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

Creating new advances in gliding safety.

You are on our mind ....... When we were the first to offer the hang glider pilot an emergency parachute with 20 lines and a T.S.O. (FAA approved), your safety was on our mind. We were also thinking of you when we designed our proven Positive Opening System and easy open chute containers with a wide variety of mounting options. Windhaven brought security and a second chance into the lives of many pilots. Now, after many lives have been saved by hang glider emergency chutes, and the concept accepted by pilots around the globe, surveys indicate there are at least 5,000 of you who still fly without! We are concerned for your safety and you are on our minds. Please fly with a parachute. Fly Windhaven! 24' TSO canopy, Positive Opening System, prone container 26' TSO canopy, Positive Opening System, prone container Container colors: red, black, blue, add $4.00 for custom color Add $5 .00 to substitute supine-fixed wing container for prone container Add $10.00 for optional deployment bag California residents add 6 % Sales tax Prices quoted post paid to U.S. only.

$346.00 ppd. $379.00 ppd.

To order contact your local dealer or Send to:

INDHAVEN HANG GLIDING SCHOOLS. INC

12437 San Fernando Rd Sylmar. Ca 9134 2 (213) 367 -1819

Special savings use this convenient coupon to order your parachute system, and receive one drouge chute free!

O Yes, please send me

Windhaven parachutes. Enclosed is S , and my letter describing the system I would like to fly and my color choice. Send my free Drouge Chute.

Immediate

D Please send me your parachute manual. Enclosed is my check or money order for $1.00. (If

Delivery!

Address - - - - - - - - - - - - - - - - - - - - - - - - - - - City_ _ _ _ _ _ _ _ _ _ ,State_ _ _ _ _ _ Zip

outside U.S. enclose $3.00). Name _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

EDITOR: Gil Dodgen ASSISTANT EDITOR LAYOUT & DESIGN: Jonie Dodgen STAFF PHOTOGRAPHERS: Leroy Bettina Gray, Stephen Mccarroll ILLUSTRATIONS: Brlgttte Groom CONTRIBUTING EASTERN EDITOR: Pa\Jl Burns

Gronnit,

ISSUE NO. 77

Hang Gliding

OFFICE STAFP MANAGER: Caro l Velderraln Tlno Gertsch (Advertising). Janice Johnson (M embership), Klt Skradski (Renewals). Amy Gray (Hong Rotfngs)

(USPS 017-970) CONTENTS

USHGA OFACERS: PRESIDENT: David Broyles VICE PRESIDENT: Dennis Pogen SECRETARY: Joy Roser TREASURER: Hof Spivak

FEATURES

THE KEY TO SELF REGULATION

by Vic Powell

A guest editorial

EXECUTIVE COMMITIEE: David Broyles Alex Duncan Jan Case

USHGA REGIONAL DIRECTORS REGION 1: Mlchael Pringle, Doug Hildreth REGION 2: Woltoce Anderson. Jon Cose REGION 3: Tom Mllkie, BIii Bennett. John Lake. REGION 4: Ken Koerwitz, Lucky Campbell. REGION 5: None REGION 6· Jim Wifson. REGION 7: Ron Christensen. David Anderson REGION 8: Horry Taylor. REG10N 9: Dennis Pogen, Les l<lng. REGION 10: Jerold Welch, Richard Heckman. REGION 11' David Broyles, REGION 1:c Poul Riker!. DIRECTORS-AT-LARGE: Alex Duncan, John Horris, Joy Roser, Horry Robb, Hal Spivak. EX-OFFIC IO DIRECTOR: Vlc Powell, HONORARY DIRECTOR: Hugh Mo rton. C IVL DELEGATE: Horry Robb. The United States Hong Gliding Association. Inc.. Is o division of the Notional Aeronautic Association (NAA) which Is the official U.S. representative of the Federation Aeronoutlque lnternotlonole (FAI), the world governIng body for sport aviation. The NAA. which rep resents the U.S. ot FAI meetings, has delegated to the USHGA supervision or FAlrelated hang gllding activities such os record attempts and competition sanctions. HANG GI.IDING magazine ls pubilshed for hong gliding spart enthl,lslosts 10 c reole lurthe, Interest In the sport. by o meons ol opem:ummunlcotlon ond to advance hong gliding methods and safely Contributions ore welcome Anyone is invited to contrlblrte articles, photos. and illustrot,ons concerning hor,g gliding octlvlhes. If the moleriol to be returned a stomped. self-addressed return envelope must be enclosed. Not1flc:0Jfon must be mode of $ubm1ss.:>n to other hong gliding pvbhcolions HANG GLIDING mogozlne reserves the right to edlt contnbuttoru where necessary,The Association and publicollon do not assume respon~blllty torthe moterlOI or oplnlOos of cont !1but0<s. 1-fANG GtlDING magazine Is P\Jbiished mon1hly by the United St(J!es Hong GNding Associotlen. Inc. whOSe moiling oddre$s 15 PO Box 66306. Los Ar,geles. Coif 90066 and whose offices 01e locat ed at 11312Y2 Venice Blvd, Los Angele,. CoRf. 90066; telephone (213) 390-3065 Second-class. postage Is paid ot Los Angeles, Calif. HANG GUD4NG magazine is printed by Sinclair Printing & Utho, Alhambra Calif. The typesetting Is provided by 1st Impression Typesetting Seivice, Cypress, Coif. The USHGA Is a member-controlled educc,,tlonol ond scientific o,gonlzotto11 dedicated to exploong facets of ultralight flight Membe"l11P Is open to anyone lnteresled in this realm of flight. Dues for full membefship ore S20 per yeor ($21 for r0<eigri addresses} subscription rotes ore $15 for one y801, S26 for two years, $36 IOf three years An Introductory sit-{T)onth trial Is ovoiloble lor S7.50 Changes of address should be sent six weeks in odvonce. Including nome. USHGA membership number previous and new address, and a mon,ng label from o recent Issue.

JUNE 1979

SPEEDS TO FLY • Part Ill

Comparing Polars

EVOLUTION OF THE SKY SAIL

by LD. Hewett

Comparing advancements In seacraft and skycraft

THE OLD MAN IN THE SKY Fiction

TO FLY OR NOT TO FLY

by Jackie Lambie Illustration by Mark Lambie

by Jay O'Leary

The ultimate experience

GRAPHITE

by Julien Hoover

New directions in graphite technology

1979 GLIDER EVALUATION A look at Delta Wing's Phoenix 6D

Article & photographs by Gil Dodgen

DEPARTMENTS 6 ULTRALIGHT CONVERSATION 12 CALENDAR 13 USHGA CHAPTER NEWS edited by John Ballantyne 16 NEWS AND NEW PRODUCTS 27 BIRD'S EYE VIEW by Lauran Emerson 52 USHGA REPORTS 59 CLASSIFIED ADVERTISING 65 INDEX TO ADVERTISERS COVER: Phll Warrende r assembles a Sunblrd Nova on the 2200 a t Sylmar, Callfornlo. Photograph by Gory Valle. CONSUMER ADVISORY: Hong Gildi ng MOQozlne and USHGA. Inc., do not endorse or toke any responsibility !or the products advertised or mentioned edltorlolly within these pages. Unless specifically explained, pertormonc,e figures quoted in odverlislng ore only estimates. Persons considering the purchase or a glider ore urged to s1udy HGMA standards. Copyright © United states Hong Gliding Association. Inc. 1978. All rights reserved to Hang Gliding Magazine and lndlvlduol contributors.

Guest Editorial:

THE KEY TO SELF REGULATION by Vic Powell Vic Powell was one of the members of the first national USHGA Board of Directors that met in Denever, Colo. in 1975, and has been serving continuously on the Board since that time. He has served as a United States representative to the first meeting of the international hang gliding committee, C!VL, and served as editor for and president of the Capitol Hang Glider Association in Washington, D. C., Chapter #33, from 1973 to 1975. He is presently the executive director of the National Aeronautic Association, of which USHGA is a Division member. We are told by those who advocate FAA regulation of hang gliding that we need a small degree of government control before government becomes oppressively strict when the doomsday collision of a conventional aircraft and a hang glider occurs. They argue that this is the best way to keep FAA out of hang gliding. But what standards tell us that self regulation has failed? What suggests that restructuring our safety and education programs by the government will produce benefits that protect the public? A written test administered by the FAA is no guarantee that the information necessary to make a flyer act safely will be obtained. The written test for balloon pilots is an excellent example. The Balloon Federation of Americ.a has been working for several years in an attempt to get the FAA test changed so that the questions reflect the knowledge needed to be a safe pilot with today's equipment. Collisions need not occur. The key to preventing them is flyer knowledge and instilling an awareness of the need to observe safe practices. Knowing where not to fly is just as important as knowing where to fly. USHGA has been making an effort to insure that hang glider pilots are aware of both of these needs. 4

The USHGA Safety and Training Committee, chaired by Dennis Pagen, presented several changes in the pilot proficiency program to the USHGA Board of Directors at its July, 1978 meeting. Those recommendations were approved. In response to the Board's action, USHGA headquarters, on August 7, 1978, mailed to all Examiners, Observers and Instructors the revised and updated Part 104, written tests for intermediate and advanced candidates, a study guide for the intermediate test and the committee report. Pilots advancing through the rating system will be made aware of, among other things, the safety restrictions on hang glider flying in airspace and how to read a sectional map, important self regulatory steps designed to meet the recognized need of hang glider flyers. In discussing these developments with flyers capable of flying mountain sites, I have detected among a small minority a feeling that all this is too late, that they already have the ability to fly mountains and they were never instructed about such things during their climb up the rating system.

Self regulation has worked, and it is continuing to work effectively for flyer and public safety. That places the responsibility all the more on their shoulders to undertake the training program so that they obtain the knowledge to pass the written test. Like it or not, flyers with higher ratings are looked upon by those newer to the sport as guides for conduct. If intermediate or advanced flyers are flying, knowingly or unknowingly, in violation of the Advisory Circular 60-10 or FAA rules and regulations regarding airspeed and traffic control, they are doing a great disservice to themselves and to those who follow them. Their behavior will have a long term adverse impact on the sport

because some may emulate their actions. USHGA has worked to bring a degree of orderliness to the sport. It is continuing its work by improving the method by which flyers obtain knowledge about their responsibilities while in the air. For flyers wanting more knowledge there is nothing preventing them from acquiring a pilot's license. They are encouraged to do so. Self regulation has worked, and it is continuing to work effectively for flyer and public safety.

It is a serious matter staying out of the Federal government's clutches. It is dependent upon us, me and you. But there are those who believe fliers are not worthy of such trust and responsibility. They propose to take from us our freedom, and substitute for it fines, confiscation of equipment and jail terms as the proper and most effective control of hang glider flyers. It is a form of restraint that they apparently believe flyers understand. I believe that may be more of a confession of their own acceptance of flyer responsibility than a statement about the hang gliding community. By associating themselves with the extensive, unwieldy and gross power of the FAA, these individuals, who have previously presented themselves to us as our friends and have asked us to follow where they would lead, have apparently become enamoured of the agency's power and want to closely associate themselves, and us, with it - never mind the consequences. In modern vernacular it is known as the Patty Hearst syndrome. Awed by power and afraid to accept the consequences of their own actions, they lead us directly into the manacles. One has the feeling that they would gladly snap shut the clasps around our arms and legs in exchange for recognition and approbation by the FAA. HANG GLIDING

Those who advocate Federal regulation, and sing the siren song that just a little bit is good for us, are no friends of hang gliding. They do this sport, which we have fought for and worked hard to keep free of entanglements, much harm. They would exchange our freedom for their glorification. Of all the forms of aviation hang gliding has the most freedom. Sport aviation, which can provide the participant with an exulted sense of freedom, reaches the peak of such feeling with hang gliding. Many who are active in other sport aviation disciplines look upon such freedom with disbelief. They are aware that their activity at one time in the past had an equal amount of freedom but it was lost, usually through carelessness and indifference. I have often heard the comment that the freedom of hang gliding is very precious, and that we should be very careful with it. Freedom isn't appreciated until it is gone, and once gone it is never recoverable. They speak with the painful knowledge and understanding of experience.

They propose to take from us our freedom, and substitute for it fines, confiscation of equipment and jail terms as the proper and most effective control of hang glider flyers.

There is no need for history to continually repeat itself. History is an excellent guide, revealing how things will develop unless steps are taken to deflect or stop their course. Hang gliding is at the pinnacle. It is difficult to stand in such a position, and if attention is not continually given to remaining there it is quite easy to fall. Being at the top means that we are susceptible to the various winds of change and an easy target for criticism. To remain there is tiring. It is hard work. During a battle it can sound so pleasant to relax just a little bit, to look at the falsely smiling faces below who tell us they know where they are and know where they are going, and who beckon us in out of the storm into the quiet darkness to which they point. It is at such times that we need to renew our resolve, reject the handmaidens of forced constraints and bondage, and continue our unflagging support of the freedoms we have. Actually it isn't just those who play Federal politics with our freedoms for their monetary or personal gain that are not friends of the sport. It is also the flyer who is breaking the guidelines set in Advisory 60-10, or violates the existing laws and regulations relating to airspace. If you have been one of those flyers please don't think that because the FAA didn't come knockJUNE 1979

ing on your door, or that your chapter didn't hear from the Feds, that you got away with it. Most likely someone somewhere saw you. It may have been reported to the local Air Traffic Control Center. Those reports will make the basis for any action taken by the FAA toward regulation of hang gliding. In addition to those who would lead us astray, some of our flyers could be our own worst enemy. It can be difficult when the false leaders make the comment that everybody does it, and you know that you have indeed been guilty of making a violation. The answer of course is to say that no, everybody doesn't do it - and not everybody does - and take the necessary steps to insure that you do not make any violations in the future. It is you who will be the ultimate influence in this battle to keep our freedom. You must know what the rules are to effectively do this. Read 60-10, become familiar with its provisions. If you have the ability to fly mountain sites, know how to read a sectional map and know those areas in which you should not be flying, and don't fly in them. No, not everybody violates the rules. In fact the great majority of hang gliding activity in this country is well within the guidelines. There need not be anybody violating the rules. You can help there too. How many flyers do you know who are not rated, and are not members of USHGA? Perhaps they are not capable of flying distance today, but maybe in the near future. And they are not going to know that they are seriously jeopardizing your, and their, freedom in this sport. And you let them do it. Perhaps in the past you may not have been aware of the consequences of your indifference. But now one of the most valuable actions you can take for yourself, that other flyer and the sport, is to get that person into the rating system. Unrated flyers

are a danger to hang gliding. Don't let them continue to threaten the sport. Make sure they get quickly rated, especially before the season starts. This can be an effort that is continually underway. Schools, as well as individuals, can be especially helpful in this undertaking. Get flyers into the system at the very beginning of their participation. It is a danger to the sport to graduate and equip a student who could be the cause of a major incident. It is a serious matter staying out of the Federal government's clutches. It is dependent upon us, me and you. We have a choice. We can educate flyers and keep our freedom with the associate responsibilities. Or we can lose control of our sport, and our flyers will be educated the FAA's way. We can meet the trust that has been given us, or we can prove ourselves unworthy of that trust and deserving of the official harassment, fines, jail terms and prevention of flight that comes with Federal control. Without a doubt it is easier to do it the Federal government's way. That requires that you do nothing right now. Only later will come the forms with threats, outrageous requirements, unreasonable fees and higher prices. I'm asking you to do it the hard way, to take action now: to pin your unrated flying buddies to their folded tubes with unrelenting pressure until they become rated; to get your club into the USHGA chapter system; to have your club's program chairman give a series of programs about how to read a section map and to understand it; to make sure you follow 60-10 and the USHGA safety regulations. That is hard work. It requires action on your part to get others to act. And it calls for meeting the responsibilities of your sport's freedom. Resolve now to do it. Beyond a shadow of a doubt it is worth it. It is worth it ten times over. It is worth it everyday of the week you fly. ~

"California's Complete Hang Gliding Shop"

~ USHGA ~ Large

certified Instruction

selection of new & used gliders

2410 Lincoln Blvd.

~ Service

Santa Monica, Calif. 90401

~Complete line of accessories We organize California flying safaris ~ All the Hottest Skateboards & accessories

tel. (213) 399 - 5315

~"Windsurfing" -

when it's too windy to fly

(JLTKf.lLl<it1T

CONVEKJATION Easy Riser Rebuttal Dear Editor, On April 29, 1979 world history was made. Flying a standard Easy Riser glider to which I added solar electric cells, and an electric motor driving a soarmaster prop, I became the first man in history to fly a solar powered aircraft. The significance of this is more than even I can comprehend. I must apologize for my lack of communication in Hang Gliding for the past year. UFM was in the second advertising issue of Ground Skimmer when Dick Eipper was Editor. We had ads running consecutively for 65 issues and never missed an issue. During that time the Easy Riser was developed, and shortly after two stock factory prototypes were entered in the 1976 World Open at Escape Country. I flew one and Brian Porter flew the other. Brian went on to win the event. That was the only event in which Brian flew a stock-standard Easy Riser. In all flying and contests since the 1976 World Open, Brian has modified, changed and remodified his craft. Since then he has won no contest. In last month's issue of Hang Gliding Brian wrote a letter to the editor entitled, "Easy Riser Stability." The letter is a vicious attempt by an unqualified person to discredit an aircraft which has the light weight and performance to enable it to be the first solar powered aircraft, and to undermine the tens of thousands of hours of flight enjoyed by the nearly 2,000 owners of the craft. The Easy Riser is so strong and stable, in fact, that more hardware and paraphenalia have been strapped on as accessories than any other plane known in history. All types of engines have been mounted, skis, landing gear, pontoons, skids, gas tanks, floats, fairings, streamlining, fuselages and, yes, solar power have been added to an airframe that is not modified in any way! The key is that the airframe should under no circumstances be changed or modified. In the letter Brian suggests, in ignorance, "Several ways to stabilize your glider would be to increase the washout and adjust the sweep and stagger, stabilize the trailing edge upper wing tip or change the ribs to a more pitch positive airfoil section (more reflex)." Under no circumstances should this be done. Don't become an amateur aerodynamicist. There is a specific reason for the combination of sweep, washout, stagger, decalage, and reflex as it is. It took many years to OP,timize. The aerodynamics were originally calculated in the years from 1900-1910 by British Army Lieutenant J. W. Dunne. Glen Curtiss worked on the design in the late l 920's and Taras Kiceniuk in the early 1970's. As designed the plane has proven beyond any doubt to have the stability and forgivingness which is so 6

necessary in an ultralight aircraft flown by sport pilots, many of whom have no previous flight training. In spring 1978 Brian Porter and Dave Butz came to me and informed me that they had designed a new airfoil for the Easy. They claimed, "That it would be a much better airfoil as they had determined that the existing airfoil was faulty." I knew beyond any doubt that the Easy Riser airfoil was the right one, and the thousands of hours of flight had proven it. When the prototype was being tested in 1976 by myself and Ed Cesar, every type of flight was covered from vertical dives, to aerobatics, to past 90 ° inverted stalls. The plane passed all tests without qualification. There is no placard limit to the airframe. It has been sand bag tested to positive 9 G's with a 200 pound pilot and to negative 5 G's. After the test the plane was taken to Marina, CA, and flown by Jack McCornack of Pterodactyl. Noted aerodynamicist Stan Hall observed the load testing and approved of it. The test appeared in the January 1978 issue of Glider Rider. I will cite the major untruths of the letter: 1) "The left side inner bay negative wires snapped causing complete structural failure." TRUTH: The negative wires only support the plane while upside down. They will hold a minimum of 5 G's negative with the plane upside down with a 200 pound pilot. This is stronger than most planes right side up, including jet transports. Even if the wires were broken, the plane would not suffer complete structural failure as only two negative wires were claimed by Brian to snap. Remaining are six more negative wires and ten more lifting wires, as well as 16 struts holding the wings together. 2) "I first discovered the tendency of my glider to diverge while I was pendulating in a swing seat. I have been aware, as has the manufacturer, of this problem." TRUTH: The glider has no tendency to diverge. I have personally flown vertical dives with complete confidence. Dave Kilbourne, the father of modern hang gliding, has been flying his Easy Riser exclusively for more than one year. He regularly makes dives in excess of 60 mph at Fort Funston, as has been witnessed by all the regular and very experienced flyers. Trip Mellinger has done the same maneuvers time after time. When we tested the glider Ed Cesar did continuous dive and full wingover stalls to over 90 ° (inverted), which are documented on film. There are almost two thousand Easy Risers flying and there is no pitch instability in the glider. 3) "Two of the ships were the first full factory production models." TRUTH: There were only two full factory production models and they were at the 1976 World Open, Brian's and mine. Steve Patmont had the third craft which was modified by Steve against my wishes. Steve was afraid to fly his modified plane at high speed. Brian flew his stock Easy by sitting on the nose and won the speed run. 4) ''The facts are that the Easy Riser has never been fully aerodynamically tested and has been diverging and displaying signs of pitch instability for some time now." TRUTH: The Easy Riser has been fully aerodynamically tested from the very beginning. The prototypes were tested by

myself and Ed Cesar who I hired in 1976 as test pilot. Ed has worked for Ultralite Products and Eipper Formance as test pilot, and his testing techniques are extremely thorough. The following is a quote from Brian himself: "Structurally, in proportion to its weight, the Easy Riser is stronger than any rigid wing hang glider in existence. It is an extremely versatile wing made to be as versatile as the air conditions it will fly in. This, in my opinion, makes the Easy Riser the greatest and safest self-launched thermal soaring machine around." 5) "Risers that may have a problem can display such incredibly stable characteristics in their normal flight envelopes, that one could fly the glider for an extended period without knowing that there was a potential problem." TRUTH: There is no truth in this whatsoever. 6) "The problem is very real, whether it can be explained or not." TRUTH: There is no divergence problem. 7) "The inner bay negative wires should be changed from 1/16" to 3/32" because the former has proven inadequate under inverted loads." TRUTH: The 1/16" negative wires sustain 5 G loads with a 200 pound pilot. It is stronger than most all aircraft, including Boeing 727 transports. 8) "Dive testing at high speeds while pendulating at speeds in excess of 35 mph is something that is rarely done." TRUTH: This is done all the time, every day. Brian himself conducted a test in which he flew in excess of 45 mph with his hands off the controls and his feet hanging down, while pendulating from a swing seat. He said, "The Easy pulled out by itself smoothly and easily, showing no divergent tendencies." CONCLUSION Just because one guy wins one contest does not give him license to be the spokesman for that aircraft. Just because a man claims that he is an authority is not reason to believe him. There are two types of information on a subject; fact, and opinion. I have been able to design and produce a world championship glider because I rely solely on fact, which I analyze and prove for myself. Opinions have never gotten me anywhere. Now the world is in a new era of aviation, solar aviation. This is due entirely to my ability to see and know facts, and to sort out and discard worthless opinions. If you do the same your future will be bright. This is to those who look to the future. Larry S. Mauro Ultralight Flying Machines

Supine/Prone Controversy Dear Editor, I was shocked to read in Dennis Pagen's rebuttal to my note on supine safety the following condensed statement: " ... the higher you are above the bar, the less likely your glider is to tuck ... can be readily demonstrated with models and is well understood by those individuals in the HOMA working on the problem of pitchovers." (Hang Gliding, April 1979, page 8, column 2, paragraph 2.)

