ _ _ _ __ Expires _ _ _ _ _ _ _ M.C. Interbank# _ _ Signature _ _ _ _ _ _ _ _ _ _ _ __

Address _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ City _ _ _ _ _ _ _ State _ _ _ _ _ Zip _ _ Dimensions: 3" x 11/i"

·&1979 SSE, Inc. Altimastcr is a 1radcmark. Photo by Carl Bocnish.

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NORTHERN SUN INC. The industry's most experienced Easy Riser builders offers the following: Custom built Easy Riser, $1600. Custom built COS powered Easy Riser $2,250, (fob St. Paul). Mitchell Wing kits and complete gliders also. Call or write: NSHG, 628 W. Larpenteur Ave., St. Paul, MN. 55113 (612) 489-8300.

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

POWER SYSTEMS, INC. Gliders from Eipper, UP, Manta and UFM. 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: Dragonfly MK!. SAIL PATTERN: Purple leading edges and center, red wing. DISTINGUISHING FEATURES: Bennett tensioners, 1/8" wing wires. CONTACT: Bob Henderson, 10842 NE 68th, Kirkland, WA 98033 (206) 828-0570.

ULTRALIGHT FLYING MACHINES OF ATLANTA. COS powerpacks, landing gear, Soarmaster, tune pipes, harnesses, instruments etc. Pre-built by A&P and kit form. Immediate delivery, free instruction. Other kits include Mitchell, VJ, Quickie, Hummer, Weedhopper, Catto. (404) 458-4584. #4 Aviation Way, POK Airport, Chamblee, GA 30341.

TYPE: Cumulus lO WHEN: May 12 SAIL PATTERN: Center out, white, yellow, brown. Blue bag. CONTACT: Mike Adams (805) 967-2448 TYPE: Dragonfly Mk IIB WHERE & WHEN: Edmonton, Alberta, Canada May I. SAIL PATTERN: Dark blue leading edge and tips. Colors from tips, yellow, gold, orange, blue. Red UP insert on right wing. Serial number UPDB 20125. CONTACT: J.D. Proudfoot. Call collect (403) 326-2304

UFM OF INDIANA. Easy Risers and Moody Power Packages in stock, (812) 372-1670/write Box 692 Columbus, In. 47201. WIND HA VEN. The ultralite power center of California has complete facilities and information on power packages and adaptations. We sell completed Easy Risers and Mitchell wings too. Call or write: 12437 San Fernando Rd., Sylmar, Ca. 91342 (213) 367-1819.

Miscellaneous

TYPE: Oly 160, #1046. SAIL PATTERN: Red keel pocket, dk. blue leading edge, white sail, gold/red tips. Yellow bag with red tips. WHERE AND WHEN: San Jose, CA near Lexington reservoir, Dec. 22, 1978. CONTACT: Tom Jensen, 1418 Helmond, San Jose, CA 95118 (408) 264-6406.

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 12,000 combinations, a false alert is highly unlikely. Take the worry out of traveling 1Vith 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.

TYPE: Mini Strata. SAIL PATTERN: Keel out - dk. blue, It. blue, yellow, gold, red. Kite bag - red with yellow star sewn over a rip. WHERE AND WHEN: From home in Glendale, CA, Dec. 21, 1978. DISTINGUISHING FEATURES: Sleeves (outside) on crossbar (right side), and leading edge (left side). CONTACT: Lynn Miller, 515 Chester #6, Glendale, CA 91203 (213) 244-4503.

FANTASTIC - 100 feet, color super 8mm. Hang gliding meet glims. #A-Montgomery 1973, #B-Lilienthal 1974, #C-Misc., #D-Montgomery 1975, #E-Ridge Soaring, #F-World Open 1975, #G-lcarus, #H-"Pumping Mylar"-Gossamer condor MPA. $17 each. Any 5 for $75, pre-paid. Bill Rickson, P.O. Box 306, Millbrae, Ca. 94030.