HANG GLIDING

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.

m-s·s·o1·M·a·g-no·1-ia·~-v~-~-u-e-~-p-~-?-sa·~-~-n°-,N-~·o·s·1:-9E-~-(-60_9_)-66·3--2-23·4-·

-------------------------, Altimaster II

$89.95 Please rush me an 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------------~

Name _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

please print

Address _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ City _ _ _ _ _ _ _ State _ _ _ _ _ Zip _ _ Dimensions: 3" x l 1/~"

2", 1979 SSE, Inc. Altimaster is a trademark. Photo by Carl Boc,Ji<;;h.

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

INDHAVEN HAS IT ALL IN CATALOG 1979

INDHAVEN 1979

-FREE

SEND FOR YOUR COPY TODAY! See what we have to offer. It's all here

Flex Wings • Fixed Wings • Kits & Assembled • Instruments • Parachutes • Drogue Chutes • Engines • Suspension • Systems • Accessories • Full Price List Don't Wait! We Have What You Want

-SEND TODAYWINDHAVEN HANG GLIDING SCHOOLS, INC. 12437 San Fernando Rd. Sylmar, CA 91342 NAME ADDRESS CITY-------------STATL-___ _ _ _ _ _ _ ZIP --~l~OlE

My models readily demonstrate precisely the opposite finding. If Mr. Pagen's statement were true, then, by extrapolation, all those people hanging way down below their gliding parachutes ought to be in trouble deep. High wings are more stable in pitch as well as in roll, which is why they are almost universally used on two-axis radio-control trainers. I just built a model and trimmed it out to fly very well with a bit of nose weight. I then made a small ballast weight four times the weight of the wing (simple balance beam, model one foot out, weight three inches out the other way). The weight was attached to a sort of single strut undercarriage raked back at a small angle so that the weight could be moved up or down without affecting the glider's trim. An unnecessarily thick fin was added to the top of the model to counteract the excessive over-scale drag of the undercarriage and to eliminate undesirable complex motions in the yaw axis. The glider was then tested in two extreme configurations, with the weight very high and with the weight very low, about one average chord below the wing. With the weight high, the glider flunked every test. With the weight low, it demonstrated extreme stability. When dropped with zero forward speed, the low CG model always recovered promptly and effectively and right side up. The high CG model usually nosed in except during a few tests during which it recovered inverted in time to slam into the wall instead of the floor. When dropped nose down, both models recovered right side up but the high CG version sometimes looped and sometimes whipped. When launched level but backwards, simulating a massive gust from the rear, the high CG model tumbled with gusto and abandon and only occasionally recovered, while the low CG model tended to impersonate a badminton bird for a second or two and then fly away in a random direction, always right side up. The model I used in my test was a 1/16 scale balsa version of my experimental Zeke-III, span 27", root chord 6", taper about .4, no dihedral, no twist, a little reflex, 3" high vertical fin just behind the wing, on top, unstreamlined. The weight is unknown but the proportion of the ballast weight to the weight of the rest of the vehicle was 4 to I and I found that the weight of the whole thing is about equal to five standard clothspins (the wooden kind with steel springs). A supine pilot with his feet in the stirrup is incapable of falling into the sail unless he loses the stirrup. All you need is good tread on your shoes or a bit of half-inch velcro to wrap around your sneakers. Without the impact of the pilot against the keel, there will be no glider-destroying shock loads and a properly designed and maintained glider will be most unlikely to suffer any trauma, ditto the pilot. Takeoffs are easier supine than prone simply because the bar is higher, as are the tips. The primary cause of injury in hang gliding is the ground loop on takeoff or landing, very often caused by dragging a tip or catching the corner of the control bar against something. You don't have to carry the glider - let the wind lift it during the first step or two of the run. The awkward tight-suspension-line takeoff shouldn't ever be necessary except for one-step takeoffs in no wind, which are not recommended in any case. A supine pilot with a reasonably sized bar actually

has more control (especially in pitch) during the first step or two of the run than a prone pilot performing either of the standard takeoff patterns and depending on harness tension to rather inefficiently control the glider in pitch. That extra 20" of ground clearance (not 3 ', unfortunately) often makes the difference between being able to launch and having to pack up and go home. I have to admit that Mr. Fagen did make a minor point. A supine pilot is suspended farther from the wing in slightly faster airflow and has a larger V in his personal drag equation. There may even be a measurable difference. But I believe that anything a prone pilot gains in L/D by being suspended closer to his sail he loses in parasitic drag. Some prone harnesses have so much rigging that they look like something Boris the Spider created after Little Miss Muffet slipped him a loaded tuffet. Steven Moore Santa Barbara, CA

Moment Coefficient Requirement Dear Editor, Gary Valle's article, A Preliminary Analysis of the Longitudinal Dynamics of Ultralight Gliders, was well-written and very informative. His recommendation to establish minimum requirements for the moment coefficients for different classes of gliders would not only give the recreational flyer a chance to choose a design on the basis of greater stability, but also afford him or her the opportunity of comparing various makes of gliders on something more than just performance claims. Jack Meagher No. Conway, NH

Dealer Test Flying Dear Editor, For several years, Wills Wing has been campaigning for an HOMA requirement of factory test flying of each production glider prior to shipment from the factory. This requirement has been opposed by almost every other manufacturer, and is still not a part of the HOMA certification requirements. Certain manufacturers have claimed, both privately and publicly, that a program of test flying by retail dealers is preferable to and can legitimately substitute for a comprehensive factory test flying program. There is a misconception inherent in this argument about the respective roles of the dealer and the factory in this regard. Wills Wing believes that the manufacturer has an obligation to test each glider to insure that it flies the way it was designed to fly, that it is safe, and handles properly. It is unreasonable to expect that every dealer has the experience on each design he or she may sell to make this judgment on the basis of a single test flight. Only a factory pilot, with many hours of flight experience on many different gliders of the same design, can hope to be able to make this judgment reliably. We do encourage our dealers to test fly their customer's gliders before delivery, both as a final check and to increase the experience of the dealer with that design. We don't claim that every glider leaves the factory in a perfect state of tune to suit the individual preference of the customer who's HANG GLIDING

THE ®

HANG GLIDER EMERGENCY DESCENT SYSTEM

fhe Life Saver was designed with the ,ole purpose of giving a hang glider Jilot in trouble an Emergency Descent 3ystem. When the designer Rich )iccirilli. engineered this system he ealized that a hang glider pilot in an ,mergency situation. must be able to Jeploy his system in the least possible ,mount of time and always get a clean )Ositive opening.

CEY FEATURES :lephant ear handles (sure-grip) :nvelope deployed. The )nvelope is part of the throwiway container cover. :ontainer will open in any lirection. System is designed to >e opened and deployed in a ine step, one hand motion, Jsing either hand.

Life Saver 24 $325.00 Life Saver 26 $350.00

,tock Container Colors: 31ack, Chocolate Brown ~ust, Tan, Red, Blue \II Container trim black \dd $7.00 for custom :olor trim.

manufactured by

liJmm

ENTERPRISES, Inc. Post Office Box 3044 Jewport Beach, California 92663 (714) 642- 7881

\ I

---,,~,

available f r o ~ WESTGRRRO

PRRRCHUTE ENTERPRISE !NC

1518 N. COAST HWY. LAGUNA BEACH, CA • 92651 714-497-4421 Dealer inquiries welcome.

buying it. We ourselves spend several hours and many flights tuning our own personal gliders to our own personal preferences. However, we do know that every glider that leaves this shop has been tuned and tested by an expert factory pilot, often the same pilot who designed the glider in the first place, and we know that each glider flies safely and handles the way it was designed to, a.nd is tuned to within a few percent of its optimum performance and handling configuration. No manufacturer that does not test fly each glider can possibly make that statement, and no manufacturer could reasonably argue that every one of his dealers is as qualified to screen and tune his gliders as the factory pilots and designers who put hundreds of hours a year on those designs. The plain and simple fact is that the reason most manufacturers do not test fly each glider they make is one of pure economics; it's just too expensive. Because of this expense, it is difficult for us to compete with manufacturers who bypass such procedures as factory test flying. We will, however, continue to test each glider we make, and we will continue to try to make factory test flying an HOMA requirement. We are asking for the support of the hang gliding community in this regard. If you feel that factory test flying is important, say so - to your dealer, to us, to the other manufacturers. With everyone's cooperation we can make factory test flying an industry standard. Wills Wing, Inc. Santa Ana, CA

Unregulated Airplanes Dear Editor, Please, let's put an end to this before it puts an end to us! I find it almost impossible to believe that people like Larry Mauro and John Moody can't come up with a definition of a hang glider. Let me offer the obvious answer - an aircraft under 125 lbs. empty weight, foot-launched, intended for non powered flight only. We are being hood winked by a few people who want to use hang gliding as a vehicle to have unregulated airplanes. If you can define an aircraft with a motor on it as anything but a powered airplane you are just trying to kid yourself. We in hang gliding can work with the FAA better to keep freedom in hang gliding if we denounce the powered segment. One very obvious reason is simply site restriction. We don't have poetic license to fly anywhere we want. We need hills, winches, etc., just like sailplanes. We can offer control on an individual site basis. Can power? No! ~h~re are many other ways we can offer very positive control to the FAA, which we have done in the past and will do in the future, if we have a future. I don't want some pig farmer in Iowa with his new power toy to screw up and ground me forever. Don't let this powered hang glider stuff suck us down the sewer of government regulation. Voice your opinion. Save our sport. Earl W. Helm Lakewood, Colorado

Abusing the Term "World Record" Dear Editor, In the March issue of a handsome magazine called Powder (a skier's magazine) there is an article entitled "Hang Gliding." I was glad to see it. I am pleased when our wonderful sport begins receiving the recognition it deserves. But the article reminded me once again that we have a problem in hang gliding. I think we can call it a problem of education. I don't believe that all of our pilots know the difference between world hang gliding records and those cases where some person, any person, arbitrarily decides, for reasons of financial or personal gain (or ignorance), to call a particular flight a world record. The author of the article in Powder may or may not be a hang glider pilot, but it was obvious that he received his hang gliding information from hang glider pilots. In very bold type the following was set forth: WORLD ENDURANCE RECORD HAWAII - 14 HOURS, 15 MINUTES EASTERN U.S. RECORD - 9 HOURS WORLD DISTANCE RECORD, OWENS VALLEY, CA - 95 MILES WORLD ALTITUDE GAIN RECORD, OWENS VALLEY - 11,700 FEET ALTITUDE RECORD, THERMALING, TELLURIDE - 19,000 FEET ALTITUDE RECORD, GROUND LAUNCH, MT. MC KINLEY 20,320 FEET ALTITUDE RECORD, BALLOON DROP CALIFORNIA CITY - 32,700 FEET , At the end of the article, the names, addresses and phone numbers of six hang gliding instruction shops were listed. The impression was that the shops hoped to benefit by the promotion of hang gliding in a skiing magazine. That's fine. But the pilot who volunteered the information on records really ought to know better than to give false information. It is so easy to learn the facts and to get the same information across in an honest manner. The article in Powder was only one of many abuses of the term world record. Both of our outstanding hang gliding publications have printed ads and articles which falsely labeled certain flights (which I admit were outstanding and newsworthy flights) as world records, when they were not. Well, what is a world record, and what isn't. Hang glider pilots, some years ago, decided that in order for hang gliding to progress, mature and be regarded with pride throughout the world, it should join the prestigious United States organization which has served all groups and types of aviation enthusiasts. This organization is called th.e. National Aeronautics Association. Hang gliding became a member, along with such outstanding groups as commercial aviation, soaring and ballooning. By becoming a member of the NAA, hang gliding also became a member of the world body which, among other things, certifies and documents all aviation claims for world records. This organization, with its address in Paris, France, is called the Federation Aeronautique Internationale, or F.A.I. Hang glider pilots were asked to meet and determine the appropriate categories for F.A.I. recognition as world

records. In the interest of brevity, I won't go into the detailed reasoning behind their decisions. It was decided not to include the following for world record recognition. (I) Endurance (2) Absolute altitude (3) Altitude of launch (4) Balloon launch (5) Speed over any distance (6) Thermaling altitude, etc. Any of these categories can be added, by going through the required procedure. If you are enthusiastic and dedicated to one of the categories of hang glider flight which were not included, it is your right to pursue the efforts necessary to change the F.A.I. hang gliding code. I, for one, would welcome any changes which you are able to accomplish. I respect and am enthusiastic about all the categories which were left out. The eight categories of world records (four for men and four for women) recognized by the F.A.I. Code are (l) Distance (2) Distance to a preselected goal (3) Distance to a preselected goal and return, and (4) Altitude gain. I have recently learned that tandem records in these four categories have been available since 1977. This increases the possible records to 16. On February 2, l 979 CASI approved the change which divides flex wings and fixed wings into separate categories. This increases the possible records to 32. The important thing to remember is that the tandem flight at Lookout Mountain, Georgia which was claimed in print as a world record, (American Cup Special Edition by Sport Aeronautics, October 17-22, 1978, page 26) could have been a world record if the procedures of the Code had been followed. They weren't followed, so it wasn't a world record. And it should not have been labeled as a world record. So it's simple to remember that any hang ~liding flight, no matter how outstanding, which 1s not honored by a formal Certificate of Diploma, is not a world record flight, and is not (and this can easily be proven) recognized by any nation in the world, including the U.S. So, if it's not recognized by any nation, how can it be a world record? The fact is that in nearly all the cases where records were claimed, (Tandem, Absolute altitude, etc.) no barograph was carried and no independent person or authority was used to substantiate and verify the measurements claimed. There is still another important consideration in these cases where records are claimed. How does the pilot, who claims his flight was a record, know that nowhere else in the world some other pilot has exceeded the record he is claiming? There is no "clearing-house." · I think you will agree that it's not fair to demean and lessen the prestige of records, which are recognized by the nations of the world, by falsely stating, in writing to an unsuspecting reader, that a world record has been made when in fact it has not. Many pilots would like to see hang gliding included in a future Olympics. I agree that this would be wonderful! I believe that the chances of this happening would be facilitated by honoring the t.ruth (about world records) in our writing, and m our PR activities. It is a question of professionalism, discipline and pride. I have a feeling that we as pilots, when asked about our views on this problem, will accept nothing less. George Worthington San Diego, CA HANG GLIDING

new and exciting world awaits the largest cross section of in the history of hang gliding. Regardless of your pilotin9:JIII., -beginner, intermediate-even professional competitor-Delt Phoenix 60 has something for your own individual seasoning.

From its fully adjustable roll response to its wide range of speeds, the 60 will surprise you with its versatility and undemanding flight characterist ics as you climb to heights you never before thought possible in such an undemanding glider. World record holder Gary Patmor was shocked to find himself with a 6000-foot altitude gain in his Phoenix 60. Watch for both him and world record breaker Jerry Katz to be flying their 6Ds in professional competition. Unequaled as the one-step machine that beginners to experts are enjoying, the Phoenix 6D's colorful performance is brilliantly reflected by the beautiful colors in which it's available. Fine sailcloth is crafted into aerodynamically perfect wings which house Delta Wing's most important engineering and design accomplishment: an uncomplicated, rugged airframe built with aircraft-quality alloys (6061-T6) that sets up in minutes, thanks to Delta Wing's quick breakdown feature (no wires or bolts to remove, no deflexors). Phoenix 60 is sure to give you the speed and convenience you demand, as well as the safety and durability that you require.

Post Office Box 483 • Van Nuys. California 91408 • (213) 7SS.2474 • Telex No. 65-1425

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.

JUNE 7-10. Region 2 Qualifying Meet, Elk Mt., Upper Lake, CA. Certified gliders only, entry fee $30. Limited to 100 pilots. Contact Jim Richardson, 145 Los Altos, American Canyon, CA 94590. JUNE 9-10. Florida State Towing Championships. AUGUST 412, Sixth World Cup Delta Glider Championships. Contact: Lynn Novakofski, P.O. Box 1, Cypress Gardens, Fla. 33880.

JULY 14-22. Cypress Gardens 6th World Cup. AUG. 19-26. Seventh Annual U.S. Nationals. Crestline, San Bernardino, CA. Must apply by July 31. For more information contact Tom Milkie, 5645 Avenue de Vinedos, Anaheim, CA 92807 (714) 998-2154.

JUNE 14-17. Scottish Open Hang Gliding Championships. Cairnwell Mountain, Braemar, Aberdeenshire.

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

JUNE 16-17. Third annual Starthistle Meet, Baldy Mt., Medford, Ore. Contact Rogue Valley Hang Gliding Assn., P.O. Box 621, Grants Pass, Ore. 97526.

SEPT. 24-30. Telluride Manufacturers Invitational, Telluride, Colo.

JUNE 30-JULY 1. Second Annual Florida Glide-In. For motorized hang gliders and powered ultralights. Perry, FLA. Contact Grossburg Glide-In, Box 50961, Jacksonville Beach, FLA 32250 (904) 246-2568. Ultra1 i g ht pilots must preregister.

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.

Crystal Flight Resort JULY 1-3. Third annual powered ultralight fly-in. Brooks Field, Marshall, Mich. Early entry fee $20. At gate $25. For more information and entry forms contact Aero Float, P.O. Box 1155, Battle Creek, Mich. 49016 (616) 965-6455 days.

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.

TAKE HANG GLIDING WITH YOU DON'T MISS THE LATEST ISSUE BY FAILING TO NOTIFY USHGA OF YOUR CHANGE OF ADDRESS!! NAME

''The Only Complete Book On Hang Gliders. Transcends and Obsoletes Everything in Print!" Get the total story on: • Flying Techniques • Flyer Physiology • Top Models Analyzed • Flight Performance , Flying aualllies • Aerodynamics • Design Parameters • Human Factors • The Polar Curve , Dive Recovery

'You're a serious hanq qlider pilot! That's exactly why ou ne11d to read

THE

HANG GLIDER'S BIBLE." , \

• 480 pages • 306 illustrations ~

• Winds and Weather , · ' ,o "'"'" voo• o"" PEosom ""· FIU·"· '"" • Structural Integrity \ , cu,our ..0MA1Lmscou,o•"'w.oo,·,o,u,.oo 1 • Materials and Construction'II ,,.,,~/ • f .!f',tJ$.tfJJShm1copyo!JHEtLl.li!GGLIDER'SBIBLEtolhead<11m i\'-6 'tl II an d Alrf rame Fl ex lb I ty • sas \\ . bs!IOl\" lrn<:lcsemycl\eckormone~or~UIS.md,c.led • Advanced Cross.country FlyJng \1' 1 g~ ~. fi 29:t/~,~~~~~~·;~));~i~~~;~~1~:0:dld; • Histor; and Technical Advances j C '"""~'"' Amrnua<d'450[US)a,<m,t 1 3 • Buying Yourself a Hang Glider "'' ~ ~~~~:~·\1~51;~0 ~~ i:; 1~:~~ ~01~~~~> 1 ~m~ H • Plus, Seven Large Appendicles ·J ~·~s:/~~:~~b:.e~.~;~~uL.";~~~/1 7\~11anL1oeR·ss1aLt

.!'~'.:..--------------

USHGA # _ __

OLD ADDRESS CITY

STATE _ _ ZIP _ __

NEW ADDRESS CITY _ _ _ _ _ _ _ STATE _ _ ZIP ____ LAST ISSUE RECEIVED (PLEASE ALLOW FOUR WEEKS FOR PROCESSING)

Notify USHGA Early! Please Note: You must notify your post office that you will pay forwarding postage on your second class mail or you may miss an issue. USHGA, Box 66306, Los Angeles, CA 90066.

HANG GLIDING

Edited by John Ballantyne Skyline Capital Hang Glider Assn. USHGA Chapter 33 March-April Issue

(Having 24 people interested in a Red Cross first aid course, the CHGA included a special section on water safety and hang gliding - Ed.) Where we became unique was in our water rescue session. We decided amongst the four of us that we could obtain permission from some pool somewhere to let us bring a hang glider in and dump it in the water. We found that one of the class member's father happened to be connected with the military and we were able to obtain the use of the Bethesda Naval Medical Center swimming pool to do our thing. First, we had a briefing to show Mike and Marsha what kind of gear we wore as pilots and to give them a feel for what we were in for. We took my glider and set it up inside the pool area and began. We decided to put the glider in the shallow water before attempting to do anything in deep water. The first thing I discovered was that the glider becomes about 100 pounds heavier with the nose in the water. We decided we needed at least three to four people to do water rescue with a glider. Since we only had three people we decided I would be on the leading edge towards the nose, Mike would support the victim and Marsha would unhook the carabiner from the pilot support loop. It was my job to lift the leading edge of the glider out of the water, Mike's job to get to the victim and Marsha's job to release the victim from the glider. The victim was then carefully maneuvered from under the glider into safety and Marsha removed the helmet, careful not to move his head, while Mike continued supporting the victim. In a situation like this, one doesn't know what type of injuries have been incurred. Injuries to the back, spine, neck or head are all great possibilities and it is imperative that little or no movement be involved in extricating the victim. After five or six practices we felt comfortable enough with the method to try the deep water. When we put the glider in deep water, it sank within I Vi minutes. That in itself is frightening. With a snorkel on our victim we asked that he go down under the glider and "pretend" he was hooked up. There were many reasons for this. First, we weren't sure how long it would take to get him out or even if we could. Well folks, we found it not impossible, but very JUNE 1979

dangerous. When Marsha attempted to go down to the victim, she later told me she had a feeling that she was going to get hung up in the wires. The wires underwater are not very visible, and when you start down to your victim there's no guarantee you won't run into them. This can cause confusion, disorientation, and you can hurt yourself or get hung up and become a victim yourself. We were in agreement that, should a situation like this arise, a conscious pilot should do everything in his power to release himself. Carry a sharp knife to cut your support line if you have to, but the main thing is to get yourself out of that dangerous situation. If the pilot is unconscious, get to him and release if at all possible. If not possible, start cutting the sail. Remember, this is a life-threatening situation and you could very well involve yourself as a victim by trying to save the glider. Get the pilot and go! Southland Flyer Southland Hang Gliding Assn. April Issue NASA STATISTICS NASA is circulating a report that says the fewest near misses between aircraft occur at several uncontrolled altitudes and at airports with the least air traffic to control. According to NASA, there are 25.6 near misses per million operations in category I terminal control areas, 22.7 per million in category II, 17.4 per million in terminal radar service areas, and 8.0 per million at uncontrolled airports. The lowest near miss rate for en route traffic is between 10,000 ft. and 18,000 ft. - precisely the altitudes at which the FAA is proposing to increase control. Near misses averaged 2.3 per million operations between 10,000 ft. and 13,000 ft., and 1.9 between 13,000 ft. and 18,000 ft. The figures were 9.3 below 10,000 ft. and 3.0 above 18,000 ft. It is pointed out that the rates could be higher in controlled airspace due to increased risk of errors, because pilots are more careful in uncontrolled airspace, or because near misses are more likely to be reported in controlled airspace. International Sky Riders USHGA Chapter 32 March Issue Our display at Eastern Hills Mall was a great success thanks to Bob Russer, Steve

Kepner and Hans Tamberg. Bob's Moyes with its rainbow-colored sail caught the eye of thousands of awe-stricken wuffos, and Steve had his first half-hour flight in our new flight simulator. Aside from one man who told his son, while pointing at the airspeed indicator, "That's what they breathe through when they're up there," and another guy, who, after looking suspiciously at the glider for a few minutes, warned, "That's how the Germans got started," there were very few other dumb comments or questions. In general, I think that public knowledge of our sport has improved greatly over the last few years along with our equipment and flying skills. Hardly anybody calls it "hand glidings" anymore or asks if we don't get tired hanging on. The main purpose of our display was not to just sell gliders, or to get lots of people to come out and try hang gliding once. It has been our experience that thrill seekers don't do well in lessons or become good pilots. We are trying to reach people who really want to learn to fly, who maybe have been intrigued with flight since childhood, or have had dreams of flight. I believe this type of attitude, combined with good instruction, produces students who do very well in the lessons, do not get hurt and go on to become safe and competent pilots. SBHGA's Newsletter Santa Barbara Hang Gliding Assn. April Issue Editor: Kammy Low

(This appears to be an excellent idea that your club may not have thought of - Ed.) Kiyomi Bastian will look into the particulars regarding blood donations offered in the name and credit of the SBHGA. A chairperson and a co-chairperson are needed to chart and maintain records on quantity and date of donors. Anyone wishing to donate must visit the Blood Bank at 902 Laguna Street, SB, and specify that the blood to be donated is for the SBHGA, or a donor may give blood through the bloodmobile or during special blood drives. Blood will not be accepted for SBHGA credit unless a chairperson is named to handle the paperwork. Hospitals charge patients $45/per pint, with $25 the actual cost of the pint and $20 being charged for processing and storing. Russell Stewart moved and Jon Bastian seconded that the SBHGA open a blood bank account if the club membership accepts this proposal. Motion passed: unanimous. 13

*STILL IN STRONG DEMAND The OL Y continues as a popular glider although the Electra Floater 1===~ and even some other brands may outperform it. So why do we continue to sell so many OL YS? If you have flown the OL Y the answer becomes rather obvious . Ease of Handling - Light Control Effort - Quick Response - Safety Versatility - Broad Speed Range - Fun to Fly Being a design thats been proven over two years doesn t make the OL Y obsolete . To be obsolete means that something must be offered that is significantly better. When that happens we will stop producing the OL Y .

Consider the OLYMPUS . A 1979 glider with a 1977 price .

$1 095 .

The following new world records are cur-rently being applied for: Female Pilot Altitude Gain Pilot: Page Pfieffer Altitude gain: 4,000 ft. Place: Elsinore, CA Glider: UP Condor Fixed Altitude Gain Eric Raymond Pilot: 4,300 ft. Altitude gain: Elsinore, CA Place: Fledge 2B Glider:

Larry Mauro's Solar Riser, the first solar-powered airplane. Note solar cells on upper surface of the wing.

Delayed by unusually torrential Southern California rains, Joe Diamond's Second Annual Perris Valley Motorized Hang Glider Meet got off to a roaring start on May 5. Pilot attendance was excellent, with participation from as far away as Wyomalthough spectators were scarce due to the California gas panic. In contrast to last year's meet there was a noticeable scarcity of new designs. This year seemed to have been a period of perfection and refinement of existing ideas. The only real "new" was Monte Marr's a unique tailed monoplane with the engine mounted on the nose. The most spectacular new idea was Larry Mauro's Solar Riser, the world's first solarnnwr>,rNi airplane. The upper wing is half covered by solar cells, which receive the sun's energy through the transparent cover· ing on the wing, and convert the light directly into electrical current. The Riser carries a battery which powers a special motor developed for use in space vehicles. So for, Larry's longest flight has been only seven minutes, but he claims that completely the upper wing with good quali· ty cells would provide enough power to fly as long as the sun is up. His investment up to now $50,000. New mufflers abounded and noise levels were definitely down from last year. Although the Solar Riser won the Quietest Engine Award it was interesting to note that its reading of 92 db was not all that far from Ron Lehman's 2-cycle at· 94.5 db. This 16

would tend to suggest that the big obstacle to noise reduction is prop noise. The loudest engine had to be Ted Ankona 's propane-fueled pressure jet, mounted on an

USHGA is pleased to announce the latest addition to their certified school program; Freedom Wings Jnc., 9235 S. 255 W. San· dy, Utah 84070.

fcarus V.

The most impressive powered hang gliders had to have been the powered Mitchetl Wings, which were in abundance. Steve Patmont made a dramatic impression on the crowd by foot launching and landing his powered Mitchell. Steve also won the distinction of receiving the coveted Pilot Award. RESULTS New Power Larry Mauro, Solar Riser

Lightest Aircraft

Ed Sweeny, Geminiequipped Phoenix 6D; 86 lbs. Larry Mauro, Solar

New Design

Monte Marr, Weedhopper

Riser Best Appear· ancc/Craftsmanship

Brad White, Mitchell Wing Jack Britton, Easy

Riser Best Power Pack

Best All Around Pilot Award

Craig Lamatsch, Riser with Yarnell reduction James Mccornack, Pterodactyl fledgling Steve Patmont

More than two hundred interested people were present for the Mitchell Wing Meet, held April 13-15, 1979. The weather was absolutely beautiful. The campgrounds were nice green lawns, and the airport manager, John Konop, greeted us with open arms. As the pilots and guests arrived, they were duly signed in on the attendance register, given name tags, a copy of the flight pattern, and a copy of the flight rules for the fun contest we held. Bob Bowen, from Los Angeles, CA was first to arrive, flying his Quicksilver with a tuned exhaust, chain reduction, and equipped with wheels for take-off and land"" ing. Ted Ankona arrived with his foot launched learns 5, equipped with a Mac 101 direct drive engine. Four Pterodactyls arrived, two of which had flown nearly 200 miles cross country. Six Mitchell Wings were present. Steve Patmont and Dick Clawson both flew in together from Visalia, CA which is a thirty-mile cross country. Richard Avalon, from Portland, arrived with his wing mounted on top of his Datsun pickup. Gordon Thompson, from Whonnock, B.C. Canada, arrived with his Mitchell Wing in a trailer, and Brad White from Anaheim, CA arrived with his wing in a trailer. HANG GLIDING

Tasso 68 years young, made his first flight in a Mitchell Wing, along with several other visiting pilots. Doug Lamont from the Soaring Society of America got in a few fast taxis to get the feel for the controls of the wing. There was good soaring on Sunday, and engine-off flights were the order of the day. Everyone was up! Building seminars were held each day, and were well attended. Everyone had a good time, and we had no problems. Five judges were used to the winners of the fun contest in the following On Dick Clawson from categories: Visalia, CA in his Mitchell fitted l) Sportsmanship ·'"' 2) Pattern Flying 0 3) Spot Landings () 4) Target Bombing ~ .5) Fuel Economy ·t: g Based on the five categories, the follow-, ing awards were made: Steve Patmont i Grand Champion Ted Ankona { First Place Bob Bowen Second Place Dick Clawson Third Place Outstanding Pilot Dick Clawson Award Special recognition awards were to Richard Avalon, for best workmanship, Brad White, for outsanding design improvements, and to Gordon Thompson, for LEFT TO R/Gr/T: Dick Clawson, third place and outstanding pilot; Ruth Elliott, M Company secretary; most improved aircraft. Steve Patmont, grand champion; Boh Bowen, second place; Ted Ankona, first place. We are looking forward to our next meet, to be held Labor Day weekend. Everyone is welcome.

In order to qualify as an ultralight, the aircraft had to meet the following specifications: l) weight less than 150 pounds. 2) less than 125 cc. 3) Take-off and land under 25 mph. To most people, these minimum and maximum specifications go a long way to establish the category of ultralight, or sometimes called microlight, aircraft. Any other aircraft, we feel, should obtain an cxpc1rm1en,tal license, which is a simple F.A.A.

with a parachute, equipped with extra fuel, and dressed in heavy clothing, bringing his body weight up to 235 pounds, took off at I :50 p.m. with a sealed barograph, (with Steve Patmont in his Mitchell Wing flying as chase plane), to try for a new altitude record for an ultralight, using a 125 cc At 5,000 feet, Steve left Dick on his own. At .5:03 p.m. (three hours and 13 minutes later) Dick landed back at the Porterville Airport. The barograph was unsealed, and Dick had reached 12,170 for an alt.itude gain of 11,700 feet. We believe Dick Clawson has set a real record to shoot at.

I .,

(.)

The Easy Wider flying team has just added two new female pilots to their ranks. Kristen Hartinian, a 23-year-old Californian, and Teri Mynahan, a Canadian now in Southern will be touring with Tom Peghiny and Malcolm

Jones this summer. They will not only hit all the big competitions, bnt will be ·on a cross-country media tour promoting the sport. The pilots will be flying Seagull 9 and JO Meters and will compete in tow tournaments as well.

W'NG SPAN

34 IT

WING ONI Y

70 I IJS 30 LIJS 34 LIJS

LNGINI AND PIIOP

rn, GIAl1 I ANDS CHUIS!·S

ffle mo'>l sop/11st1cateci powr:rud ut1der uas1ly car fl(!(1 Cd! top

Sold in kit trnm 1or $1495° 0

UNUFl1 21, MP 11 ()!i

M P.11

GL lllf IJATIO m:rn 11 TIIAN I Ii I lsend $5~ 0 for mlormation brochure [ ]send $7° 0 for overneas inquiries

Namr:

Address (;1\y

State PJ1one

Send to M-Com1)any, 1900 ~; Newcornll. Porterv1llr' Ca 93?'.i! fol 209 781 0178 out'.;1rle Cdlil call ow toll lrne nu1111Je1 800 344 1?80 First placo 1978 World Ultralight powored tm:rnt Anolrn, Minn

- Grnnd Champwn 1978 [AA moot San Oiouo, Cal.

flnst

Dosign 1978 EAA meet San DiHgo. Cal. - First Place 19T7 Glider moot So Cnl. Nat Champion 19T/ Glidet rneot Hmiv ne1, Ok Wot Id Distancn rocord and Out and Oacl< rocord Ovot 400 Sold

Teri Mynahan (left) and Kris rlartinian with the Seagull Nine Meter they will pilot this year for E-Z Wider.

JUNE 1979

PACI FIC ULTRALIGHT AIRCRAFT COMPANY

#4 STATIONARY 25 IVORY SHEETS OF 8 V2 x 11 STATIONARY PLUS 15 ENVELOPES . LIGHTLY PRINTED WITH SILHOUETIED GLIDER (DARKEN ED FOR CLARITY)

B Women s S8.00 A Men·s S8.50 #5 SPORT SHIRTS 50% POLYESTER/50 % COTION • PROFESS IONALLY APP LI ED ARTWORK • THESE ARE HIGH QUALITY SPORT SH IRTS-NOT TH IN UNDERWEAR

18" x 26" CLOCK YOSEM ITE • WOOD FRAMED • BATIERY OR ELECTRIC

6090 LOS ANGELES AVENUE - #201 SANTA SUSANA, CA 93063 • (213) 322-4439 PLEASE SEND: P1 _ _ _ _ 18" x 26" CLOCK(S) Bat tery/ Electric $35.50 (Circleone) "2

12" x 16" CLOCK(S) Bat tery/ Elec tri c $24.95

..-3

6' ORANGE BA NER(S) $7.85 ea. (Pole no1 included)

/< 4

BOX(ES) OF HANG GLIDING STATIONARY S4.75/Box

Add S1.00 for postage and handling. Cal iforn ia residents add 6% sales tax. Dealer lnqum es lnv,red

,~~~~~"""'w~~~

12" x 16" CLOCK DAVE CRONK • W OOD FRAME • BATIERY OR ELECTRIC

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

PACIFIC ULTRALIGHT AIRCRAFT COMPANY

#3 6' WIND BANNER • BRIGHT ORANGE • 100 % DACRON • HEAT SEALED EDGES • MOUNTING POCKET FOR 1" POLE • 14" X 72"

Men 's Size

(S, M, L, XL)

Women 's Size __ (S, M, L, XL) Colors (men} Colors (women} (check one} (check one} BEIGE BEIGE - PINK ..., BLUE BLUE RED ..., WHITE WHITE YELLOW - ORANGE YELLOW CHOOSE THE WORD{S) TO GO BELOW ARTWORK; (Circle one) PILOT - GROUND CREW - FLY SYLM AR - ELSINORE - PINE FLATS - CRESTLINE - SOAR PLAYA DEL REY - NO WORDS

~. . . . . . . . . . . . . .. .

THE OBVIOUS CHOICE IN VARIOS IS NO LONGER OBVIOUS MODEL D

MODEL C

Has all the f eatures of the B model plus:

Ha s f eatures of mode l D at l e ft:

-New scale with better legibility

- Ha s high quality 250deg round meter r eading to 1600 fpm

-SinkAlarm tripping point and sensitivity changeabl e by user

- same tight audio r e sponse as always

- Mounting bracket fits on e ither side or on top (without opening case). PRICE

PRI CE

$198.00

$159.00

~ite~

....

Kathy Kanavle holds two new Hunnningbirds by Litek 1101 Lovell Ave. , Campbell, CA 95008

..............................

- PART Ill

SPEEDS TO FLY

Comparing Polars

© Copyright by Dennis Pagen In the first two parts of this series of articles, we looked at several ways to use a polar to improve our flying efficiency, and increase understanding of our glider's performance. We also investigated how to plot a polar for a unique glider/pilot combination. With this polar chart available, we can learn how to fly for performance in varying conditions, maximize different competition tasks and increase our safety factor. One more useful aspect of polar graphs that we can exploit is the comparison of polars of different aircraft. From this comparison, we can learn how various design factors affect our performance. Understanding these factors makes glider selection less a matter of chance. In this article, we will not only compare polars, but review circling polars and wing loading factors as well.

graphs. Figure 1 depicts the situation described in the above paragraph. The curve AA is the polar graph with the lighter wing loading (yours), while BB is the graph with the heaviest wing loading (your friend's). Note that both curves exhibit the same maximum glide ratio in still air, as given by line OC (see Part I to review this concept). In fact, BB was derived from AA by simply moving the entire curve down line OC. (Actually, the curve becomes flattened somewhat in the process of translating it for different wing loadings, due to the fact that the velocities change with the square root of the wing loading. Consequently, BB is not as steep as AA.) 100

FLYING- .SPEl=D(MPHJ

POUNDS PER SQUARE FOOT How many times have you spent the day counting the wrinkles in your buddy's sail from high above, only to find that the next soaring day finds you hopelessly below him? The cause of this anomaly could be the difference in your thermalling abilities, but most likely is simply a matter of wing loading. To illustrate, imagine that you are both flying identical gliders, but your friend weighs more than you, so his wing loading is much higher. It is easy to see that under most conditions you will have a better sink rate than your friend, since sink rate decreases as wing loading decreases. However, your friend should be able to penetrate (fly faster than you) due to his high wing loading. Now, imagine the two of you flying in ridge lift with a 20 mph wind. In order to go anywhere in the lift, you must fly faster than 20 mph - say 28 mph. You will find that this speed is well above your minimum sink speed. On the other hand, your fat friend may be so heavily loaded that he can actually fly at his minimum sink angle of attack, and get a better sink rate than you, despite his greater wing loading. Of course, he calls down all sorts of obscenities to you in payment for your usual habit of flying above him. If this sounds confusing, fine, that's why we take the trouble to look at the polar JUNE 1979

AA). Draw horizontal lines from D and E to determine the actual sink rates achieved. The two curves cross at point F. This corresponds to a flying speed of about 23 mph. It is easy to see that at all flying speeds below 23 mph, curve AA will provide a better sink rate, while curve BB will sink more slowly at flying speeds above 23 mph. Thus, some conditions are better for your wing loading and some are better for your friend's. Now, let's see what happens to the glide path of the two gliders in a 15 mph headwind. As we saw in Part I, we can find the best speed-to-fly to achieve the maximum distance over the ground by drawing lines

2.0

Z.5

100

.'(

If) 400

500

FlGUR~

Continuing to look at the figure, we see that curve AA yields a minimum sink rate of 250 feet per minute (fpm) at a flying speed around 18 mph, while curve BB gets a minimum sink of 275 fpm at about 20 mph. Now let's see what happens if both gliders fly at 28 mph. Draw a perpendicular line from 28 mph on the horizontal axis, cutting AA at D and BB at E. Points D and E represent the performance when the gliders are flying at 28 mph. We see that Eis higher than D, meaning your buddy (curve BB) is getting a better sink rate than you (curve

from 15 mph on the horizontal axis, tangent to the curves. These lines are shown in figure 2. The tangent to curve BB has a shallower slope than the tangent to AA. This indicates that the more heavily loaded glider (BB) actually gets a better glide path over the ground (both gliders achieve the same maximum glide with respect to the air), as well as a better sink rate in the 15 mph wind. This is in keeping with the concepts of speed-to-fly as outlined in Part I. That is, higher wing loading helps you in a headwind. 19

100

FLYING- SPEE':..D

2-0

(MPH)

100

soo

F IG- U f<.. I:=- 2.. ,

Sailplanes use water ballast to vary their wing loading for the conditions at hand. Hang glider pilots can't do this so easily, but we can purchase gliders sized according to our preferred type of flying (for example, light winds, strong winds, weak thermals, etc.). Of course, gliders don't come in an infinite number of sizes, but there are enough models to choose from to provide a pilot with the "perfect" glider. THE PERFORMANCE SPECTRUM

In the above discussion, we assumed that the gliders remained the same and merely changed the wing loading. However, it should be obvious that various designs perform differently, so their polars are not the same. To illustrate this matter, figure 3 is presented with characteristic polars of a standard rogallo, a state-of-the-art high performance hang glider and a sailplane. We can see that the minimum sink and maximum glide ratio improve as we proceed from the standard to the high performance hang glider to the sailplane. Also, note that the stall speeds of the better performing aircraft are greater (as are the minimum sink and best glide speeds). The sailplane is neither foot launchable, nor is it able to slow down as much as a hang glider to take advantage of small lift patches. The most important thing to learn from the comparison of polars is how the slopes of the curves differ. The sailplane polar is the flattest of all. This means it doesn't fall off in performance as it speeds up as much as a hang glider does. One of the causes of this high speed loss in performance is parasitic drag. The sailplane avoids this pitfall by fairing the pilot and structure within the

long, sleek fuselage and wings. Hang glider pilots can do little in this respect, except fair their crossbars and fly prone or supine. The use of double surface sails also helps performance at higher speeds. Besides changing wing loading (size of the glider) and parasitic drag, what other factors affect hang glider performance? Sail distribution in planform, sail billow and aspect ratio are a few. Increasing aspect ratio (a measure of how long and thin a wing is) has been promoted in the past as the secret to improving performance. This is true up to a point. Unfortunately, higher aspect ratio gliders tend to suffer from increased parasitic drag due to their wider spans and accompanying hardware. In addition, long, thin wings tend to wash out more, so anything gained in increasing the aspect ratio beyond a certain point (about 7 .0 or so) is lost in reduced span efficiency. Increasing aspect ratio will improve maximum glide ratio and minimum sink rate, but the polar of such a craft tends to fall off rapidly above these two cardinal speeds. Of course, increasing the wing loading will correct this problem somewhat. This latter practice has been followed by designers in the past, as can be seen by the smaller and smaller sail area used as gliders progressed to the high performance models of today. However, the trend seems to be moving back to larger gliders with lower aspect ratios accompanied with super fast handling. The reason for this is their superior thermalling ability. TURN POLARS

When a glider is in a constant turn, centrifugal force acts to effectively increase the

weight of the pilot and thus increase the wing loading. In addition, the lift distribution over the entire wing of the glider is not the same as it is in level flight. Consequently, the polar of a glider is very different in turning flight than it is when flying straight ahead. An interesting result of this phenomenon is that certain gliders may get exceptional performance when flying straight and level, but lose performance drastically when in a turn. This is the reason for the interest in the large, slow flying "floaters" entering the market. They perform well in turns and tend to be good thermalling ships, if the thermals are abundant enough so that long glides aren't required. To get a picture of a glider's performance in turns, we can construct a "turn polar." That is, we can hold the glider in a given bank angle and measure the sink rate at various speeds. This is somewhat tricky, so an easier route is taken by calculating polars from the known increase in wing loading and thus, sink rate and flying speed in turn. A further refinement to this process is to place the radius of the turn along the horizontal axis instead of the flying velocity (the two are directly related at any given bank angle), and display a group of polars at various bank angles. This will allow us to choose the right bank angle for the desired circle radius - an important concept when flying thermals. 5,ALL S?E.EDS

F'-1&-VRE'.. 3.

Figure 4 illustrates the turn polars of a hypothetical hang glider. Polars for turns of 20°, 30°, 45 °, and 60° bank angles are shown. The dashed line represents the best performance at each angle of bank. To find what angle of bank to use for a given turn radius, simply drop a line from the horizontal axis to the dashed line and see what angle of bank polar you land on. For example, assume you want to turn with a 30 ft. radius. A vertical line from the 30 ft. mark meets the dashed curve at point A. This requires a bank angle between 60° and 45 ° say 53 ° - to provide the minimum sink rate. (Note that an infinite number of curves exists between any two polars represented in the drawing. For bank angles between those shown, simply sketch in additional curves.) Finding the proper bank angle for a given radius is not a thing a pilot can do in the air, HANG GLIDING

100

with a calculator and graphs, but studying the concepts and drawings will make your flying less seat of the pants and more consistent. Spend some time watching your vario while flying through turns in still air to get an idea of how your sink rate increases as your bank angle gets steeper. One point worth noting is that wing loading adversely affects performance to a greater degree as the bank angle increases. That is, at a 60 ° bank, the sink rate will increase a much greater amount than at a 20 ° bank for a more heavily loaded glider. The moral: When thermals are small, fly as light as you can. In the above discussion, we required the best bank angle for a given turn radius. This is a very realistic situation when flying thermals. Another requirement may be to perform a turn as quickly as possible. In this case, the steepest bank possible is desirable. A 60 ° bank angle will minimize altitude loss while completing the turn as quickly as possible. On the other hand, if the requirement is to perform a given turn with minimum altitude Joss (for example, when turning pylons), the best angle of bank is 45 °. Any lesser bank angle takes too long to complete, so more altitude is lost. A greater bank angle loses more altitude because the sink rate increases rapidly in steeper turns. This last matter can be derived from the graph of turn polars. Since we know the turn radius and flying speed as well as sink rate, we can find the time of completion of

2.DO

.20

4C>

fl.

Seo

RADIUS (p)

,'~

z.0°

:300

':l.

z 0

~45°

LLI

600

------~

,-..

I ,400

~60°

Vv 1000

FIG-UR!.'::.

a given turn, and thus, the total altitude lost. Most pilots don't get into an active sport such as hang gliding to learn and practice physics. However, we should realize that our level of achievement in many sports can be improved if we do our homework. The important point is to fly for enjoyment. If you prefer not to work so hard, then fly (safely) by intuition. If you like working out problems and understanding the principles involved in hang gliding, then by all means, study the concepts of speed-to-fly and the polar graph, then apply what you learn to your everyday flying. For those readers wishing to learn more about polars, I recommend the following:

Ball 500·H VARIOMETER

Cross Country Soaring, by Helmut Reichman (Thompson Publications); Applied Physics Laboratory (APL) Technical Digest, Volume 12, No. 13; Best Flight Speeds to the Next Thermal, by Dr. Paul MacCready, Ground Skimmer, May, 1976; Hang Gliding for Advanced Pilots, by the author. When you have digested all this information, you'll be ready for any condition or event. Be sure to fly safely and share your knowledge. ~

(Last month's installment of this column contained a large error which escaped our hawk-eye proofreading. The formula on page 27 should have read: vh =~ v2 - Vv2 Ed.)