TYPE: Two Soarmaster power packs and one Moody motor package with Rotec prop and muffler. SERIAL NUMBERS: Soarmasters: engine 24857. Soarmaster serial 78150-engine 24389. Soarmaster serial 78145. The Moody pack has redrilled engine mounts. CONTACT: Trip Mellinger at Windhaven, 12437 San Fernando Rd., Sylmar, California 91342 (213) 367-1819

PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 3 Vi'' dia. Inside or outside application. 25~ each. Include 13~ for postage and handling with each order. Box 66306, Los Angeles, Ca. 90066. TEE-SHIRTS with USHGA emblem $5.50 including postage and handling. Californians add 6% tax. Men's sizes, S, M, L, XL. Orange only. USHGA, Box 66306, Los Angeles, CA 90066. METAL LICENSE PLATE FRAMES "I'D RATHER BE HANG GLIDING". White lettering on a blue background. $4.00 including postage and handling. Californians add 60/o tax. USHGA, Box 66306, Los Angeles, Ca. 90066. USHGA has post cards again "SOARING FLIGHT" VJ-23, "LIGHT WIND SOARING" Cronkite. I for lO~. 3 for 25~. 12 for $1.00. USHGA, Box 66306, Los Angeles, Ca. 90066. The rate for classified advertising is 30~ per word (or group of characters). Minimum charge, $3.00. A fee of $5. is charged for each photograph. Art discount for display ads does not apply to classifieds. AD DEADLINES - All ad copy, instructions, changes, additions and cancellations must be received in writing I Vi months preceding the cover 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

APRIL 1979

TYPE: Phoenix 8 reg. #161 SAIL PATTERN: Keel out, white, black, yellow, red, lt. 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.

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. $100 reward 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! TYPE: Sky Sports Bob kitten II (l 8xl4) #3. SAIL PATTERN: keel out: white, gold, light blue, red, Kite bag: Vi orange Vi 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 TYPE: ASG-2IA Prototype. SAIL PATTERN: White sail, blue leading edges, red, gold and blue tips. DISTINGUISHING FEATURES: long stinger, black coated cables, quick release on top wires, faded greenish gray cover. 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. CONTACT: Bruce Bardo, P.O. Box 8543, Missoula, Mont. 59807 892-3094

TYPE: Seagull III SAIL PATTERN: Sky blue with black leading edges. WHERE & WHEN: Lift Engineering in Carson City, Nevada, Thanksgiving night. CONTACT: Lift Engineering, 2400 Arrowhead Dr., Carson City, Nevada (702) 883-0600 TYPE: Electra Flyer Cirrus lll. SAIL PATTERN: Keel out: red, orange, gold, yellow, red, red leading edge. WHERE & WHEN: Outside a tavern in Phoenix, Arizona September 15, 1977. $100 Reward. CONTACT: Bill Harris, 3013 E. Moreland, Phoenix, Arizona 85008. Phone: (602) 833-6931 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 & WHEN: Amarillo, Texas, June 22. CONTACT: James Raef, Rt. 3, Box 459, Amarillo, Texas 79107 (806) 335-1059 TYPE: Highster-double surface glider. SAIL PATTERN: Orange and black. TYPE: "U-2" designed by Dennis Pimentel. WHERE & WHEN: Santa Rosa, Ca., May 15. CONTACT: Highster (415) 527-1324 TYPE: Manta Fledgling. SAIL PATTERN: Red leading edge, yellow trailing edge. Red bag and no tip rudders. WHERE & WHEN: Lexington Reservoir, Los Gatos, Calif. in April '77. CONTACT: Super Fly Sky-Sails, 21383 Aldercroft Hgts. Rd., Los Gatos, CA 95030 (408) 353-2926. Reward-$100 TYPE: Cumulus 10. SAIL PATTERN: Yellow sail with black leading edges. TYPE: Olympus. SAIL PATTERN: All yellow on one side and gold, orange, red, purple, dark blue, light blue, white, white, on second side. WHERE & WHEN: Both kites were stolen out of John Dunham's truck while in San Diego in early March. $100 reward offered by Electra Flyer for the return of the Olympus. CONTACT: Eipper-Formance, Electra Flyer, or John Dunham, Reno Hang Gliders, 960 Matley Lane, Reno, Nv.89502 (702) 323-3456 TYPE: Cumulus 10, 20' WHERE & WHEN: Denver, Colo. night of Sept. 12, 1978. SAIL PATTERN: Keel out; 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 6B serial no. 182. SAIL PATTERN: From tips 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, HANG GLIDING Magazine is publishing (free) information on stolen gliders. If your glider is missing, send us a complete description along with your address and phone number to: USHGA, Box 66306, Los Angeles, CA 90066.