PILOTS! LEARN TO FLY SAFER, HIGHER, FURTHER L'jJ-To-Dalt Jllustrnll'd Tnfi1n11atiu11 G 11a ra 11/cnl Tu 1111/JroI'I' Your F/yi11g. M'rit1e11 Br .-l CSHG.·1 I 11str11ctor.

* NEW * HANG GLIDING FOR ADVANCED PILOTS -

DETAILS ON: COMPETITION* MOTORIZING* EFFICIENTTURNING *POLARS* SPEEDS TO FLY* THERMAL TECHNIQUES* DISTANCE SOARING* PERFORMANCE TUNING* DESIGN CONCEPTS * INSTRUMENTS * ADVANCED EQUIPMENT * SPOT LANDING. $6.95 + 45,e POSTAGE.

$265.00 ppd. • Specially designed for sky-sailing • Lightweight, rugged, durable, and stylish • Temperature compensated, self-zeroing, stable • Pressure transducer opernted • 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

INDHAVEN

HANG GLIDING SCHOOLS, INC. 12437 San Fernando Rd. Sylmar, Ca. 91342 (213) 367-1819

HANG GLIDING AND FLYING SKILLS -A COMPLETE TRAINING MANUAL - DETAILS ON: BEGINNING FLIGHT* INTERMEDIATE SKILLS* ADVANCED MANEUVERS * SIMPLE AND ADVANCED AERODYNAMICS * GLIDER DESIGN * GLIDER REPAIR* SELECTING EQUIPMENT* THERMALLING * HANG GLIDING HISTORY* CROSS-COUNTRY* TANDEM FLYING* TOWING AND MUCH MORE. $5.95 + 45z POSTAGE.

HANG GLIDING AND FLYING CONDITIONS - THE ROAD MAP TO THE SKY - DETAILS ON GENERAL WEATHER * TURBULENCE * ROTORS * WINO SHADOW * SEABREEZES * WINO GRADIENT * SOARING CONDITIONS* THERMALS* WAVES* WINOS ALOFT* LOCAL WINOS* CLOUD TYPES * SITE READING AND MUCH MORE. $5.95 + 50,e POSTAGE. $10.95 + 55.£ POSTAGE FOR ANY TWO $14.95 + 75,e POSTAGE FOR ALL THREE. DENNIS PAGEN, 1184 ONEIDA ST., STATE COLLEGE. PA 16801 DEALER INQUIRIES INVITED

California residents add 6% sales tax. Dealer inquiries invited.

JUNE 1979

EVOLUTION OF THE SKY SAIL by L.D. Hewett Dr. Lionel D. Hewett is a Professor at Texas A&I University, Kingsville, Texas, where he teaches physics, astronomy and solar energy and is doing research in solar air-conditioning. He has been sailing boats since he was 12 years old and now owns a 16 ft. sloop-rigged catamaran. Although he has been a licensed airplane pilot since 1966, it was not until the summer of 1977, while on vacation in California, that he made his first flight in a hang glider. He is currently a member of the USHGA and has been following the developments in hang gliding with considerable interest. INTRODUCTION Anyone who has followed the historical development of the flex-wing airfoil used on the Rogallo-type hang glider is undoubtedly aware of the fact that it is evolving very rapidly. Hardly a day goes by that some modification or improvement is not introduced and an explanation given as to why such a change results in a safer, higherperforming skycraft. In retrospect, every such change seems so obvious that one wonders why it was necessary for the sky sail to evolve at all. Couldn't a little foresight have been used to save several years of design work and testing, as well as thousands of dollars and many lives? This question is, of course, academic for who in the world has the foresight equal to the 20-20 vision of hindsight? And yet, there is an uncanny similarity, at least up to

Egyptian Square-Rig (3000 B.C.)

the present time, between the 500-year evolutionary history of the ultralight, flexwing sky sail and the 6,000 year evolutionary history of the conventional sailboat sail. There are differences, of course, primarily due to the inherent differences between the two types of application, but overall, the two evolutionary histories have resulted in the same basic sail types occurring roughly in the same order. Whether these parallel developments shall persist in the future, only time will tell. But if the future trend in sky sails continues to parallel that of boat sails, as it has in the past, then it may well be possible to use this information to predict the future of sky sail evolution and thereby hasten the day when the super-high performing, super-safe skycraft is available for everyone to fly.

THE PRINCIPLES OF EVOLUTION Before discussing the specific evolutions of sky sails and boat sails, perhaps it would be wise to review some of the general principles concerning evolution. Basically the process of evolution requires that a certain modification be introduced into the pool of design possibilities, and after a period of testing based upon the "survival of the fittest," the modification either slips into disuse or gains widespread acceptance. In some cases a modification seems to gain acceptance immediately after its introduction, while in other cases it seems to "sit on the shelf" for years before "its time" finally arrives, or it may fade in-

Parachute (1940)

FIGURE 1. AIR DRAG SAILS

to disuse and be forgotten, only to be rediscovered again at a later date. For this reason it is often difficult to give a specific date as to when a particular modification takes place (or even to state unequivocally the order in which certain modifications occur.) One could date modifications according to the time of their first usage, but such dates, even if they were known, could present a grossly distorted view of the evolutionary history. In most cases it is better to select a date typical of the period in which the modification has gained acceptance and is readily available to those who would care to use it. The illustrations in this article have been selected according to this dating scheme. It should be obvious from the above discussion that if one is so determined, he can find exceptions to the dates and the order of evolution presented in this article. For example, although the Chinese junk used fully battened sails as early as 1,298 A.D., it was not until the middle of the twentieth century (long after the introduction and acceptance of the sloop rig) that it was used extensively in the European and American cultures, primarily as the sails of high-speed catamaran sailboats. Similarly, one can find examples of the Bermudan rigged skycraft (Scientific American, December 1974) and the sloop rigged skycraft (Hang Gliding, December 1978) which were built and flown well before the standard Rogallo became the accepted "standard." But these examples only serve to illustrate two important truths concerning evolution in general: (1) design modifications which are widely known but seldom used will suddenly come to the surface and gain widespread acceptance when the conditions are right and (2) innovative ideas will abound in an unregulated environment. AIR-DRAG SAILS With these thoughts in mind, let us begin our comparison of the evolutionary histories of the boat sail and the sky sail. Both histories begin with the use of air-drag devices. In the case of boat sails, this history begins with the square-rigged sail more than 6,000 years ago. Even the earliest records of such sails, which occur on the walls of ancient Egyptian monuments, depict these large, billowing sails in essentially the same finalized form as is sometimes used today. Figure la illustrates a 3,000 B.C. version of one of these early Egyptian square-rigged sailboats. The sail was supported from its top by a long, horizontal spar (today called a "yard") which was lifted to the top of the vertical mast by ropes (or "lines"). Other lines were used to support the mast and the yard against the forces of the wind pushing against the sail. HANG GLIDING

The sail was located in the forward portion of the boat and used only when the boat was going downwind. When traveling upwind or crosswind, the whole sail assembly, mast and all, was removed and stored on-board ship. Power, in this case, was supplied by slave labor. The history of sky sails could be said to begin with the parachute, first proposed by Leonardo da Vinci sometime in the 15th century. After the invention of the airplane, the parachute gained widespread use, and by the beginning of World War II it looks something like that illustrated in figure I b. At first glance the parachute appears to differ considerably from the square-rigged sail, but the differences are only superficial. The square rig needs a mast and a yard to support it against the downward pull of gravity, and a larger number of lines are attached directly to the parachute, but otherwise, the two are essentially identical. Their performance is essentially the same, too. Just as the square rig can only go downwind, so the parachute can only go downward. Oh, sure, modern refinements of the parachute have resulted in a certain amount of horizontal mobility and control, but the chances of using a parachute to soar are just about the same as using a square rig to sail against the wind. LIFTING AIRFOILS

The reason that these air-drag devices are so limited in their performance is that they are specifically designed to "trap" the air as it moves past the sail and thereby eliminate (or at least reduce to a minimum) any motion between the sail and the air. Since the whole principle of operation is based upon friction, such sails are extremely inefficient from the energy point of view and quite limited in their maneuverability. Lifting airfoils, on the other hand, operate on an entirely different principle. They are designed not to stop the air but to deflect it. As the air is deflected, it exerts a force on the airfoil and produces lift as well as drag. The ratio of an airfoil's lift to its drag is one measure of the efficiency of the airfoil. Modern rigid-wing airfoils can have an L/D ratio in excess of 40 while a pure air-drag device such as discussed previously has an L/D ratio of 0. The real breakthrough in boat sail design occurred with the introduction of the lifting airfoil sail. The first such sail was the triangular "la teen" sail introduced sometime around the 7th century A.D. By 850 A.D. such sails were quite commonly used on Greek sailboats, such as the one illustrated in figure 2a. For the first time in history boats had the practical capability of sailing in essentially any direction; not directly against the wind, of course, but sufficiently upwind so that at JUNE 1979

Greek La teen (850 A. D.)

Standard Rogallo (1973)

FIGURE 2. LIFTING AIRFOIL SAILS

least in principle, it was possible to sail to any location under wind power alone. In practice, however, there were certain limitations. For example, if there was no wind, if the wind was blowing the wrong way down a narrow strait, if the water current was too swift, if the wind was too strong, or if the sea was too rough, then sail power was inadequate. Nevertheless, as long as the conditions were reasonable, the sailing possibilities were unlimited. In a similar manner, the real breakthrough in sky sail design occurred around 1950 with the introduction of the Rogallo flex-wing. Figure 2b illustrates the sky sail pattern of a standard Rogallo skycraft as it appeared in the early l 970's. The similarity between the Rogallo sky sail and the lateen boat sail is obvious. And just as the lateen sail made true boat sailing possible, so did the Rogallo flex-wing make true sky sailing possible. For the first time in history a sailwinged aircraft had sufficient performance capabilities for sustained flight under controlled conditions. Again, there were practical limitations. For example, if there was no vertical air movement, if the wind was blowing down a slope, if the wind was too strong or too turbulent, then sustained flight was not possible. But under optimum conditions, the soaring possibilities were fantastic. BATTENS

The next major advance in boat sail design occurred in China, around 1300 A.D., with the introduction of the fully battened sail. Figure 3a illustrates the use of such a sail on a Chinese junk of the late 16th century. Since European vessels of that time still depended primarily upon the square rig with an occasional use of the lateen sail, many European sailers were amazed at the speed and agility of these awkward looking Chinese junks. The battens, of course, permitted more efficient sails by providing better control over the

shape and billow of the sail. Similarly, the next major advance in sky sail design occurred with the increasing use of battens around 1975. Today the standard Rogallo is almost totally extinct, having been replaced by the fully-battened, modified Rogallo. Figure 3b illustrates the sail pattern of such a craft. Because the use of battens has increased the designer's control over sail shape and billow, the result has been a boost in skycraft speed, control, stability, safety and overall performance. BERMUDAN RIGGED SAILS

Another major advance in boat sail design occurred with the introduction of the Bermudan rig sometime around 1600. Instead of supporting the sail by a spar or yard attached to the mast, the leading edge of the sail was, itself, attached to the mast, thereby eliminating completely one of the spars. The net result was that the sails could be made taller and, with their leading edge perpendicular to the wind, their higher aspect ratio and their cleaner aerodynamics, more efficient. By using Bermudan sails, boats were able to sail more quickly and point more closely into the wind. Modern Bermudan rigged sailboats, such as the fully-battened catamaran illustrated in figure 4a, are able to sail more quickly than the wind under certain conditions. (A catamaran, by the way, is a light-weight sailboat with two long, narrow hulls located side by side having a platform mounted between them. It is also common sailing terminology to refer to a sailboat having a single sail with its mast located forward as a "cat boat." So the Bermudan rigged catamaran is sometimes called a "cat-rigged catamaran.") Let us now take a look at the current state-of-the-art in sky sail evolution. Most of the skycraft on the market today utilize the fully-battened, modified Rogallo sky sail discussed in the previous section. But if

one looks at the very latest highperformance designs, he will notice two things that indicate a strong trend toward the Bermudan rig. The first indicator is the continued increase in nose angle. Almost all of the latest and hottest skycraft have a nose angle of about 110 ° to 130 ° - a significant increase over t~e 80 ° to 90 ° nose angle of yesterday's standard Rogallo. Undoubtedly, the only reason the nose angles have not already been increased to 180° (corresponding to the vertical mast of a Bermudan rigged sailboat) is that such designs result in certain aerodynamic instabilities. Remember, sky sails must be essentially self-stable, whereas boat sails are anchored to a relatively secure platform - the boat itself. A second indicator of the trend toward Bermudan rigging is the attempt by almost all designers to eliminate the effect of the crossbar. Most designs accomplish this by hiding the crossbar inside a double surface wing, although a few actually remove the crossbar itself. In this case, the leading edges (or "masts") of the resulting Bermudan rigs are anchored by cables (or "forestays") to the forward extended keel (or "bowsprit") of the skycraft. A well-known example of such a craft is the Antares, introduced in 1978 and illustrated in figure 4b. This and other "bowsprit" models should be demonstrating their capabilities this year, and if they perform well against the flight, safety, and market competition, then we can expect other manufacturers to follow suit with their own Bermudan skycraft designs.

Chinese Junk (1580)

Modified Rogallo (1977)

FIGURE 3. FULLY BATTENED SAILS

SLOOP-RIGGED SAILS The next major advance in boat sail design occurred almost immediately after the introduction of the Bermuda rig. Within approximately 50 years (around 1650) a small, triangular sail had been installed with its leading edge attached to the forestay. Such a sail is now called a "jib" and the large Bermudan sail is usually referred to as the "mainsail." The whole jib-mainsail combination is said to be a "sloop rig." Figure 5a illustrates a modern slooprigged fully battened catamaran. These boats are among the fastest sailboats ever built and represent the current state-of-theart in high-performance sailboat design. Different people give different explanations as to how the presence of the jib improves the sail performance of the sloop rig. Some say that the jib increases the velocity of the air behind the mainsail which results in lower pressure and greater lift. Others say that the jib has little effect upon the mainsail performance, but simply acts as a second sail, utilizing the undisturbed air blowing across the bow of the boat - air

Cat-rigged Catamaran (1970)

Modern Bowsprit (1979)

FIGURE 4. BERMUDAN RIGGED SAILS

that would otherwise be wasted. But regardless of your choice of explanation, the fact remains that a sloop rig performs better than a Bermudan rig of the same mast height and total sail area. In order to get a Bermudan rig to perform as well, one would have to increase its aspect ratio by increasing the height of the mast. But the sloop rig accomplishes this higher performance without the problems associated with the taller mast - problems such as added weight, greater tendency to capsize, increased sail washout and more strain on the rigging. Furthermore, the size of the jib can easily be adjusted to fit the weather conditions. Now what about sky sails? Will the next generation sky sail be sloop rigged? Who

knows? Certainly not I. But if the evolution of sky sails continues to parallel that of boat sails, then this would seem to be the case. After all, the advantages of the sloop rig over the Bermudan rig would seem to be essentially the same for the sky sail as for the boat sail. Figure Sb illustrates a possible example of such a sloop-rigged skycraft. It is effectively a flex-wing biplane, and should have the corresponding increase in performance without increasing the wing span. As a result it should have greater roll stability against gusts, and make tighter low-speed turns without the danger of wingtip stalling. Its weight should be less than that of a conventional Rogallo (it has no cross tube and shorter masts) and its effective aspect HANG GLIDING

.'·

\ \

Modern Catamaran (1979)

\,'.

Next Generation Skycraft? (????)

FIGURE 5. SLOOP RIGGED SAILS

c_r:::::,

Modern Sailplane (1979)

Ultimate Skycraft? (????)

FIGURE 6. SUPERHIGH ASPECT RATIO CRAFT

ratio and sail area can be adjusted simply by changing jibs. A small "storm jib" or no jib at all could be used in strong or gusty winds or when high speed is needed such as in cross-country flying, a standard jib could be used under normal conditions and a large "genoa" ·could be used for dual flights or when one wishes to float about in light air conditions. Of course the craft will have to be welldesigned to realize its full potential and precautions would have to be taken to assure that the sails are "set" properly at the beginning of each flight. Provisions for trimming the sails in flight could be dangerous and difficult, yet it could also permit optimized flight characteristics under varying conditions. With such a skycraft, sky sailing could really become an art as well as a sport. Imagine entering a JUNE 1979

contest with a glider able to be optimized for every flight condition. SUPER-HIGH ASPECT RATIOS Since we have reached the state-of-the-art in the case of boat sail evolution, it would seem that we have reached the limit of projecting future trends in sky sail design by using the parallel evolution technique. However, there is still one more extrapolation that may prove useful. Let us turn our attention to figure 6a, which illustrates a modern, state-of-the-art, high-performance, conventional, rigid-wing sailplane. Such a glider is obviously the best sky sailing aircraft available today and is characterized by its super-high aspect ratio wings with laminar flow surfaces. It is the current end product of a long and extensively researched evolutionary process

directed toward obtaining the best performing soaring aircraft possible. Considering the limitations inherent in the sailwing design, it is quite doubtful that a sky sail craft will ever match today's performance of these rigid-wing beauties. For all practical purposes, therefore, we may assume that the current state-of-the-art sailplane is a reasonably good approximation to the ultimate end product of the sky sail evolution. But if this assumption is valid, why has the boat sail not evolved accordingly? Indeed it hasl Both rigid wing and flexible sails of super-high aspect ratios have been built and installed on sailboats. However, the friction of the boat moving through the water is so much greater than the effects of air friction, that the increase in performance is hardly measurable, and certainly not cost effective. Only after a method is found which reduces the water friction will it become practical to use higher performing sails on sailboats. In other words, we already know how to build better boat sails than we can use. But this may not be true for sky sails. It is quite possible that we can use better sails than we know how to build. In all probability, the ultimate sky sail will be a superhigh aspect ratio wing and the ultimate skycraft may look something like that shown in figure 6b. It will probably use sailwings for both vertical and horizontal stabilizers and may use wing warping on all control surfaces for high speed control and weight shift for slow speed control. In order to realize the high-speed performance potential of this craft, the pilot will need to wear some kind of laminar flow flight suit and harness. The craft could be flown either in the sloop or Bermudan rig configuration and use different size jibs for different flying conditions. It is, of course, impossible to give specific flight specifications of such a skycraft, but there seems to be no reason why one could not be built which is as light and portable as today's Rogallos and yet have an L/D ratio as high as 20 and a top speed in excess of 60 mph. CONCLUSION Of course, only time will tell whether these projections of the future of sky sails will prove to be true or false, but either way, such speculations could be profitable. If, indeed, the projections are not true, then it will be interesting to find out where and why sky sail evolution takes a different path from boat sail evolution. On the other hand, if they are true, they might well speed up the process of sky sail development and perhaps eliminate some of the painful steps along the way. ~

"The ALPHA'S handling inspires total confidence . Within seconds after launch on my first /lffht In th« ALPHA 215 I knew I had the control to safely turn back into the ridge to follow the first marginal thermal that came along. So I did."

- Chris Price "/ flew the ALPHA 185 in mountain thermal conditions . I felt it handled better than any glider I've ever flown. It also had an excellent sink rate . I would recommend the ALPHA to anyone who's looking for a lot of airtime ."

- Rich Pfeiffer , Professional Pilot

"I'm totally impressed with the ALPHA. Its combination of easy handling, stability in unusual attitudes, and excellent sink rate makes it an exceptional thermalling glider . The quality of the workmanship and hardware is unsurpassed. "

- Dick Stern "Old Man of the Mountain"

"The ALPHA is a true supershlp ... it feels utterly stable regardless of the bank or pitch angles ... this may make the ALPHA the best thermalling glider I've written about in this series."

- Dan Johnson , Glider Rider NEW FOR 1979!

Wider leading edge pocket Expanded upper speed range Improved sail design Velcro batten retainers Durable fiberglass/ foam battens

AFTER ONE FULL YEAR OF PRODUCTION , NOT A SINGLE ALPHA HAS EXPERIENCED A STRUCTURAL FAILURE OR PITCHOVER .

Bird's Eye View

'he Women's Auxlllary by Lauran Emerson The Women's Auxiliary of the hang gliding community has its drawbacks. Membership is involuntary. The dues are high. The benefits are scarce. It's impossible to buy your way out, and unlikely that you'll find any easy exit. I used to belong to the Auxiliary. Hugh and I started learning at the same time, but he caught on faster than I did, and I got pregnant more often than he did. I was the driver, the sandwich-maker, the windsockholder, the batten-finder and the parent. We met a few other flyers, and I became the listener for endless hours of hang glider talk. I came to dread Hugh's four-word greeting every morning; "What's the wind doing?" I dreaded the four-word telephone calls from our friends; "What's the wind doing?'' It didn't really matter what the wind was doing. If it was too strong, we'd go out and wait for it to die down. If it was too calm, we'd go wait for it to come up. If it was switching, we'd go out and wait for it to switch the right way. If it was steady from the wrong direction, we'd spend the day

hunting for a ridge facing the wrong direction. Sometimes I was happy to go. Sometimes they had to chain me to the steering wheel. In either case, I paid my dues. I was a fullfledged member of the Women's Auxiliary. If you find yourself in similar circumstances, you may be a full-fledged member, too, and not even know it. When your husband or boyfriend decides to fly, you can decide whether or not to join the Auxiliary. The choice is yours. You can either fly yourself, get a divorce, or join. There are no other options. If you have no inclination for flight, your choices are severely limited. A divorce is drastic, but it may be your only means of escape from the ranks of this particular organization. Most women prefer to become Members rather than end a long-term relationship. Once he is a pilot and you are a Member, you can begin paying the dues. Assuming that he didn't borrow your life's savings to buy his glider, there won't be much cash involved. Your dues will be your time, understanding, patience, sandwiches and driving ability. The benefits vary, depending on your personal tastes. If you like sitting on mountaintops, driving alone down treacherous mountain trails, cooking meals for pilots who never come home, or watching someone else's kids while their parents fly, you'll be amply rewarded. If you like to do anything else, your dues can be chalked off as a charitable contribution. The intensity of hang gliding takes its toll on personal relationships. What we do is so unlike anything else we've ever done that it can't be described adequately to someone who doesn't fly. If this communication gap exists in your life, living with the gap is one more part of the dues you'll pay. A positive attitude helps. If you're going on a flying trip, be prepared. Take a book, a friend, a pack of cards, a camera, a bathing suit, a parka, a sleeping bag and lots of food. Your flying companions can spend whole days waiting for the wind to change. If watching the clouds is not your idea of prime-time entertainment, you must

provide your own diversions. If you're a student, bring some work. Bob Hawkins wrote a term paper one day on top of Highwood Baldy as we waited for the wind to switch. Writing with a crayon on paper towels, he had it almost done before the wind came around. Planning other activities is a problem. There is no sure way to protect yourself from disappointments, but advance planning will minimize the risk of missing some special occasion. If you're getting married to a flyer, set the date for the middle of the week, sometime during the rainy season, preferably at midnight. If it's not flyable, he'll probably show up. If you want to invite some friends for Thanksgiving dinner, pick a good landing spot and take your turkey and paper plates out there. They'll be down when the lift dies. If you 're going to have a baby, try not to do it the way I did. I was an unknowing member of the Auxiliary then, and I hadn't planned ahead. Jose arrived a couple of weeks early, on a weekend in the middle of the summer when Hugh was off in the wilderness on a flying expedition. For Hugh, it was a matter of unlucky timing. For me, it was just another case of Hard Times in the Women's Auxiliary. ~

PRICE PRONE HARNESS The most comfortable, most versatile soaring harness available!

Available through dealers worldwide. Contact Wills Wing for the dealer nearest you. WILLS WING, INC.

1208-H E. Walnut Santa Ana, CA 92701 (714) 547-1344

INSTRUMENT BRACKET Tired of the hose clamp hassle?

Mount your instruments where you can see them! • Easy on ott rubber padded ,.ving nL:t clamp • Adjustable 6-10 inch telescopic extension • Durable polished aluminum • fits all I inch control bars (specify if different size! * Adaptable to any instrument Satisfactio11 G1wnmteed SID.DO plus SI.DO postage JA r GIANfOIIT[

JUNE 1979

Old In the

by Jack Lambie

~----=--;73:: ...

---:-...2

Illustration by~Mark Lam~ --=-~--.~:::........ .......

Hogan's hang glider was one of the early fixed-wing machines. It was heavy, hard to carry and set up, but controlled with a stick instead of weight shifting. He liked the stick control because he was a war fighter pilot and, later, crop duster and sailplane pilot, and it flew like the airplanes he had known. Now in retirement, bad luck had left him precious little money to support any kind of flying other than this simple foot-launched form of aviation. As he waited for the wind to steady, two flyers joined him on the rounded top of the steep escarpment. A new generation of pilots, they would never know the hot, oily smell of 2,000 horsepower at 400 mph. They unrolled the late model, slim, flexible winged hang gliders and attached the cables to stainless steel fittings. He knew the girl slightly. Hogan had seen her at Harry's Bar and Grill. The wind flowed over her body making the shirt cling and the blond hair flow back, outlining the perfect shape of her head. She was typical of the girls he saw at Harry's, but this one brought back too many memories of that English girl so many years ago in wartime Italy, when life seemed

so focused and swift. Girls like that always picked the finest places. "Think it'll be good soaring Hogan?" "That wind is a strange kind, I'd be careful." "Was it right to come Bob?" "Let's give it a try." She lifted her glider, checked the carabiner above, then faced into the wind looking out over the green valley. Damn that rich bitch. Of course she would go first. Didn't leave a man anything nowadays ... But what difference did it really make. She ran with the nose of her glider just right, then lifted it and swept into the sky, rose 20 then 30 feet and swung out over the fields below. The wind increased its gusty and turbulent flow through the hissing, waving Manzanita bushes. Bob braced himself and waited for it to steady. "You still fly that old stiffwing in conditions like this?" The old man nodded, "I'm going to catch the big lift one day, ride a mountain wave to a record altitude. Got my barograph sealed and ready to confirm it." "But any wave would be downwind of

this ridge. How can you get into it without going in the down current? Besides, to get conditions for a standing wave the wind would be too strong for hang gliders. Think that old ship can take it?" "It's a not-so-good glider to move around but it has a fine glide angle - besides, it's all I have. I guess I'll take the chance." "Sounds crazy, flying a wave. I better join Margot." The girl was far over the valley now and sinking for the landing field. "So long." He lifted the nose of his machine and launched into the rising wind. Harry picked up his ship and dived away from the hill out into the air. Other hang gliders swooped and turned, tailchasing one another like playful ravens in spring. The old man concentrated on flying carefully with only occasional movements to reduce drag and thus rise above the rest. He had a plan. If he got high enough perhaps he could move back behind the ridge and pass through the immense downfall of air without being sucked into the ground. Then he would contact the standing wall of upcurrent that bounced into the sky like water HANG GLIDING

undulating over a boulder in a stream. At 7,000 feet, his body still warm in his old furlined flying suit, and the feel of the stick solid in his hand, he turned directly downwind. He saw that three ships had already been dumped behind the ridge into the bushes. The wind had picked up. Perhaps this was the day. The ground passed swiftly with the wind behind. In the bright sun and with the cleanly outlined mountains below, it seemed unreal that he was in an air world as full of cliffs and valleys as the ground. The calm exploded suddenly, scaldingly, the firm buoyancy of the air dropped away and just as quickly smacked upwards so his breath pushed out into a helpless cry. "Aahhh ! " If the wings broke in the sudden violence he would accept it as part of his life as a flyer, devoted to learning the language of the birds. His back hurt. He shut his eyes and gripped the stick with a numbing hand and aching arm. The quality of the air itself changed, with ripping, rushing sounds, whoomps and swooshes, combined with the snap of dacron against wing ribs and the twang of brace wires. The nose pointed straight down, but his pellet airspeed read five mph. The next instant he was looking up at the sky and the airspeed was pegged! He was in the rotor, the shear area, where the curtain of cascading air rubbed against the rising air in its rebound from the massive disturbance of the mountain. Hogan was being ground like the granite that is pulverized on the fault line marking the base of the mountain ridge. The ship held nose up for one long moment, then slipped backwards on its tail. The stick was jerked from his hand as the air snapped the elevator down and the glider summersaulted. It half rolled, slipping into a dive. Hogan grabbed the stick hopelessly and gradually pulled out. The G forces pulling heavily on Hogan didn't stop when the ship was level and he pushed the stick forward again. "What the ! What's going on?" Speed was 25 mph, wings level, horizon in place in front of him. Why the massive shove against his seat, as if he were still pulling out from the dive? Then he saw why. It was a welcome anomaly. The mountains were dropping away. A glance at the variometer. It was stuck at 2,000 feet per minute up! It was the accelerating rate of climb that shoved him down into his tiny seat. The altimeter moved like his old P-47 at military power in maximum climb. Ten thousand feet passed, soon 12, 13, 14, in air as smooth as on the ground. He was climbing so fast that gasses escaped from his mouth and bowels as the pressure dropped. He slipped his plastic mask over his face and turned on the oxygen. At 20,000 feet the climb slowed and seemed to stabilize at 250 feet per minute. JUNE 1979

Hogan felt good. The oxygen hissed past his lips, and he felt only a slight beginning of chill in the below-zero air. The view was elegant and enthralling. It seemed very natural to be so high, and only a few degrees each way took in the entire Los Angeles and inland valleys at a glance. Twenty-five thousand feet. The chill was becoming more impressive and insistent. It seemed so cold that the fur-lined suit could have been swimming trunks. It didn't seem to really matter. The ground was there more the planet earth actually. Hogan felt alone. No one on the ground seemed relevant now. The speckled bits of man's construction and the fine line of freeways fused into simply a bit of this planet over which he hovered in the uncanny power of the wave. A subtle change crept over him. The sun began to get warmer and the air quieter and more amiable. "I '11 just close my eyes and relax awhile until I get to 30,000 feet," thought Hogan. He closed his eyes enjoying the sun. He probably had the record by now. He tried to go over the flight in his mind, but there was a certain chronological fuzziness. He wasn't sure exactly _how he got here, only that he was, and no one, not even he, seemed to care. A ditsy, ungovernable spontaneity came over him. Each second seemed to bring an ever more true perception of reality, yet the ideas were wavering, elusive. He would shout down to the gang at the landing field five miles below to tell them where he was and how high. "Yaaaaa! l'ver toleeowthousa metowweeeeee ! " It came out weakly and wasn't exactly what he wanted to say. Hogan took a deep breath to shout again. A great crimson flash came over his eyes as if he were awakening from a nap. The wind whistled and his body was chilled with pins and needles, like a dead foot coming alive after being numb from sitting on it at the theatre. He immediately took another deep breath and held it, pressurizing his lungs. The sudden cold and noise were almost overwhelming. He took another deep hit of air and pressurized his lungs again. Fully awake for seconds, he knew what had happened. Out of oxygen! He was suffering from lack of oxygen! The brief pressure of shouting had snapped through into his consciousness. He had to get lower! Hogan turned downwind to ride into a sinking current. He took breaths and squeezed every few seconds. The cold was so fierce and agonizing that the thought of the previous limbo was appealing. Surges and jots snapped and worked on the ship. Was he going down? He would make no decisions, just keep heading away downwind. Between half-awake dreaminess and confused fear, he swept over the coast and out to the Pacific. He was not fully able to use his concentration until he realized he

was ten miles out to sea. Hogan turned and kept the nose down, sighting on the beach so far ahead. It seemed to move up on his horizon. No way he could make it. He pushed the speed up faster. Must be a powerful offshore wind. Lower he dropped. The salty air was around him now. Damn that wind. He would lose his ship, the barograph, everything, if he had to drop into the sea. The thicker air helped Hogan's brain focus ever more intensely. Below, he could see damp sea air, and gentle wave chopping indicated a sea breeze. Below was a tailwind! The sea breeze inversion caused intense fog on the beach, while the inland sky was crystal clear. He pushed to 45 mph to make what little headway he could, as well as to drop into the regime of coastal air. The sharp, clear sky gave way to damp sea haze. The last few miles were distinctly pleasant. He moved over the waves with a sense of complacency and almost mythical power. His hands and feet were still numbcold and his body aching with stabs of icy pain from warming nerve endings, as he quietly turned over the beach. He slowed, hovering, and dropped to the sand. He held the ship a second, then his numb legs gave way and he dropped to his knees and slowly crawled out. Some joggers and two warm-jacketed lifeguards came up. "Hey, you know kiting has been banned from this beach since 1974. What's the big idea?" Hogan spoke, slowly, forming each word carefully with his frozen face muscles. "I've just broken the world altitude record for hang gliders. I came from 30 miles inland in the wave.'' "Oh yeah? You're still hang gliding on a place where it's forbidden. You're going to be cited." "No, wait, look at my barograph." He pointed to the line traced by the stylus on the smoked foil, indicating the height record of the flight. "Yeah, so what. That doesn't mean anything. It just goes up a little and stops." Hogan saw he was right. The turbulence and negative G's must have lifted the stylus somewhere between 7,000 and 10,000 feet. "But I was over 25,000 feet! Something happened to the barograph !" "Look, there aren't many people out today. Just get this thing off the beach and don't ever try to fly it here again old timer ... Come on, let's go." The joggers and guards brusquely carried the ship to the parking lot while Hogan stumbled along, choking on the scorching chill of realization that his flight was for nothing. He told the small group to watch the glider, while he left to call for his car and get a drink to warm up. "Flying is something you do for yourself anyway. 29

That's the way it should be, too," he thought as he stiffly walked up the sandy asphalt road away from the beach. The lifeguards continued their beach patrol. "Some crazy guy, huh? Five miles high in

a hang glider? Thirty miles away?" "Yeah. That's the most far-out excuse I ever heard for flying here. He must be diddled." ''One thing is kinda strange.'' "What's that?"

"You know when we carried the kite up to the parking lot I noticed he had a plastic canteen hooked onto the seat." "What about it?" "It was frozen solid." ~

To Fly or Not to Fly by Jay O'Leary I'm in an airplane. I've worked all summer long washing windows, cleaning garages, mowing lawns and raking leaves. Now I'm taking my first flying lesson. I've wanted to fly since my first flying dreams as a child. Flashback: Christian Science Sunday School. "You mean if someone, like Christ, really believes they can do something, like walk on water, they can do it?" "Yes." "Then if I really believed I could fly, I could fly?'' "No." Back in the plane I experience a feeling of isolation. I can't feel the wind or smell the air. The roar of the engine never lets me forget that I'm not flying, the plane is. I'm just a passenger. "How'd you like it?" asks my instructor, after we land. "0.K." I reply. It's four years later and I'm in a plane again. I'm nineteen and again I'm a passenger. Only this time I won't be in the plane when it lands.

"Remember to arch your back!" yells my instructor as I step outside the plane. The wind blowing past the door is very loud. I grab the wing strut with both hands. One foot rests on a small step, the other floats in the wind and I forgot everything but the moment. "GO!" yells my instructor. I go. I remember to arch my back, but I forget to count. The parachute opens anyway. I float to the ground in complete silence thinking, "That was fun, but it's not flying." "How'd you like it?" asks the man helping me with my chute. "It was real quiet," I reply. It's two years later and I'm in a plane again. We've disconnected from the towplane at about 2,000 feet. "Bank to the left!" yells my instructor. The wind rushing over the canopy of the sailplane is very loud. I bank to the left. "Bank to the right!" he yells. I bank to the right. Fifteen minutes later we're back on the ground. "How'd you like it?" asks my instructor. "Smooth landing," I reply.

A year later I'm being buckled into a nylon harness while the wind blows uphill into my face. "Hook this strap over here, and connect it over here," says my friend as we both grapple with the straps. I hook it up to the control bar, pick up the hang glider, and face downhill into the wind. The sail fills, and the kite bucks in the wind like an impatient pony. I take a deep breath and run down the hill. I've only taken five steps when suddenly I realize I'm flying. I'm flying! The wind blows around me while the control wires sing a song of freedom. I shift my weight, pull lightly on the control bar, and I'm turning. As I float down toward the bottom of the hill, I realize this is it. This is flying as I had always imagined it. As I approach my landing site, I pull in the bar to build up my speed. At about five feet off the ground, I push the bar all the way out. The kite flares out and I lightly touch the ground. It's taken me ten years since my first flying lesson, and 15 years since Sunday school, but I finally did it. I flew. I always believed I could. ~

THE HALL WIND METER ~;~

Seated

$18.50 postpaid in U.S. Foreign add $1.00. Prone bracket $5.50. Seated bracket $4.50.

·~

Box 771-M, Morgan, Utah 84050 Dealer Inquiries Invited

C.O.D. Phone Orders Welcome (801) 829·3232

SKYFLIGHT SOARING INSTRUMENTS BOX 148A KINGFIELD, MAINE 04947

A precision instrument for the serious pilot. Rugged, dependable and easy to read.

HALL BROTHERS ·~~.

1. Airspeed Indicator

$31.95

(with Compass) 2. Aircraft Altimeter $135 (20,000 ft., 20 ft. increments) 3. 15,000 ft. Altimeter $17 .95 4. Vertical Speed Indicator $120 (± 2,000 fpm)

5. Airspeed Indicator

$25.95

6. CHT Gauge $35.50 (with Probe) 7. 8,000 rpm Tachometer $45.50 (magneto driven) 8. EGT Gauge $39.50 (with Probe)

Prone 30

HANG GLIDING

if cows

LOOKING FOR GOOD SERVICE?

'----""..-._

were meant to fly they'd have wings! (They'd probably also be available in bright, fun colors.) Bear Bod R products are. (Meant to fly, and available in bright, fun colors.)

WE WANT YOUR BUSINESS. . . . AND HERE'S WHAT WE'RE DOING TO GET IT!

WE OFFE R:

* A large inventory of gliders so that you can

select the model and color that's right for you, and take it home with you the same day.

* A large inventory of parts for the ~liders we

sell, so that you don't lose any flying time waiting on parts or pay $75.00freight bills to get the parts.

* A large inventory of helmets, harnesses, *

parachutes, variometers , altimeters, and many other accessories. A brand new building in which we can provide you with a year round repair and tuning service.

Not that we have anything against cows, you understand, it's just that they make rather bulky and cumbersome wa llets & belts & things. Bear Body® products don't. In fact, they're so trim and lightweight that they contour to your body. (No lumps.) And, they're handcrafted of 100% nylon ( durable, washable, water-resistant) with velcro closures. ( Ever try to machine wash a cow?)

* Stability- We'll be here next year and the years after that. * Professional instruction (as we have since 1974) through the advanced rating and including towing.

* Free seminars throughout the year covering anything having to do with flying (watch the calendar). A number of full time professionals eager to serve you.

* * A network of professional dealers throughout the east. Ask us for the dealer nearest you.

Belts - $6.95 (in even sizes from 28 to 36. Specify red. blue. wh ite Of' g reen)

Wallets - $7.95 (with logo - $8.95) Checkbook covers - $7.95 P.O. Box340 Nags Head, N.C. 27959 (919) 441 -6247

( Specify b lue. grey. brawn. red. navy Of' b lock) Postage & handling included.

dun can Box 33441-B Seattle, WA 98133 Dealer inquiries invited.

STARSHIP QUALITY for 1979 POSSIBLY THE BEST BUY THIS YEAR! Star Ship 100

$1,100

Star Ship 108

$1,150

• A proven glider design unchanged from 19 78 . • Quick response and predictable handling. • Transition time is minimal, most pilots are comfortable after the 1st flight. • A Supership with an excellent LID ratio and the speed to reach the next thermal. • The STARSHIP is capable of soaring with any glider on today's market!!! * * * * * * * * * * * * * * * * * * * * * * * * * * * *

PHASE for 1979 The Floater with a top speed over 45 mph, a sink rate under 225 fpm, a LID ratio of 8/1 and a roll rate under 3 secs.

An advanced intermediate glider which has been used extensively for training with the deflexors removed. The PHASE employs double reinforced leading edges to withstand training abuses. *

PHASE A

PHASE B

PHASE C

Nose Angle

110 °

Lead i ng Edg e

16.4"

180 '

19.4'

Kee l Length

8.6 '

9.5'

10.2'

150 sq. ft.

180 sq . ft.

2 10 sq . ft.

Sail Area As pec t Ratio

5.0

Spa n

27.3'

30 .0'

32.4'

105-150 lbs

145-190 lbs .

180·230 I bs .

$1075.00

$1100.00

$1 125.00

Weight Rang e Pri ce

U.H. OFFERS COMPLETE SERVICE

* Repair s available for most gliders . * Training for beginners and intermediate pilots . * Custom sail design and artwork.

* A co mplete lin e of accessories, c hut es & inst rum ent s. * Mo torized packages .

14328 LOLIN LANE POWAY, CALIFORNIA 92064

714-748-1739 U.H. NOW CARRIES A COMPLETE INVENTORY OF PARTS FOR THE OWL A, B & C Exclusive West Coast Distributor For POWER UP Company

HERE IT IS, JUST WHAT YOU'VE BEEN WANTING!! A WET CHAIN REDUCTION UNIT WITH A CLUTCH AND PROP THAT WILL FIT TO ANY ENGINE YOU MAY HAVE! WE CALL IT THE "CLARK BOX," WITH PROP.

EXAMPLE: YOUR MAC 101 - TUNED + OUR "CLARK BOX" W/PROP = 115 lbs. THRUST-CERTIFIED

PRICE

$399.00 COMPLETE

• A PERFECT FIT TO YOUR ENGINE • 6061 -T6 CONSTRUCTION • CENTRIFUGAL CLUTCH • UNIQUELY ENGINEERED • BEARING SYSTEM JA WOHL • CHAIN DRIVE IN OIL BATH • ANODIZED , BLUE, BLACK, RED

• 46" WOOD PROP • VERY, VERY SIMPLE TO ATTACH TO YOUR ENGINE • IN STOCK, READY FOR SHIPMENT • DEALERS WELCOME . SEND $1 .00 FOR INFO PACK • ENTIRE PACKAGE WEIGHS LESS THAN 12 LBS. EXTRA LENGTH DRIVE SHAFT $25.00 PER FOOT. INCLUDES ATTACHMENT TO "CLARK BOX, " BEARINGS AND SHAFT HOUSING . FOR NO C.G . CHANGE ATTACHMENT TO ROGALLO OR FIXED WING USE YOUR OWN MOUNTING SYSTEM. THE "CLARK BOX, " DESIGNED, ENGINEERED AND MANUFACTURED BY AND FOR:

POWER UP COMPANY P.O. BOX 176 BUENA PARK, CA 90621 IN ORDERING , SPECIFY YOUR ENGINE MAKE AND MODEL NUMBER CHRYSLER 002 , MAC 101 OR OTHER.

Th e ''Th rust M ach ine" and " Starsh ip", a good combination.

THE 1. 2. 3. 4. 5. 6.

7. 8. 9.

10. 11 .

Ready to f l y

THRUST MACHINE"

Is a COM PL ETE Power Pack assembl y, attach es with 3 b olts. Has t he "C L A R K BOX" as it 's red u ction system. Co m es w it h POW ER UP COM PANY'S own 46 in ch p ro p. It's tru ly beau t i f ul. Co m es w it h t he McCull och 91, 92 or 9 3 engin es. Com es w i t h a o ne gall on cap acity f uel ta n k. Pr ov ides 11 0 pounds stat ic t hr ust, no ot her p ower pack o n t he m arket can back up a cla im li ke thi s w it h a pr od u ct ion mod el engin e. Roga ll o cl im b rate is 37 5 ft. per m in. More T HRUST for better take-offs . Co m es w ith POW ER UP 'S own sp ecially designed exp ansion ch am ber (mu ffler). T h is exhaust q u iets you r n o ise to be low 85 db at 50 ft., there is n o l oud no ise to create p ro bl em s. Strong tai l sk id suppo rts. Specia ll y de signed v ibration free m o un ti ng sy st em . Vibration is v irtuall y elimin ated.

Rogall o we ighs on ly 32 po u nd s w it h tuned ex hau st . 13. COST : R OGA LLO S $ 1150, QUI CK SILVE R $ 11 25, EASY RI SER $ 11 25 , STRI PLI N FLAC $876 .

12.

THE

PROP"

The wood prop is a work of art to say the l east . Designed and m anufactured by POWER UP COMPANY for use with th eir " CLARK BOX" and " THRUST MA· CHINE ." Th e wood is of birch and laminated . Being made of wood the prop has no fatigu e factor as is found in fiberglass props. Th e balance of the prop is possible and assured in each one. Fiberglass can not be balanced well. These props are priced at $100 each and well worth every penny of it. Something you will be proud to own and keep polished. The CLARK PROP weighs only 16 ounces. Thi s prop will replace those with a 5/8 " drive line.

Th e " Clark Prop "

POWER UP COMPANY (714) 543-8812

UNLIMIT YOURSELF

WITH UNLIMITED LIFT! You'll like what SOARMASTER does for downwind days. With the PP-1 06 you can fly over your own city, anytime, because the SOARMASTER POWER PACK is a 10 horsepower, 30 pound package that can show you new horizons. THE PP - 106 IS AVAILABLE ON THE FOLLOWING GLIDERS: ELECTRA FL YER CIRRUS 5A , 5 B, 3, 2. OLYMPUS 160, 180. SKY SPORT SIROCCO DELTA WING PHOENIX 6B , 6C, 8 SENSOR UP FIREFLY EIPPER CUMULUS 10 SEAGULL SEAHAWK 170 , 190 , 1 OM , 10 .5M WILLS WING , SST , ALPHA , XC

SOARMASTER INC. P 0 . BOX 4207. SCOTISDALE. ARIZONA 85258 TEL: ( 602) 948-7494

700 ~-,de 1t.&.. _,(kf""'1"', 1t= ?lt'e,uo !7107 505·3443444

DOVE IT'S A SAFE BET.

When any new pilot takes to the air it's almost like gambling. The odds are the person will do well. But there are still accidents. There is now a glider which should do well in eliminating those potential accidents, while at the same time quietly improving flying skills.