Jeff Burnett launches at Grandfather Min., N.C. -Jim Morton

The '78 competition season is over. The glider that captured the most first place trophies was the Sirocco 2! Impressive results when you realize that all Sirocco 2's flown in competition were prototypes! The feedback, tips and suggestions we received from our test and competition pilots make the production models stronger, easier to set up, and more responsive. Check out the 1978 Sirocco 2 competition record: First in 7 out of 10 competitions entered. #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, computer optimized double surface sail wing available. The inherant stability of the double surface makes the Sirocco 2 a ship that in· termediate pilots can climb into and float away with too. Compare the quality workmanship and clean, wind cheating planform of the Sirocco 2. Match the LID and handling. Now the winter soaring season blows in. Sirocco 2 weather! The Sirocco 2 will knife thru any winds and smooth out the 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!

SPECIFICATIONS Nose Angle Sail Billow Max. L/D Stall Speed Area Pilot Weight Glider Weight Span Leading Edge Root Chord Breakdown Price

165 120 ° 0 0 9 to 1 18 mph 164.7 125-175 lbs. 51 lbs. 33.5 ft. 19 ft. 8'6" 10'6" $1170.00

185 120 ° 0 0 9 to 1 18 mph 185 155-220 lbs. 54 lbs. 35 ft. 20 ft. 9 ft. 11 '6" $1190.00

In Europe contact:

Sirocco 1 & 2 HGMA Certified

Para Fun International Aps Kalkbraenderihavnsgade 22· 2100 Kobenhavn o Te/efon 01-18 33 34 ""111111,..A,•.A.VISTA MEDIA ~~ <:1978

PACIFIC ULTRALIGHT AIRCRAFT CO MPANY

#4 STATIONARY 25 IVORY SHEETS OF 81!2 x 11 STATIONARY PLUS 15 ENVELOPES . LIGHTLY PRINTED WITH SILHOUETIED GLIDER (DARKENED FOR CLARITY)

A Men s S8 50

B Women s S8.00

#5 SPORT SHIRTS 50% POL YESTER/50% cono • PROF ESSIO ALLY A PP LI ED ARTWORK • THES E ARE HIGH QUALITY SPORT SHIRTS- OT THI UNDERW EAR

18" x 26" CLOCK YOS EM ITE • WOOD FRA M ED • BA TI ERY OR ELECTRIC

=-i~ - - -- -- - - - - - - - - - - - - - - - - ----' PACIFIC ULTRALIGHT AIRCRAFT COMPANY 6090 LOS ANGELES AVENUE - #201 SANT A SUSANA, CA 93063 • (213) 322-4439 PLEASE SEND: #1 18" x 26" CLOCK(S) Battery/Electric $35.50 (Circ le oneJ 4 2 _ _ _ _ 12·· x 16 .. CLOCK(S) Battery/Electric $24 .95 #3 6' WIND BANNER • BRIGHT ORANGE • 100% DACRON • HEAT SEALED EDGES • MOUNTING POCKET FOR 1" POLE • 14 .. X 72"

,,3

5· ORA GE BA NER(S) $7.85 ea. 1Po1e no included!

BOX(ES) OF HA G GLIDING STATION ARY $4.75/Box Add S1.00 for postage and handling. Ca hforn, a residents add 6°0 sales tax Dealer Inquiries Invited

12" x 16" CLOCK DAVE CRONK • WOOD FRAME • BA TIERY OR ELECTR IC

#5 _ _ SPORT SHIRT(S) WITH Style A (2 gliders) or Style B (1 glider) (Circle one) Men's Size

(S, M. L, XL)

Women 's Size _

(S, M, L. XL)

ColO<S (men) (check one) BEIGE BLUE WHITE YELLOW

ColO<S (women) (check one) BEIGE PINK BLUE RED MINT WHITE YELLOW ORA GE

CH OOSE THE WORD(S) TO GO BELOW ARTWORK; (Circle one) PILOT - GROUND CREW - FLY SYLM AR - ELSINORE - PINE FLATS - CRESTLI NE - SOAR PLAYA DEL REY - NO WORDS

------------------------------------~ JOIN THE USHGA TODAY!