"THE DOVE." It offers these unique characteristics:

* No deflexors * Lightweight * 13/4" leading edges * Adjustable washout and reflex * Coated cables * Seated/prone wire set * Aerodynamically pitch stable * Slow flying * Easy to fly

$ 900. 00 Ready to fly 700 {?,,,..a«de 1t&.. A~««,;ue. 11= ?ltexua f7107 505-344-3444

Julien Hoover is a r,mrnnmP State University with a tive During the last has been involved in the

marine Exxon to start his Products,

and Process "'"""'"'"'"'""' about this space-age material may be addressed to the author at 10035 Carroll Canyon Road., Suite San Diego, 92126. It has been a decade since the first carbon fibers were introduced into the commercial market. this decade the sellof carbon fibers has declined from an to ,,nnnwim has 38

enabled this new material to be cost effective for a number of aerospace, aircraft, and sporting applications and a limited number of commercial products. Carbon fibers are a man-made material. fibers like Union Carbide's "Thorne!" :mo is made by the pyrolysis of In terms, this process consists of PAN fiber, under through a fur-nace at thousands of degrees. The resulting in the carbon chain of the molecule a stiff, strong fiber which could be carbon or depending .,.,,,.,,,111', temperature. A number of scientists still refer to this process as "black " and for the purpose of this article, I believe that is a good to leave it. com-· mands a role in applications where a strong, lightweight vehicle In has the Team rides a 3 Y2 pound and has accumulated the record of victories ever

:established through an American club Hil out of a possible 226 cycling events were won on the Graftck G-l frame throughout the entire '76, '77, and '78 competit.ive seasons. Included in this string of victories were five prestigious U.S. National Championships. The introduction of the first masts on ocean racing sailboats in 1975 created quite a controversy. The masts were very effective the sailboats that had them won. There was such tion to this material taking over the mast industry that a severe penalty was on graphite spars in International Offshore until price and availability allowed it to be available to the public at a the claims and high ABOVE: Roy Haggard and Larry Brown of Ultralite Products check camera gear before testing a 154 Graftek/Spyder on test vehicle.

HANG GLIDING

MATERIAL PROPERTIES COMPARISON

Tensile Strength, 10' psi

Tensile Modulus, 10' psi

Density, lb/in.'

Steel (4340)

270

0.283

Aluminum (7075)

0.100

Fiberglass epoxy composite (E-Glass)

160

0.072

Graphite epoxy composite (Type AS)

220

0.056

NOTE: The values for composite materials are based on unidirectional uniaxial tensile tests. glider pilot knows very little about graphite's real advantages, and limitations, as a frame material. The tensile modulus in the chart indicates the relative stiffness of that material. At a glance, we can see from the chart that graphite has a definite strength to weight advantage over other common materials. Graphite fiber is available in a number of forms. It can be purchased from a manufacturer like Hercules or Union Carbide in a chopped form for injection molding, on a spool in the form of single filament yarn (called a tow), or as woven broadgoods. The most frequently used form of graphite is in 12 inch wide tape, usually .0055 inches thick, which is formed by aligning many single tows in a unidirectional orientation and impregnating the fibers with an epoxy resin matrix. This tape is known as prepreg and it is purchased in a "B" staged form in which the catalyst is already in the resin mixture and must be kept frozen to retard the curing action until it is utilized. To use prepreg, you first thaw out the roll

of fiber, unroll and cut off the length of tape needed to make your parts and refreeze the roll. Most commercial prepreg resin systems need to be cured at 250 degrees for at least one hour. Prepreg was originally developed for the aerospace industry where the quality of the prepreg could be controlled, especially the resin content which needed to be held to within one or two percent. Today, most all high performance sporting goods using graphite are made from this raw material form. Commercial graphite prepregs sell for $30 to $55 per pound, depending on quantity. Prepreg material is very clean to work with - you could literally build a part in your livingroom. In contrast, trying to form a tube from a spool of fibers and a bucket of resin is a real nightmare. Graphite tube manufacturing is in its infancy, so the state of the art today is not nearly as mechanized as aluminum extruding. Tubular products such as golf shafts, fly rods, and ski poles, are manufactured by rolling graphite prepreg over tapered

aluminum or steel mandrels and compacting by machine to get a dense laminate. This part is then cured under heat and pressure and later pulled off the mandrel. During the rolling process, the fibers can be orientated to maximize stiffness where required. An alternate method is to wrap the prepreg on a thin wall aluminum tube and literally ship the mandrel with the part after it is cured. Tapered steel and aluminum mandrels run about the same price. The aluminum is lighter to handle in long lengths and gives the added benefit of greater thermal expansion under heat, which helps the part release at room temperature. Graphite is unique in that it has a slight negative coefficient of expansion under heat, so the greater the thermal expansion of the mandrel, the easier the release. Since it can take tons of pressure to release a golf shaft off of a steel mandrel, releasing large tubes requires quite a puller. The graphite tubes for Ultralite Product's prototype graphite Spyder were made over chrome plated tapered steel mandrels. I started making and testing hang glider tubes in 1976 before UP actually assembled a set of tubes and flew the first graphite prototype Spyder in 1978. The Spyder frame was graphite tubing with the exception of the control bar which was standard aluminum. The graphite tubes were 100% graphite epoxy and were layed up in a fiber orientation of ± 20 degrees, which gave a deflection in bending that was nearly equal to the aluminum tubes we replaced. We chose this deflection so a standard sail pattern could be used, thus limiting the number of variables we had in the prototype. The UP Spyder was an excellent test vehicle. Pete Brock, Roy Haggard and the whole crew at UP did an excellent job of engineering their fittings to the graphite tubes. The prototype was tested up through 5 Yi G loadings without any defects showing up, and was later flown by a number of pilots in exhibitions throughout the U.S. and Canada. The sad part of this story was that Exxon decided to pull out of the project be-

Woven graphite fiber.

JUNE 1979

DAMAGE TOLERANCE ~-~ A major concern of hang glider manufac-· 0 ii turers is how this new "space-age" material will withstand "crunch" landings. The UP Spyder program gave some insight into this problem. Twice the frame withstood hard landings that either cracked or broke a tube. Observers noted that both landings were hard enough to have damaged an aluminum tube beyond repair. However, the failure mode of the all-graphite tube was quite different from aluminum. Being a ductile material, aluminum yields slowly, whereas the all-graphite tubes have very low strain lo failure, typically in the range of I D7o, and fail in a catastrophic mode. In testing, the all-graphite tube continues to take a load until it reaches its ultimate stress limit then breaks with the sonnd of a rifle shot. When graphite fibers arc mixed with other materials in a hybridization, it is possible to achieve desired performance more cost effectively. By mixing fibers and their angular orientations within the structures, it is also possible to stiffen (or soften) a member, thereby controlling its deformation under load. In attachment areas, for instance, woven fiberglass plies are effective in spreading the loads and damping the stress concentrations. Ed Cesar soaring the original Graftek prototype by the way, would make a at Pt. Fermin. good hang glider tube if it were not so flexible. takes impact very well, has a cause of potential liability, just as the new frame was to go into production. yield behavior much like aluminum and is UP solved the attachment problem to the excellent in abrasion resistance. But to gel thin walled graphite tubing by gluing alumithe stiffness in a fiberglass tubular structnre num sleeves on the inside of the tube and that equals aluminum, we must pay a weight penalty, and heavier hang gliders aluminum collars on the ontsidc of all attachment points. These attachment points just aren't in demand. have never shown any signs of failure, but it One of the best answers to impact resiswas time consuming to assemble. Pete tance is to use a thin wall aluminum core. Brock recommended that additional materHere again, the one major disadvantage is ial be added to the attachment points durweight. The thinnest core available aping construction of the graphite tubes to proaches half the wall thickness of the produce lighter (and cosmetically aluminum hang glider tubes we are trying to smoother) tubes for production. replace. When I was associated with Performance-wise the lightweight Exxon's Graftck Leisure Products facility graphite prototype proved easier to handle in Solana Beach, California, I was able to on the ground and in the air. Test pilots witness the manufacturing of the graphite that the benefit was the rebicycle and graphite golf shafts, both using duction in tip weight which allowed aluminum cores. In both of these applicathem to maneuver through banks and turns tions, the aluminum helped torsional (twistwith much greater speed than before. The ing) stiffness. I never heard of a tube failure reduction in overall weight from 50 to 35 on the graphite bicycle; it seemed bullet pounds was quite noticeable when carrying proof. In the destructive testing of the the glider up a mountain, and to many fliers graphite golf shaft with an aluminum core, this was one of the major selling points. against an all graphite shaft, both speciAnother ground-hauling feature is that mens I saw (irons in this case) broke right up to now most women interested in flying above the club head. The difference in have been excluded from the sport, because failure mode was that the club head on the they cannot handle a large, bulky aluminum core shaft didn't follow the ball glider for take-off. With graphite down the fairway. hopefully more women will enter Hoover Graphite Products has been the sport. working on softening the failure mode of

hang glider tubes, and is currently building tubes in plies of different orientation to distribute the stresses within the laminate. Under extreme load, the weakest ply fails, causing softening and loss of stiffness nntil the next ply fails, which causes additional softening. This type of failure mode is somewhat analogous to yielding in metals. On the outside of the tube is a layer of woven graphite and S-glass (a high mancc fiberglass from Owens-Corning). This unique fabric has good abrasion resis·" tancc, is lighter and many times stiffer than plain fiberglass cloth, yet is cost effective due to its glass content. The geometry of the woven exterior ply softens the outside of the tube and allows far more plastic de" formation upon impact. Crack propagation is reduced due to the interwoven nature of the fibers in the cloth. This new tube is stronger than aluminum, half the weight of aluminum, and will be available for high performance applications this spring. Unlike the tapered tubes used in the prototype UP Spydcr, the new graphite tubes will be non-tapered to accept standard fittings. The new composite tubes will be available in I", 1 1/4 ", I Vi", and 1314" diameters. The nse of graphite in our fighter aircraft has proven graphite structures to be superior in fatigue resistance over conventional metals. Northrop's next jct fighter, which is coming off the drawing boards, will be 70% graphite. The cost effectiveness here is not just in significant weight savings, resulting in better performance and fuel economy, but also increased airframe longevity. Current planning is dictating 15 to 20 years of operating life with 8,000 to 10,000 service hours, as compared to 5 to JO years and 4,000 to 6,000 service hours in the past. Corrosion-resistance (as pointed out in the article "Going Down the Tubes: Aluminum Corrosion," in October 1978 Hang Gliding) is a concern to any owner of an aluminum frame. Generally, plastics arc totally immune to corrosion, but with graphite we have a unique problem. Graphite is an excellent conductor, and when placed in direct contact with metals can cause a battery action that can accelerate the corrosion of metal attachments. There arc two ways to attack this problem. First, we can isolate the graphite from the metal by the use of a thin fiberglass or other non-conductive barrier. Second, bold engineers need to come forward with innovative designs utilizing injected molded graphite fittings to replace the current metal fittings so we can reap the benefits of an alleompositc aircraft. In the marine industry, this corrosion problem is severe, due to the active saltwater environment, so graphite masts are being designed with all-plastic fittings molded in. Testing is being done to replace the stainless steel standing rigging HANG GLIDING

LEFT: A "tow" of graphite fibers. RIGHT: Tapered graphite rods sewn into the seams of sails rnay mp/ace batten pockets altogether. This prototype set for a UP Spyder weighs only eigllt ounces.

This roll of prepeg, which contains an epoxy resin, can be wrapped around a mandrel of any shape and then cured.

with pultrnclcd rod. This approach to corrosion is being used in defense aircraft too. The m. fatcd B-1 bomber was to be an all-bondcdplanc in 1985 without any fittings. In actual production today is a graphite brake for the Vought 7 tactical fighter that originally 316 dct ailed parts, 3,987 fasteners and weighed l Its composite counterpart requires only 85 detailed parts, no fasteners, and weighs 80 pounds. Another bonus is that when you eliminate fasteners you eliminate stress. One of the greatest factors in the of hang glider frames will be the reduction of individual parts. We will start this happen in 1979 as de11exor wires are eliminated with the use of stiffer and slronger leading tubes of thus cleaning up the airfoil. From the chart on physical nr,,n,·..•t,M that it is

these reductions must be considered along with the potential fuel savings, when the

a steel part, one can often obtain an 80<t/o reduction in weight. The unique capability of than that of metals, smoother, turc. For """'"""" may be the airframes. Natmally, any reduction in frame will result in lower power requirements for the which could result in reduced weight. This reduc· tion would lead to further reductions in the frame, wheels and tires; and so on until a new is obtained. All of

.JUNf 1979

necessary for its manufacture, and this situation isn't likely to get better. Delroit has announced that they will start using limited amounts of graphite on 1980 model cars, so this should help reduce fiber costs substantially as that program gets into full swing. In designing new ultralight aircraft structures out of graphite, we cannot expect to utilize the criteria we used for years in designing structures from monolil hie materials like: metals, because the composite has a different combination of properties and offers greater flexibility in especially in the area of tailorable stiffness. Uni.ii we build up confidence and understanding in the utilization of riber composites, we can expect to proceed in their use with considerable caution. However, the bold designers will come forward with innovative designs utilizing the potential of graphite and will reap the benefits of stronger, lightcr .. weight, corrosionresistant, vibration.damping, resistant, longcr .. lived airframes. The limits of the uses of graphite in gliders have not, as yet, been found. The cost is st.ill high, but the future is brighl

L.EFT: A tow of fibers. RIGHT: A graphite· reinforcecf aluminum tube and a solid graphite tube.

value of the graphite airframe is assessed. In other words, the high initial price for the frame may, in fact, be an actual lower life-of-product cost when all factors arc considered. How much arc these black birds going to cost? Retrofitting current hang glider designs will all-graphite tubes could cost an additional $1,()0() to $1,500, or just about double the cost of today's high perfor .. mancc models. But relief is in sight, graphite fiber costs continue to decline. The price of graphite is directly related to volume, and Union Carbide, the major producer of fiber, is for a 40% increase in business per year for the next decade. So far, the aerospace experts have historically been accurate on their predictions on fiber costs, and they sec a price range of $10 per pound by the mid 1980's. Aluminum prices continue to escalate, due to the high energy consumption

HANG GLIDING, Hie firs! book on tile sport llas been updater! 8 times and now includes a suction on motcmzed fligl1t. 186 pages, 3:10 120,000 sold I Tl1e complete flying. ing llandbook and guide (Californians add 3fiq: tax) HAN[; [;LIDING MANUAL witll Log Tile most autl1ori· tative, compact, concise. complete ilnd leas I basio fli(Jllt manual available Usecf a text by schools worldwicle $1 :iO postpaid ( Californians add 9¢ sales tax) MANNED KITING. Fly the flatlands witl1 tile only book on low launcl1ed llano glidin9. instruc· tions carefully guide tllfl novice practice. towed tligl11 ,rnd release lo tree fligl1t postpaifl (Californians add ?4q: sales tax) StND rnri FHff orscr11rr1v1: llROCIIUl<F

DAN

Lil

cllLL BENNETT BACK UP SYSTEM PRESENTS

~-------------------------------------------~ ~-------------------------------------------~~~;~/ I 1,,

()

OPEN HERE

t? lJ ()

I I II

11 I

NEW EXCLUSIVE ONE STEP DEPLOYMENT Opens From Anywhere

I I I I I I I I

Envelope Sewn to Flyaway Container

II I

I I I I

II II I

,- ~-----------------------------------------· J~

The experience proven B.U.S. six documented saves P.O. Box 483, Van Nuys, CA 91408 Phone 213/787-6600 Telex 65-1425 1360 Saticoy St. Van Nuys, CA 91402

FREE Sewing to any Harness Send U.P.S. Monday and we'll have it back to you for weekend flying!

Drag Chute (mini-B.U.S.) Ideal for use in tight landing areas where high approaches are needed • Prevents overshooting • Serves as a dive recovery system • Fully controllable.

Fi ts a// g I iders ................... $19.95 complete

NOW IN 2 MODELS B.U.S. MKIIA (100-180 lbs)

B.U.S. MKIIB (150-250 lbs)

24' Canopy

26' Canopy

20 Lines to Skirt

22 Lines to Ski rt

450 Sq. Ft.

540 Sq. Ft.

Weight 6 Lbs.

Weight 71/4 Lbs.

Inner Envelope

$349.50 With Container

$379.50 With Container

A must for heavies

#1 IN EARNINGS IN THE uSA Let's talk dollars and some sense, a nice chunk of prize money-this was the amount taken home by Moyes pilots for the '78 season. $15,000 in only three meets. The MOYES MAXI hos come a lot:ig way since its introduction three years ago. It still hos the bests.ipk. rote, making it a great floater, but it also has the best L/D. Whe~/thewind picks up and the other floaters con only go dp~n. or ma4~e ~,qckwards, the Maxi can penetrate out because o( itl:~-\:'peri~~t9p/'sreed. Which brings us around to safety. Becaus~ Jt f!ys, b.e ). if also lands better. N~bo~y likes turb.ulen.,_t~~n~i?.~.'.i:ii;is~f/i~u.·t '~--er/~rfoter ~e end up flying in them. The M~, ~·t~:~c~ s ,; . dpcde handlmg seems to be less disturbed~_;bf(u~yf.-~-·!;~~.-- ~--·. · · .I.anding areas. When other gliders are gettif\g '(hr · ed, . d, jt doesn't lose its co~posure. An? s. p~o- km~, of.. die_;~ . f:e'been putting Hang II pilots oo Maxis. ' / \ · · ;l t . .- ~ ' So it's not a ··-vtr,0nt.l t ' · is ·desf the most copied in the world and Js. the. 'yar • /by whic ;..the.;:· industry measures performance."-.. i Whether yo . or aA c~a~i<?nal t ·or one that is serious about winning, · ·. . t~~ iq{are do .LGO MAXI-it is still the best above all. anid. . . e are! 1

pr·

{\"; .''

; ~

! '

HANG GLIDER SAIL REPAIR PROFESSIONAL SAIL REPAIR WORK DONE BY A QUALIFIED SEAMSTRESS WITH OVER FIVE YEARS EXPERIENCE SEWING FOR LEADING HANG GLIDER MANUFACTURERS • • • •

HOLES, RIPS AND SMALL TEARS PATCHED AND SEWN GROMMETS REINFORCED AND REPLACED BATTEN POCKETS STRENGTHENED PROTOTYPE SAIL SEWING DONE ALSO • • •

YOU WILL BE ASSURED OF QUALITY WORKMANSHIP FAST DELIVERY AFFORDABLE PRICES

CALL OR WRITE FOR FREE INFORMATION, SHIPPING INSTRUCTIONS AND GENERAL ESTIMATE

...................... . . ** KITE TUBING~ 3/32 7X7 STAINLESS STEEL WHITE OR NYLON COATED

,il..

,,..-

WH6~fsEA E CATALOGULE

,ZOFT

ii:

+: ic: +:

LEADING EDGE AIR FOILS INC.~ 331 S. 14TH ST. ~ COLORADO SPRINGS CO. 80904 ' ~ 303-UZ·.OH ~

****************

Available, compact ducted fan engine system for gliders, hang gliders, EAA, etc. Send $5.00 for info packet for this 25 lb. versatile engine with safe shrouded prop. Design engr. service available.

To order, send your height, weight and color choice,

14328 LOLIN LANE POWAY,CALIFORNIA 92064 714·748-1739

Price: $95

,..

* Comes complete with D-ring, knee hangers and stirrup. * S\x s1zes1 standard, large and extra-large in regular length or long, * Available in a rainbow of colors. * custom features available.

C, 0, D, ACCEPTED

HANG GLIDER SAIL REPAIR 1124 ALICE ST. RAMONA, CALIF. 92065 [714] 789-5312

BRIGHT DIP ANODISED TUBING SEAMLESSDRAWN ~ I I /.ZZ .049X 18', 19',ZO' Z·I !I LENGTHS .90FT "f" I II 8X.0!18XIZ' Z•l!I LENGTHS HFT ~ I 3j'4X,049XI 8.!l',20' Z·l!I LENGTHS :1111FT "f" CABLE

THE ULTIMATE HI BAR HARNESS ALLOWS THE PILOT TO SOAR IN COMFORT i'OR HOURS BY DISTRIBUTING i/EIGRT EVENLY THROUGHOUT THE HA.MMOCK, THERE ARE NO PRESSURE POINTS IN THE HAMMOCK WHICH IS SUSPENDED FROM 2 BARS, ONE AT EACH SIDE OF THE HARNESS, THESE BARS ARE PBEDRILLED AND BY MOVING 2 SUSPE!ISION BOLTS THE PILOT IS ABLE TO SELECT THE BALANCE RE PREFERS, THE BAR HARNESS LOCKS INTO PROUE POSITION WREN THE PILOT STEPS INTO THE STIRRUP AND HE WILL RE· MAIN PRONE EVEN IN TURBULANCE, TO LAND HE STEPS OUT OP THE STIR• RUP AND SITS IN THE LEG STRAPS, THE PILOT CAN CHANGE PROM SEATED TO PRONE AND BACK AGAIN DURING FLIGHT,

B11h1ter -£:ippar

BUNBIRD IJLIDERB

/ ~ ~ u~ (tdyssey ~~,mAMi lb881-<{1.:0lr.1<.

~ at~

ALL THIS AT:

AERIAL TECHNIQUES ROUTE 209, ELLENVILLE, N.Y. 12428 (914) 647,3344

PLUS MORE!! • Dlslr!butors for all major manufacturers. • Dealers welcome lo Inquire aboul our successful foreign and domestic dealer network program. • Tremendous inventory of gliders, Instruments, and accessories. • Speclal services: sail repair, parachute sew•on, repack· ing, and deployment procedures, 9 lree hours of lnstruc• lion with new glider purchase, gilder repairs and glider slorage. • Fullt!me shop open year round.

A.T.S. SYSTEMS 1021 ANDOVER PARK EAST TUKWILA, WASH. 98188

HANG GLIDING

is the first in a series of HG evaluation articles by the AND ASSEMHLY Delta new Phoenix 6D incorporates their new slider-block set,,up system as well as a breakdown control bar. the twist fastener cover one will find the control bar uprights in fashion with the base tube separate. All cables are permanently of the control attached to the bar. The bar are raised and one of them rotated into the Some kind of mark direction of rotation be in order to eliminate cable twist on the first attempt. The control bar base tube slides over a fiton the uprights and is with clevis pins and rings. attaches the forward cables to the nose. At this is the cover removed, the and the attached with a I was concerned loads letting the get out of the same plane with

JUNE 1979

the keel. closer examination, however, I noticed that the slider assembly bracket and crossbar form a so that the leading edges and keel are free to move without moments being applied to the slider. With the wings completely the crossbar is only slightly swept, and in this configuration a slight bending load may be imparted to the slider bracket, but the upper cables limit how far out of the leading and keel ean get. It is probably a good idea to either leave the wings only partially spread or to open them all the way and pin the block. A ball lock pin is provided for that purpose and penetrates only the upper surface of the keel. The 215 uses seven ABS to battens per which are eonnumbered to avoid confusion, and are secured with velcro closures. The tips use a unique attachment method. In of the usual eye-bolt and turnbuckle fork Dick Boone has a short length of 3/32" coated cable running from the top of the and hooking to the tip at two between the base of the floatThe tip and the is minimal.

Although the whole affair seems solid once assembled with the battens in I found that I could flop the floating tip off the end of the leading without too mueh effort. I'm sure this would not spontaneously in the air, but a little more overlap would ensure that would not result from a the brush prior to take-off. The bridle system, which is permanently attached and requires no set-up, is designed to support reflex and strong positive pitching moments in the event of sail blowdown. The bridle line is free to slide from side to side so as not to in-hibit billow shift. Final assembly involves inserting a aluminum nose camber rib into a on the undersurface of the sail and it with a plug-in bracket on the nose plate. the 6D is a relatively conven-· In ient glider to set up and break down, LEFT: The 6D usns a unique floating tip attachment method. RIGHT: Detail of slider block assembly. Note plastic covering and U, joint formed by bracket and cross bar,

115

although the time saved by the slider-block system seems lo be offset to a by the time required to assemble the control bar. One of the limitations on seHtp time with most state-of.-the-arl gliders is the large number of battens being employed, on this machines. My third set-up of the 21 6D required about 15 minutes, which is very reasonable consider·· the 14 battens and the control bar assembly. The lack of deflexors on this design saves some time and eliminates a lot of cable, cost and potential confusion and hardware damage. Since the glider has no deflexors it is tuned by means of leading sail tension adjustors and variation in pilot suspension point. The glider I flew was tuned perfectly.

.FI.YING CHARACTERISTICS f found the 215 6D a complete delight to fly. The launch is quite simple and straightforward, although the hefty weight, slight static tail heaviness and strong positive moment, created by the tips and bridle system in even a light wind, make ground handling more difficult than traditional This is something that pilots arc going to have to get used to in many new gliders, as more manufacturers go to dcflexorlcss leading and bridle systems. In my opinion the sacrifice in ground handling is well worth the greater simplicity and of these machines, although some pilots will have to modify

The glider in packaged form. Note folded cross bar assembly and break down control bar.

The glider just prior to slider engagermrnt. Lower rigging and lending edge/cross bar are permanently attached.

their launch technique slightly. I have always used a filled-sail technique and had no problem at all on launch. Soon after take--off I found that the surfaces were free to slide on the bar and that I could get a better grip without using them. Other pilots may wish to secure the grip surfaces at the most comfortable loca·· tion. The glider is quite nimble and maneuverable with little time between control input and initiation of the turn, while bar pressure in a mildly banked turn is minimal. These characteristics make the 6D a good effective thcrmalling machine. I had a chance to fly the glider in some of those nasty midday Elsinore thermals and found the machine quite reassuring in turbulence. The low inertia that makes the glider reHANG GLIDING

spond well also means getting pushed around a little bit, but the controllability of the glider makes correcting for rough air very easy. The 6D slows down remarkably well and seemed to carry my 210-pound flying weight efficiently. It seems to retain its sink rate fairly well in a gentle turn. The stall is mild, requires a lot of push-out and recovery is very rapid with little loss of altitude. I was unable to make the glider spin by stalling in a gentle turn, and did not have enough push-out to stall it in a steep turn. The top end is surprisingly good for a glider that slows down so well. Normal speed range bar pressure in pitch is reassuringly solid, though not tiring. The craft accelerates quite quickly. The most pleasant surprise came on landing. I intentionally flaired high to test parachuting characteristics and found them extraordinarily good. I came straight down from ten feet without dropping a wing and made a standup landing. This characteristic should make the 6D an excellent trainer and a good glider for a relatively inexperienced pilot.

CONCLUSION The Delta Wing Phoenix 6D would appear to be an excellent all around machine, suitable for the beginner, but rewarding to

fly for the more experienced pilot. It definitely handles as well or better than any other glider in its class; so well, in fact, that the 215 felt small to me. I feel that this model could be efficiently flown by a pilot in the 170-pound range, with a correspondingly better sink rate. For pilots in my weight range I would like to see a 240-square foot model, which, with proportionally heavier handling characteristics, would still be reasonably maneuverable with super sink rate performance. ~

(Glider made available through the courtesy of Elsinore Hang Gliding Center.)

IN THE

SPECIFICATIONS Phoenix 6D, 215

SKY A.AC requires no plot 0< vehicle le.

Keel - 11 ft. Leading Edge - 19 ft. Tip Chord - 4 ft. 3 in. Area - 215 sq. ft. Span - 31. 7 ft. Aspect Ratio - 4.5 Nose Angle - 110° Pilot Weight - 165-220 lbs. Glider Weight - 57 lbs. Price - $1,095

P'iot must observe FAA Ru~ 91·8

FL YING FREEDOM

& SAFETY • Highest L/D of any Hang Glider • Strong built of Fiber Composite • Fastest powered Ultralight • Stable easy to fly and land • Safes! conventional 3 axis control • SAFE slow landing, Foot or Wheel • Comfortable enclosed cockpit • SIMPLE folds for Transportation

EASY TO OWN • Available in 2 Kits - Economy Or Fast Flight -

FLY

CLASS

Why Wait? For 20 Page Book, Color Photo & Newsletter, Send $5 U.S. $7 Foreign

Applied leading edges Breakdown control bar No deflexors 45 - 45 ° @ 2 seconds

OFFICIAL USHGA FLIGHT LOG

+ 35 ° Angle of attack @ 62 mph -30 ° AOA @ 45 mph -150° AOA@ 31 mph

Load test:

Striplin Aircraft Corporation

P.O. Box 2001, Lancaster, CA 93534

Presenting

The new official USHGA flight log is now available through your national organization. In addition to the log itself it contains: Intermediate, Advanced and Special Skills sign offs, glossary of terms, Lilienthal Awards, competition record and Master rating points record. $2.95 ppd. Please send me: _ _ _ _ _ _ _ USHGA Flight Log(s) at $2.95 each. NAME _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ ADDRESS _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~ ClTY _ _ _ _ _ _ _ _ STATE _ _ _ ZIP _ __ Price includes postage and handling. Californians add 6% sales tax. Dealer inquiries invited. Mail check or money order to:

USHGA P.O. Box 66306 Los Angeles, California 90066

th:'--.V1NDHAVEN sky-sailing

Helmet • Especially manufactured for sky sailors. • Light weight and comfortable. • Rugged and durable for years of service. • Available in orange and white. • Small, medium, and large

INDHAVEN

HANG GLIDING SCHOOLS, INC. 12437 San Fernando Rd. Sylmar, Ca. 91342 (213) 367-1819

California residents add 6% sales tax. Dealer inquiries invited.

JUNE 1979

2 you od pilot, getting better

(Dealer' s Invited)

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

P.O. BOX 340 NAGS HEAD N.C. 27959 (9 19) 44 H 3247

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

USHGA REPORTS

COMPETITION COMMENTS The Problem With Spots by Tom Milkie "Hang gliding is flying, soaring and skying out, not stepping on Frisbees - so why have any kind of target landing in hang gliding competition?" I have heard this question, in different forms, asked many times. The rebuttal is: Hang gliding isn't just flying - it's also taking off and landing. In some places in the east the hardest requirement for everyday flying - the one that separates the flyers from the turkeys is the ability to land safely in a small landing area. Therefore, naturally, western pilots think much less of a landing accuracy task in competition than do eastern pilots. However, I think today that the concept of target spot landing has been accepted as valid. A few meets have dispensed with the requirement for target scores because they have dispensed with the need for landing fields. The Owens Valley in California is full of nothing, allowing landings anywhere, thus allowing more freedom in the flying tasks in the Cross Country Classic. A few other meets require only landing in a large landing "zone" for the purpose of pilot control and retrieval. This was done at the Telluride Invitational in Colorado. However, in most meets, landing accuracy is a part of every flight, so a landing score has been part of the competition scoring. The problem then gets down to how important is landing accuracy? I think every-

one feels that it should not be insignificant, nor as important as the flight task flown. That is about as much as can be said in general. Meet organizers usually set up scoring for flight tasks with that in mind. Unfortunately, however, the results in meets have not been true to everyone's intent, giving the "spot landing" event a bad name. For example: What if a duration task is flown with one point awarded per second of flight? A landing target score of a maximum of 100 points is awarded for a bullseye. This type of scoring is poor, because the relative importance of landing scores to the total score depends on the flight score. If the flights last about five minutes (300 seconds) the landing is worth about 25% of the total score. If conditions change during the meet, and flights average 30 minutes (1,800 seconds), the landing score is only worth about 5% of the total score, and the whole concept of the task may have changed. Even worse, suppose a limit of 600 points is allowed for duration. If conditions are good and everyone easily gets these 600 points, then the only thing that matters is the spot - and it is now lOOOJo of the contest! To keep the relative merit of the landing score fixed, it is better to award a landing score as a percentage of the flight score. That is, add an extra 25% to the flight score for a bullseye, 20% for the next outer ring on the target, etc. And to prevent the meet from becoming only a spot landing contest, the flight task must be designed to prevent a lot of maxes. The setup of the landing target is another area of concern. The USHGA rules currently define the "official" target as a onemeter diameter bullseye, a ten-meter diameter ring, a twenty-meter ring, a thirtymeter ring and a fifty-meter ring, but this may have to be tailored to the landing area available. Many meet organizers have decided to make the bullseye as small as possible in the center, with the idea that the smaller it is, the better the "spread" of points when comparing the landings of different pilots, since only the very good landers will hit the very center. This theory is good in calm, steady winds (regardless of glider type, since that is a choice of the pilot). But what happens when thermals or gusty conditions occur in the landing area? Even the world's best pilots would not be able to consistently land "on a Frisbee," and landing scores would be more a factor of luck than skill. The answer is to use a large enough bull. The size depends on conditions, the site, etc., but a minimum of one meter seems OK. This is an item of debate, however. The use of scored rings, instead of a tape-measured distance is recommended for the same reason. The additional accuracy in the scoring is not justified, and the difficulty in making measurements is

greatly reduced with the use of rings. Regardless of the size of the spot, the technical problems of running a meet usually require establishing an "acceptable" landing area. This can be for pilot safety, property rights, crowd safety, pilot retrieval, or other reasons. It would be convenient to specify a natural boundary (a road, for instance) but an exact line should be used (such as a specified edge of the pavement). Many pilots, especially those who have missed crossing these boundaries by a few inches, feel cheated by the use of an arbitrary "foul line." But would many more have crossed the line if it had been ten feet further out? Because of the compelling reasons for having these boundaries, it is often necessary to disqualify those who don't make it over - any lesser penalty would not provide as much incentive to cross it. If pilots repeatedly fail to make the boundary without excessively conservative flying, the problem is not with the landing requirements - it is probably a problem with the flying task. Distance pylons in a long line away from the landing area often result in outlandings. It would be better to accomplish the same task with pylons which run around the landing area, or a course which crosses back and forth across the landing area. In the first real World Open in Kossen, Austria in 1974, Americans got to fly duration and spot landing against Europeans for the first time. The Europeans did better on the spot landings because their pilots and judges had a different concept of the target event from that of most Americans. The Europeans would take off and keep the glider nose pointed at the sawdust-filled target circle - until impact. To a lesser degree the difference in opinion as to what constitutes a reasonable landing form has existed in the U.S. A more important question has occurred to meet organizers: ''How do you keep eager pilots from having bad accidents when you award valuable points for target accuracy?" Mishandling of this problem in the past has resulted in many bad crashes and has given both spot landing and competition a bad name. A consistent set of rules has finally been established by the USHGA to set up a uniform "code" which awards safe landings, and discourages unsafe landings enough to prevent them. These rules are included below. They were updated at the 1978 Nationals to cover one other problem - that of objectivity. The landing judge has one of the physically roughest jobs in a contest. Often he must watch for landing from a good distance away, while recording the target score and watching for other gliders on final approach. To help him make a consistent and rapid decision on landing form, the new rules were written with very HANG GLIDING

pact, but any of the following deviations from a controlled landing may occur: I. The keel of the glider may touch the ground prior to and during landing. 2. A slight turn of less than 45 degrees, due to a wingtip touching the ground. 3. After the initial impact on the feet, the pilot's hands or knees may touch the ground. 4. The control bar may be dropped, and/or the glider nose may be rotated down, inadvertently, during the landing prior to the end of any forward movement.

measurable, objective determinations. For instance, determining whether a wingtip or pilot hand touches the ground is a lot easier than determining whether a glider lands "under control."

USHGA Landing Form Rules (Appendix 4.3.3.6)

(a) CONTROLLED LANDING - Is an upright, feet-first landing, where only the feet of the pilot make contact with the ground. No hang glider parts, except parts of the suspension harness, may touch the ground. After any forward movement is stopped, the glider nose and/or the control bar may be lowered to the ground.

(c)

(b) SAFE LANDING - Is an upright landing where the feet absorb the initial im-

UNCONTROLLED LANDING - Is a landing with any of the following deficiencies:

2. 3. 4. 5.

The glider turns more than 45 degrees due to a wingtip touching the ground. Pilot falls backwards after landing feet first. The pilot's feet do not absorb the initial impact of the landing. The control bar of the glider touches the ground first. Landing in the seated, prone, or supine position.

(d) CRASH LANDING - Is any landing where noticeable injury is sustained by the pilot, and/or the glider is noticeably damaged as follows: I. Any deformation of any airframe spar. 2. Any deformation of the control bar frame from its normal shape.

Proposed Federal Aviation Regulations for Hang Gliding by Dick Heckman The foflowing proposed Federal Aviation Regulations for hang gliding were drafted by the "Chattanooga Committee," which has been designated as a Regulations Subcommittee of the Safety and Training Committee by Dennis Pagen and Dave Broyles. No formal statement has been made to the FAA. Cathy Carroll of the FAA is preparing a draft Notice of Proposed Rule Making. A copy of these proposed regulations has been sent to her, informally, for her consideration. Some members of the hang gliding community feel that, Federal regulation being inevitable, it is better to propose reasonable regulations now, rather than wait for a disaster and the ensuing restrictive legislation. The following are the arguments being made: 1) 2)

FOR Will give us recognized rights within airspace. Will afford official recognition as a legitimate activity, as opposed to an underground sport. Gross irresponsibility of individuals can be curbed by legal means without attacking the sport as a whole. AGAINST Regulation will not stop here. We would be feeding a tidbit to a hungry bear. We will be swallowed up in the Federal bureaucracy.

JUNE 1979

Federal regulation is not necessary and will be ineffective. Self regulation has worked and will work.

These proposed regulations exclude motorized hang gliders. Please fill out our survey form in this issue and let us know how you feel.

Preflight Action

Each pilot shall, before a flight into controlled airspace, familiarize himself with all available information concerning that flight. 4.

Night Time Operations

No person may operate a hang glider from Yi -hour after sunset to Yi-hour before sunrise without an operating position light visible for at least 3 miles.

FEDERAL REGULA TIO NS 1.

Applicability

A. This part prescribes rules governing hang gliding operations in the United States. B. For the purpose of this part, a hang glider is defined as an unpowered manned vehicle whose ability to remain in-flight is generated by natural air currents alone; launch may be made by towing from a surface vehicle, a drop from an airborne vehicle, or self launched by an occupant. C. Exclusions: Excluded from this part are vehicles whose launches and/or flight is dependent upon attached motors. 2.

Operations Over or Into Congested Areas or Open Air Assembly of Persons

No person may operate a hang glider over or into a congested area of a city, town, or settlement, or open air assembly of persons unless at a sufficient altitude to glide to a safe landing without endangering the life and property of others. 6.

Operations Over or Onto Airports

General

No person may operate a hang glider in a manner which will create a hazard to air traffic or to persons or property on the surface. The pilot of the hang glider is directly responsible for, and is the final authority as to the operation of that hang glider.

Airports with a control tower operated by the United States. No person may operate a hang glider below 3000 feet AGL within 5 miles of an airport without prior approval from the control tower serving the airport. Airports Without a Control Tower Operated by the United States. No person may operate a hang glider over an airport which 53

does not have a control tower operated by the United States unless he receives authorization from the airport manager or remains clear of that airport's traffic pattern and avoids creating a hazard to air traffic or to persons and property on the ground. Operations Over or Within Restricted, Warning, Prohibited, or Military Operations Area No person may operate a hang glider over or within the above areas unless the controlling agency of the area concerned has authorized the operation. Operations Within Positive Controlled Airspace (PCA) or Terminal Control Areas (TCA) No person may operate a hang glider in PCA/TCA unless authorized by the air traffic control facility having jurisdiction over that area. Flight Visibility and Clearance From Clouds Requirements No person may operate a hang glider: (1) Into or through a cloud or (2) When the flight visibility is less, or at a distance from clouds that is less, than that prescribed in the following tables:

Altitude

Flight Visibility

Distance From Clouds

Uncontrolled Airspace (1) All

I Statute

Clear of Clouds

3 Statute

500 ft. below, 1000 ft. above 2000 ft. horizontal

Controlled Airspace ( 1) Less than

10,000 ft. MSL

(2) 10,000 feet MSL or Above 5 Statute

1000 ft. below 1000 ft. above I mile horizontal

10. Liquor and Drugs No person may operate a hang glider if that person is: A. Under the influence of intoxicating liquor;

B . Using any drug that affects his faculties in any way contrary to safety. AIRMAN'S INFORMATION MANUAL (AIM) Part I (1) Add information concerning the effects of vortices on hang gliders. (2) Add definition. (3) Add segment in special notices concerning new FAR governing hang gliders. (4) List sites. ~

No Mountains? Soar Anyway!

FLY THE FLATLANDS! Tow Systems for All Makes of Hang Gliders. Tow system w/top and bottom release and flotation $350 with spread shackles additional $ 10 2 point pulley bridle $ 30 Boat release with carabiner $ 35 All orders require 50% deposit. Texas residents add 5% sales tax. Send $1.00 for information package to; KITE ENTERPRISES Telephone Inquiries Invited; 1403 Austin Street Dave Broyles Evenings (214) 438-1623 Irving, Texas 75061

r--;;~::::~:=:~~~~=~~~~::::::::~~:::~;;:::--

I I

membership. Please complete the form, with any comments you may have, and return to: USHGA, P.O. Box 66306, Los Angeles, CA 90066 by June 30, 1979. YES

Should the proposed hang gliding FAR (included in this issue) be formally recommended to the FAA? Should the FAA be involved in the regulation of the sport? If so to what degree? _ _ __

Should the USHGA be involved in motorized hang gliding? If so, to what degree? _ _ _ _ _ __

Should the name of the sport be changed? If so to w h a t ? - - - - - - - - - - - - - - - - -

Should competition be a major concern of the organization? Should we finance the world team? To what degree should we invest our efforts in this area? __________________

Does the USHGA need an Executive Director? - - - - - - - - - - - - - - - - - - - What other issues would you like to see surveyed? - - - - - - - - - - - - - - - - - - -

USHGA MERCHANDISE ORDER FORM

B-1

B-2 B-3 B-4 B-5 8-6 B-7

8-8 8-9 8-10 B-11 B-12

PRICE

BOOKS

QUANTITY

-----THE COMPLETE OUTFITTING AND SOURCE BOOK FOR HANG GLIDING. by M ~hael Mendelson. History. models. accessories, publications, organizations. schools. sites _____ .fl Y, THE COMPLETE BOOK Of SKYSAILING. by Rick Carrier Basic mlormation on techniques and instruction _ _ _ _ _ HANG GLIDING AND SOARING. by James Mrazek. flight theor; and meteorological data _ _ _ _ HANG FLIGHT. by Joe Adleson and Bill Williams Third edition. Flight instruction manual. 100 pages -----HANG GLIDING. by Dan Poynter. Revised edition. The basic handbook for skysurting . ------MAN-POWERED FLIGHT. by Keith Sherwin. History and modern flying technology. design and consideration ------HANG GLIDING AND FLYING CONDITIONS. by Dennis Pagen_ Micrometeorology for pilots 90 illus_ by author NOT SHOWN: ----HANG GLIDING ANO FL YING SKILLS. by Dennis Pagen A complete instruction manual for beginners to experts _ _ _ _ _ GUIDE TD ARIZONA. by Wilson Baker. 50 pages. Sites. maps and conditions for flying 1n Arizona ----GUIDE TD ROGALLO FLIGHT BASIC. by Bob Skinner and Rich Finley. A handbook for beg1nn1ng pilots. 30 pages ------HANG GLIDING. THE FLYINGEST FLYING. by Don Oe,Jera_ Pictorial history. pilot comments Photos by Stephen McCarroll __________ MANNED KITING. by Dan Poynter. Handbook on tow-launch flying

8-13 _ _ _ _ SIMPLIFIED PERFORMANCE TESTING_ by Jack Park 8-14 8-15 8-16

AMOUNT

S 7 95 - - - - - - - -

S 765 - - - - - -

s 7 65 - - - - · - - S 3 50 - - - - - - - - · S 6.50 - - - - - · S 650 - - - - - -

S 6 50

S 6 50 - - - - - - S 550 - - - - - -

s 275 - - - - - $10 95

S 435 S 2 20 - - - - - - - -

----HANG GLIDING LOG BOOK. 32 pages Designed especially for pilots 41,·· X 7" S 3 25 - - - - - - - - ·-----HANG GLIDING MANUAL ANO LOG. by Dan Poynter For beginners S 1 50 - - - - - - - An asset to instructors of hang gl1dmg 4" X 6" _____ .fAI SPORTING CODE FOR HANG GLIDING. Provides the requiremenfs S 1 00 - - - - - - for records. achievemenfs badges. and World Championships

ITEMS 1-1 1-2 1·3

-----USHGA EMBLEM T-SHIRT. 100% cotton. high quality_ orange only Men's sizes S. M. L. X-L (please circle size) ---------USHGA EMBLEM CAP_ One s11e lits all Baseball type w USHGA emblem. NAVY or ORANGE (please circle color) _ _ _ _ USHGA SEW-ON EMBLEM. 3" diameter. full color (red and orange on a yellow-orange background w black print)

S 5 50 S 4 50

S 1.00 - - - - ----

25 - - - - - - - - -

1-4

--------USHGA DECAL. 3,, .. diameter. full color

1-5

-----USHGA EMBLEM PENDANT_ 3 ,

1-6

------USHGA BUTTON PIN. 1' 1 . d,ameter. full color

s .50 - - - - - - - -

1-7

-----.LICENSE PLATE FRAME --,-d rather be hang gliding Blue and white

S 4 00

diameter Pewter 1°1 silver

chain

S 300 - - - - - - - - -

USHGA PUBLICATIONS P-1

S 2 00 - - - - - - - - -

-----USHGA INSTRUCTORS CERTIFICATION MANUAL

MERCHANDISE SUB-TOTAL _______ _ Cal1forn1ans add 6°,o tax ______ _

HANG GLIDING/ GROUND SKIMMER BACK ISSUES No tax on magazines

Specify by circling issue number

MAIL WITH CHECK OR MONEY ORDER TO: USHGA, Box 66306, Los Angeles, CA 90066

PRINTED COPIES 19. 20. 21. 22. 23 ('75 calendar)_ 24 25. 27. 28. 29. 30. 31. 32_ 33. 34 36 ('76 calendar)

NAME _ _ _ _ _ _ _ _ _ _ _ _ USHGA # _ _ ADDRESS CITY, STATE, ZIP

40 - - - - - - - - -

s 75 - - - - - -

PRINTED COPIES· 37. 38. 39. 41 42. 43. 44. 45. 46. 47. 48 U7ca•endarl 49_ 51 52. 53. 54. 56 57_ 58. 59. 60_ 61 62_ 63. 64 through currenl issues

S 1.00 - - - - -

s 1.50 MAGAZINE SUB-TOTAL _ _ _ _ _ _

-suPPLY LIMITED

TOTAL _ _ _ __ NO CHARGE ITEMS

ORDERING INFORMATION: Enter quantity and price of each item ordered. Allow 3-4 weeks for delivery. Thank you for your order!

- - - - - USHGA MEMBERSHIP APPLICATION FORM (#4) - - - ACCIDENT REPORT FORM tn 151 ____ USHGA MERCHANDISE ORDER FORM (# 14) _ _ _ USHGA LILIENTHAL AWARD FORM (#12)

_____ FILM REQUEST FORM (No loreign orders please 1 ____ SOURCES Of DEALERS. SCHOOLS. ETC 1#81 Spec1ly state~---

____ BASIC SAFETY REGULATIONS !PART 1001

ALL PRICES INCLUDE POSTAGE AND HANDLING. (Prices subject to change without notice.)