I SUPPORT THE ORGANIZATIO N THAT SUPPORTS YOU I THE UN ITED STATES HANG GLIDING ASSOCIATION , INC.: I • Offers a $500.000 pilot liability insurance polic which NOW COVERS MOTORIZED I HANG GLIDING . as a part of full membership. • Offers SITE I SURA CE to USHGA chapter clubs at low rates. rite for details. I • Publishes HA G GLIDI G magazine. the only publication of its kind . Beautiful color photoI graphy. Our new SUBSCRIPTION ONLY CATEGORY allows ou to receive just the magazine if you prefer. I I appl for membership in the United States Hang Gliding Assoc iation. Inc. as a full member I with all benefits . (Renew/ e . circle one) I I would like to subscribe to Hang Glid ing magazine onl . (Renew/ ew. circle one) I I include m check or mane order as folio s: I $20 FULL EMBER ($21 foreign) - As a full member you recei e 12 issues of HA G GLIDI G magazine. pilot liabilit insurance. and all USHGA membership benefits . $15 SUBSCRIPTIO (S 16 foreign) for one year . $26 SUBSCRIPTIO ($28 foreign) for two ears . $36 SUBSCRIPTIO ($39 foreign) for three years . $7 .50 TRIAL SUBSCRIPTIO ($8 foreign) for six months.

I I

I I I I I I

AME

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

APRIL 1979

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PHO E

ZIP - - - - - - - - --

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AGE

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11m11

ENTERPRISES, Inc.

In designing this Hang Glider Emergency Descent System, every effort has been made to make it the safest and most reliable system on the market. Because of the fact we believe such things as steering slots and pilot chutes on this type of system are not only a useless gimmick, they are also unsafe, we have not made use of them in this system. Such gimmicks only increase the cost of the system and can definitely decrease its effectiveness. This system has been designed for multiple directional opening. The new "Elephant Ear Handles" give the pilot a positive grip, even with heavy gloves on. When you compare our system with all other systems for overall design and price, I am sure you will agree that this is the Life Saver.

*NOTE:

This system was designed for Hang Glider pilots by a Hang Glider pilot.

Designer: Rich Piccirilli

KEY FEATURES Elephant ear handles (sure-grip). Envelope deployed. The envelope is part of the throw-away container cover. Container will open in any direction. System is designed to be opened and deployed in a one step, one hand motion, using either hand. *NOTE:

a. Reinforcing tape on all scams. b. Line attachments reinforced by "V" tabs.

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Dealer inquiries welcome.

WESTGR~ Pf:IR/:ICI-IUTE ENrERP!liSE 11,'C

Life Saver 24 $325.00

1518N COAST HWY LAGUNA BEACH CA• 92651

Life Saver 26 $350.00

714-497-4421

MODEL

CONTAINER SIZE

GORES

(inches)

LIFE SAVER 24

LIFE SAVER 26

DIAMETER

BRIDLE

LINES

(ft.)

AREA

WEIGHT

(sq. ft.)

(lbs)

20 12"xl2"x3"

12"x12"x4"

20-36"xl 2'

22-36"xl 2"

18'

l"x20'

14'-] ]"

21'

22 l"x20'

22 I'.J'xl 1"

250

335

MATERIAL

.75 uncoated

11m11

ENTERPRISES, Inc. Post Office Box 3044 Newport Beach, California 92663

(714) 642-7881

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1070 Linda Vista Drive San Marcos, CA 92069

EVERYONE LOOKS UP TO CIRRUS S, TJIE FINEST INTERMEDIATE MADE Over 1,000 CIRRUS 5 pilots can't be wrong. From performance and p rice, beginner to advanced, CIRRUS 5 is a glider that pilots progress with, but never outgrow. With forgiving J characteristics essential to intermediate pilots, CIRRUS 5 performs like an advanced glider. Strong factory support insures fast delivery, and good parts availability. All backed by ELECTRA FLYER'S tradition of excellence. Some new options for the 1979 CIRRUS 5 are colored applied trailing edges and~ ~ r "Whoopee Keel Pocket." Only $1,045 puts y ou in the best of company. See your ELECTRA FLYER dealer today. 100 Com1nelt1 N.E.

Albt1ft11tft1I, New M1xieo 81101

(SOS) 144-1444

YOU BECOME THE WORLD ' S LARGEST GLIDER MANUFACTUllEll BY PRODUCING FIRST RATE AIRCRAFT