--- --- USHGA PILOT PROFICIENCY PROGRAM (PART 1041 Consumer advisory Opinions expressed by authors of listed books do not necessarily reflect USHGA policy. nor does sale of merchandise conslilute endorsement

AND FOR VERY GOOD REASONS

CIRRUS 5 was the first truly high performance "Intermediate Glider. " Since we were first , we watched everyone else try to play catch up . Everyone has tried. Some of their designs are so slow we consider them unacceptable for our safety standards. Some are so fast they just can 't stay up . Some are so expensive we find it shocking that people would consider the price. And some designs seem to have questionable aerodynamic stability.

So the CIRRUS 5 goes unchanged. Although there have been some refinements in sail craftsmanship the CIRRUS 5 is more than ever what the intermediate pilot needs; a true versatile craft of uncompromising safety , performance and quality .

$1 045 will buy you what you need: the CIRRUS 5 , not compromises. See your Electra Flyer dealer today . 100 C..111tl,1 /I.E.

A/j•t•11t•1, 11,w M1xi1111101

(SOS) 144-14"

CLASSIFIED ADVERTISINCr

SEAGULL Ill. Blue & gold sail, good condition, excellent beginner kite. Bag, harness. $350. Call or write Ron Valrnassoi, 1620 Pagel, Lincoln Park, Mich. 48146. (313) 383-3791. SEAHAWK 190. 1978 model. Includes bag and fairings. Sharp colors, excellent condition, $850 Firm. (213) 986-6465. SST IOOB. Very clean, well cared for, not flown much. Great first kite for novice pilots 170-200 lbs. $550. (213) 447-7627.

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 (espec ially 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

PHOENIX SX. Good shape for its age, well maintained. Good first kite for novice pilots 170-200 lbs. $385. (213) 447-7627. THREE ASG 21C gliders. All latest models, clean trunks, two 180 sq. ft., one 160 sq. ft. All three gliders have recent airframe and sail inspection by pro Aerial Techniques staff. Excellent condition, cases included. Experienced class 3 or 4 pilots only need reply. Priced to sell. 180 custom sail, $650. 180 white sail immaculate, $650. 160 white sail, $650. Jesse (914) 647-6250. UP SPYDER. Red, white and blue, stars & stripes. Swing seat, bag. Perfect condition. $700/offer. Greenpeace, Hawaii (808) 537-9505.

Rigid Wings

ASG-18. 145 sq. ft. Purple & yellow, good condition, Bag included. $500 or best offer. Dusty. (303) 278-8168. BENNETT VI-C. Tow kite, hang glider, multi-colored sail. Tow frame, floats, bag. Brand new. A real deal. List $1,500, yours for $1,200. Must sell. Call or write Ron Valrnassoi, 1620 Pagel, Lincoln Park, Mich. 48146. (313) 383-3791.

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.

HIGH PERFORMANCE SOARING, MANTA FLEDGLING B with Kasper wingtips. Fixed wing that packs up Rogallo style. Rigged prone, twist grips, all cover bags. Second glider, must sell. $600. T. Lappas, P.O. Box 42203, Las Vegas, Nv. 89104. ICARUS ll w/Riser ribs. Ready to fly. Mc !Ole w/ Moody mount. Complete with trailer. $1100/best offer. Call (415) 948-7345. PHOENIX 6, $400. Phoenix 6B, $500. Cumulus IO, $600. SST IOOB, $600. XC 220, $800. SST I JOG, $900. Moyes Maxi MK IIB, $1000. Call (714) 963-2457.

ELECTRA FL YER 230 FLOATER. New condition. $1,050. Contact Golden Sky Sails, 572 Orchard St., Golden, Colo. 80401. (303) 278-9566. FLEDGLING A. Good condition, supine harness, bag included, $475. I pay shipping, (406) 442-7645. LOOKING FOR A USED GLIDER? Trying to sell your old wing? FREE listing on our used glider board, Mission Soaring Center, 4355 l Mission Blvd., Fremont, CA 94538. MARIAH 170. Excellent condition. Silver and black beauty. $850, or best offer. CIRRUS Ill. Very good condition. Clean rainbow sail. $400, or best offer. Contact Stu Saikkonen, Elmira, N.Y. (607) 974-7751 weekdays. OLY 160. Dark blue, light blue, white. Excellent condition, $600. Will ship. Dusty (303) 278-8168. RED TAIL/UP w/BAG. Good condition, inspect it! $200. ComRecover, 250 W. 99 St., NYC, N.Y. 10025. (212) 222-3050. SEAGULL Ill-Z 17 ft. Excellent condition. One hour flight time. $375. (213) 860-8278.

JUNE 1979

ELSINORE VALLEY HANG GLIDING CENTER. Certified, experienced instruction, sales for all major manufacturers and repair facilities. Call (714) 678-2150 or stop in at 31381 Riverside Dr., Elsinore, CA 92330. FREE FLIGHT OF SAN DIEGO. Expert instruction utilizing modern, safe equipment. (714) 560-0888. HANG GLIDERS OF CALIFORNIA, INC. USHGA certified instruction from beginning to expert levels. All brands of gliders, a complete line of instruments & equipment are available! For information or catalog, write or call: Hang Gliders of California, Inc., 2410 Lincoln Blvd., Santa Monica, Ca. 90405. (213) 399-5315. HANG GLIDERS WEST-DILLON BEACH 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 Glider West, IOI! Lincoln Ave., San Rafael, Ca. 94901. (415) 453-7664. Hours l0:00 - 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 GLIDlNG Largest and most complete hang gliding center in Los Angeles. Featuring Bennett, Seagull, Electra Flyer, Sunbird, all other brands of gliders available. Corne demo. '78' model gliders today! Beginner to advanced instruction with USHGA Certified Instructors. MOTORGLIDING - Sales, demos and power instruction available. 5219 Sepulveda Blvd., Van Nuys, Ca. 91411. (213) 789-0836.

CAN'T AFFORD A NEW OR USED GLIDER? With only 10% down we will finance the balance or take anything in trade. IOC\'o off of any new glider, power pack or parachute with this ad! Contact LEADING EDGE AIR FOILS, INC. (303) 632-4959.

CIRRUS 5A & 5B. Identically painted red, orange & yellow with custom soaring windows as shown above. EXCELLENT CONDITION, CSA $995. C5B 5945. (213) 992-4728.

Wills Wing, U.P. Bennett, Sunbird, Electra, Stratus V, Manta Fledge and Windjammer, with uther brands available. Top o' the hill, overlooking Fort Funstun. Contact Jan, George, Ken, J. Fred or Torn. 10 Hillside Bl., Daly City, CA 94014 (415) 756-0650.

Schools and Dealers ARIZONA THE BEST IN ULTRALIGHT SOARING EQUIPMENT AND INSTRUCTION. U.S. Hang Gliders, Inc., 10250 N. 19th Ave., Phoenix, Az. 85021. (602) 944-1655. 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, Seagull, and Electra Flyer (other brands available). Personalized instruction in small groups. Lesson programs based on the USHGA Pilot Proficiency Rating System. Certified, experienced instruction at all levels 695 E. Villa, No. 7, Arcadia, CA. 91 lOJ. 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,

MISSION SOARING CENTER Dealer of Seagull, Eipper, Manta, Sunbird and Electra Flyer. With other major brands available. Fly before you buy. End blind loyalty. Demos available. Complete lesson program. USHGA certified instructors, observers. 43551 Mission Blvd., Fremont, Calif. 94538. THE HANG GLIDER SHOP - For the largest in stock inventory. USHGA certified flying instruction and much, much more! Call (213) 943-1074. [351 Beach Blvd., La Habra, Ca. 90631. WINDHAVEN HANG GLIDING SCHOOL, lNC. Serving Southern California. Complete line of gliders, beginner to advanced instruction. USHGA certified instructors. Write or call, Windhaven, 12437 San Fernando Rd., Sylmar, Ca. 91342 (213) 367-1819. CANADA HANG GLIDING SCHOOL OF THE UNIVERSAL SPORT ... Our specialty ... Hang gliding lessons, sale of

GLIDER TRADE-IN «. SPECIAL «. Windhaven takes trade-ins on new gliders from anywhere in the country. Ship or deliver your glider, and we will apply it to your new purchase. We sell: Electra Flyer Novas Seagull Wills Wing

U.F.M Mitchells Wing Delta Wing Eipper-Formance

INDHAVEN HANG GLIDING SCHOOLS, INC. 1 2437 San Fernando Rd. Sylmar, CA 91342 (213)367-1819

P.S. Planning on a chute for the coming season? UP's famous Back-Up system by Advanced Air Sports is now available in two sizes - 24' at $349.00 each, 26' at $384.00 each, in stock with your choice of container color! Contact your UP dealer today.

1-1amq CERTIFIED

gliders (Seagull Aircraft) and glider repair. USHGA certified instructor - John Szirony, P.O. Box 227, Yarrow, British Columbia, Canada (604) 823-4273. 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.O. 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 Highstcr. 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. CONNECTICUT TEK FLIGHT Products, lnc. 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. THE HANG GLlDER CENTER. "Sooner or later you'll be our customer." Rt. 66, Exit 28, l-84. (203) 628-8853.

FLORIDA

MASSACHUSETTS

MOTORIZED HANG GLIDERS OF FLORIDA-North Florida, Georgia dealer for Manta kits, ready to fly. Easy Riser, Landing Gears. Largest stock of kites and accessories in the south. Free instruction for our customers. Financing available. Information $4. Box 50961-H, Jacksonville Beach, FLA 32250 (904) 246-2568.

Try a FREE practice run at Aeolus Flight Training Center, Groton Hills Ski Area, Groton, MA. Aeolus instructors can teach you to fly safely and easily, and 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.

GEORGIA ATLANTA USHGA certified beginner and novice training using wheels and radios for your safety. Rentals, sales, service. UP - Bennett - Wills - Electra Flyer -UFM -Soarmaster - Seagull - Manta. AHG, P.O. Box 48163, Doraville, Ga. 30362. (404) 458-4584, 448-3516.

MICHIGAN

IDAHO MOUNTAIN AIR GLIDER SALES. Serving the Idaho area with the best in ultralight soaring equipment and certified instruction. 1144 N. Grant, Pocatello, Idaho 83201. (208) 233-8179. 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 !-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 i'v!ONARCH FLYING 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. VOYAGE UR'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.

AERO FLOAT FLIGHTS. Powered ultralight specialists. We carry Easy Risers, Quicksilvers, and the Mitchell Wing, along with the best power systems on the market. We carry only the best and proven products. Manufacturers & developers for the safety-pro harness line & power muzzler tuned muffler. For info pack send $3.00 to: P.O. Box 1155, Battle Creek, Mi. 49016. Phone (616) 965-6455. ECO-FLIGHT HANG GLIDERS. Now with 2 locations, one serving southeast lower Michigan, and our new shop in the Frankfort area, home of Michigan's prime flying sites. We sell and service most major brands of gliders and accessories, including U.F.M.'s "Easy Riser." We will custom build your "Riser" and motorize it too. USHGA certified instruction using 2-way radios. Lessons from beginner to advanced. Parts, supplies, repairs. P.O. Box 188, Benzonia, Mich. 49616. (616) 882-5070 or 17390 Redman Rd., Milan, Mich. 48160. (313) 459-4545.

DOES YOUR SYSTEM HAVE QUALITY? Removeable Cocoon - Interchangeable Knee Hangers High Quality-Durable Materials Non Slip Foot Stirrup AS SHOWH ABOVE, 'SYSTEM ONE' HAS BEEN DESlOHE D FOR AH EASY SHIFT INTO SEATED POSITION. <l.OING SEATED IS BUILT INTO EVERY

THE COMPLITT SYSTEM -knee hangers -foot stirrup -cocoon

SY.STEM. FOR THE 'COMPLETE SYSTEt,I' SENO FOR HARH:fSS- COCOOh ATTACHllfllT O!Hll

THE AIRBORNE SIZE CHART.

SYSTEM ONE AHO TWO MAY BE

ORDERED BY INCLUDING HEIGHT, WEIGHT, CHES1' SIZE, AliO LEG INSEAM.

SYSTEM 1

SYSTEM 2

Can. - 159.00 Combinations of these instantly interchangeable components, create a system that can be adapted to your nex1 flight... 30 SECONDS OR 3 HOURS AND 30 SECONDS Airborne Products are Manufactured and Distributed by: GET QUALITY

GET AIRBORNE!

JUNE 1979

ONTARIO HANG GLIDERS INC. 801 WOOLWICH ST. GUELPH, ONTARIO, CANADA NlH 6J2 (519) 836-4781

Now establishing U.S. dealer network

SUNBIRD OF UTAH

2M E. 5th Street South sandy, Utah 84070 (801) fj6M013 S.E. MICIHGAN IIANG GLIDERS

SO. CAL. SCHOOL OF HANG GLIDERS 5219 Sepulveda Blvd. Van Nuys, CA 91414 (213) 78,1"0836 SUNBIRD OF MIAMI 8786 S.W, 1:l3 S!reot Miami, FL 33156 (306) 596·0503

ULTJIAUTE SPORT.S OF .AMERICA H800 Westinlnstor Way No. Seattle; WA 98133 ,(206)363:6364

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

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.

NEW MEXICO

OKLAHOMA

MONTANA

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.

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.

TENNESSEE

NEW YORK

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 % mile from Warren Dunes. We are the oldest school and offer the most professional training in the mid-west. The owners placed I st 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. l l 522 Red Arrow Hwy., Bridgman, Mi. 49106. (616) 426-3100. SOUTHEAST MICHIGAN HANG GLIDERS 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. MINNESOTA NORTHERN SUN HANG GLIDERS, INC. Distributors for Electra Flyer, Wills Wing, Eipper, Manta, Mitchell Wing, Moyes, Bennett 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.

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

AERIAL TECHNIQUES - at Ellenville. The east coast's largest hang glider shop. USHOA Certified instruction, dealers for all manufacturers, most equipment in stock from our tremendous inventory. A.T. is where it's up ... Rt. 209 - in Ellenville, N.Y. 12428. (914) 647-3344 or 783-6751.

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.

HANO GLIDERS. Complete Rogallos $480. Intermediates, kits, complete from $585. Plans $5.00. Wood and fabric biplane, build for $150. Plans $15.00. Power units $650. Information $1.00. Bantam Ultralights, Dept. 0, Box 3227, Rochester, New York 14617. NORTH CAROLINA 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 to learn to fly. Gliding into the soft Atlantic breezes from Jockey's Ridge is an experience which will always be remembered. Thirteen stories high, it is the tallest sand dune on the East Coast. We have safely taught over 7,500 folks to fly - people of all ages. Hang gliding from the soft sand dune is a major factor in the outstanding safety record of Kitty Hawk Kites, the East Coast's largest and finest hang gliding school. We offer several lesson plans all the way 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

ELECTRA-FL YER DISTRIBUTORS. South MidWestern distributors for: Electra Flyer Corp., UF1V1 Products, Sky Spons, Seagull Aircraft. Now accepting dealership inquiries. Call or write: LONE STAR HANO GLIDERS, 2200 "C" South Smithbarry Rd., Arlington, Tx 76013. Metro. (817) 469-9159. UTAH THE KITE SHOP AT NATURE'S WAY. Our ECO FLIGHT SCHOOL is Utah's oldest and most experienced, with USHOA 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. \VASA TCH WINGS INC. - Salt Lake's Hang Gliding Center. Located minutes from the Point of the Mountain. Featuring a fully stocked repair shop, USHOA Instructors, 2-war 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.

FLIGHT DESIGNS

VARIOMETER

INST ANT RESPONSE AUDIO UP ONLY SINK ALERT 700 FPM/DWN LIGHTWEIGHT SWING DOWN ARM AV AIL.ABLE s 14995

~r?

FLIGHT DESIGNS P.O. BOX 1503 SAUNAS, CA D3902 (408) 758-689(:i

DEALER INQUIRES INVITED

JUNE 1979

USHGA CERTIFIED ~~INSTRUCTORS NEEDED TO WORK IN A RESORT AREA. IF YOU ARE NOT ALREADY CERTIFIED, WEWILL TRAINANDCERTIFYYOU.

~ SEND YOUR RESUME TO:

PO. Box340 Nags Head, N.C. 27959 Attention: RALPH BUXTON 63

When New Zealand's top designer-sailmaker develops a third-generation glider with supership PERFORMANCE, easy HANDLING, and proven STRENGTH and SAFETY, that's good news.

' .• ~},.

When the new glider turns out to float as well as the monster wings with 80 sq. ft. more sail, yet fly as fast as 1978's most successful contest glider, with a better LID, give ii a headline.

,.,

___,_.,

___-:-::-·.~

And when the same wing is certified in several foreign countries as the safest, strongest glider they've ever tested, stop the presses! But when you find out that the glider is selling at 1976 prices, with an honest 2-4 week delivery, well, you're gelling the idea. It's time for a new Front Page ... with the name LANCER IV at the top. Check it out:

•

Span Nose Angle Aspect Ratio Root Chord Weight

LANCER IVS

LANCER IV L

32' 6" 120° 6.9:1 9' O" 46 lbs.

34' 120° 6.9:1 9' 10" 50 lbs.

/f;.1~.}

..... ·l-

Pllo1 _,<,evm Kernohan

Photo James Country

P.O. BOX 1.so:1

ii :I

'"'f

SALINAS, CA iuno2 7S8H8Dfi

Your complete Supplier for: Harnesses, lnstmments, Emergency Parachute Systems, and Flight Accessories,

SO CAL DI ST. Jim LOMence

15516 Bowdoin St. Pacific Palisades, CA 90272 21.3-454-5126

WYOMING CENTRAL WYOMING HANG GLlDERS - 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

ULTRALIGHT FL YING MACHINES OF ATLANTA. CGS 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, Wcedhopper, Catto. (404) 458-4584. ff4 Aviation Way, POK Airport, Chamblee, GA 30341.

Miscellaneous

Business Opportunities

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 with your valuable equipment. Order your theft alert system today! Only $149.95 plus $3.00 shipping. Check or money order to GULF AIR SPORTS INC., P.O. Box AJ, Venice, Fla. 33595.

STARTING A HANG GLIDlNG BUSINESS!! For a complete line of gliders, parts and accessories contact: LEADING EDGE AIR FOILS, lNC. 331 South 14th St., Colo. Spgs., Colo. 80904 (303) 632-4959.

FINE PEWTER BELT BUCKLE depicting hang glider. Fits I 3/4" belts. $9.50 ppd. to: The James Collection, P.O. Box 11505, Portland Or. 97211. Chcck/M.O. Satisfaction Guaranteed!

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.

WANTED: One I9'xl6' Electra Flyer Sunflower in good shape. Contact Golden Sky Sails, 572 Orchard St., Golden, CO. 80401. (303) 278-9566.

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 bi' JAA, JHA certified instructors. We offer a complete line of hang gliders, rentals, sales and accessories. JAPAN HANG GLIDERS ASSOCIATION l-16-9, Uchikanda Chiyodaku Tokyo IOI Japan. (03) 292-0756.

Emergency Parachutes 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 SYSTEM meets rigid TSO testing. The best available! Easily adapted to your harness and glider. Write [or [rce details. Windhaven Hang Gliding Schools, Inc., 12437 San Fernando Rd., Sylmar, Ca. 91342. ODYSSEY has 24' and 26' emergency parachutes [or the hang gliding pilot. Lightweight and inexpensive. Dealer inquiries welcome. Don't fly without us! Send for free details. Odyssey, Box 60, Wilton, N.H. 03086.

WANTED: Fellow flyer to travel from east to west hitting all flying sites possible. I have van. Split expenses.

Leave end of May. Call/write Jim Cobb, 2309 Rosewood Dr., Edgewood, Md. 21040. (301) 679-5926. TORREY PINES 1979. Text by Don Betts. Photos by Bettina Gray. Pictorial review of hang gliding at Torrey Pines. 40 pages of photos, maps, flying regulations, and history of the area. Excellent booklet for those who have only heard of Torrey Pines. Booklet can also be purchased at site. $2.50 each (encl. pstg.). USHGA, P.O. Box 66306-HG, Los Angeles, Cali[. 90066. PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $I. Decals, 3 !I-,'' dia. Inside or outside application. 25~ each. Include 13~ [or 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 60/o 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. The rate for classified advertising is 30~ per word (or group of characters). Minimum charge, $3.00. A [ee of $5. is charged for each photograph. Art discount for display ads docs not apply to classifieds. AD DEADLINES - All ad copy, instructions, changes, additions and cancellations must be received in writing I!/, months preceding the cover date, i.e., Feb. 15 for the April issue. Please make checks payable to USHGA: Classi[ietl Advertising Dept. HANG GLIDING MAGAZINE Box 66306, Los Angeles, Ca. 90066

INDEX TO ADVERTISERS Advanced Air Sports ......................... 67

Pacific Ultralight .............................. l B

Aerial Techniques ............................ 44

Pagen ....................................... 21

Aerie T-Shlrts ................................. 14

Power Up Co................................. 33

ATS .......................................... 44

Poynter Books . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

Bennett Delta Wing Gliders ......... IFC, 11, 42, 55

Price Company .............................. 27

DAR Ent ....................................... 9

Scott's Marine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

Parts & Accessories

Duncan ...................................... 31

Seagull Aircraft .............................. 57

Eco-Nautlcs Inc ............................... 27

Skyfllght ..................................... 30

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.

Elpper ...................................... !BC

Snyder Ent................................... .

Electra Flyer Corp ................... 15, 36, 37, 58

Soarmaster .................................. 36

Flight Designs ................................ 63

Sunblrd ...................................... 62

Instruments, propellers, engines, landing gear, helmets, rue! tanks, hardware etc. POWER SYSTEMS INC. Dept. H, 963 Village Dr., Ormond Beach Fla. 32074. (904) 673-0194.

Publications & Organizations

Glanforte .................................... 27

T.C. Electrosystems . . . . . . . . . . . . . . . . . . . . . . . .. . . 12

Glider Rider . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66

The Hano Gliders Bible . . . . . . . . . . . . . . . . . . . . .. . . 12

Golden Sky Salls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63

Ultimate HI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . 44

Hall Wind Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

Ultrallte Products . . . . . . . . . . . . . . . . . . . . . . . . . .. . 60

Hang Gliders of California . . . . . . . . . . . . . . . . . . . . . 5

USHGA ................................ 12, 32, 56

Hang Glider Sall Repair ....................... 44

Wills Wing, Inc .......................... 26, 27, 48

SOARING - Monthly magazine of The Soaring Society of America Inc. Covers all aspects or soaring flight. Full membership $20. Info kit with sample copy $2.00. SSA, P.O. Box 66071, Los Angeles, Ca. 90066.

Hlghster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68

Wlndhaven ........................ l, 8, 21, 47, 59

Ultralight Powered Flight

Lancer ...................................... 64

NORTHERN SUN INC. The industry's most experienced Easy Riser builders offer the following: Custom built Easy Riser, $1,790. Custom built CGS powered Easy Riser, $2,450, (fob St. Paul). Mitchell Wing kits and complete gliders also. Call or write: NSHG, 628 W. Larpenteur Ave., St. Paul, MN. 551 J3 (612) 489-8300. 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.

JUNE 1979

Kite Enterprises . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 54 Kitty Hawk Kites . . . . . . . . . . . . . . . . . . . . . . . . 31, 51, 63

Leading Edge Air Foils ........................ 44 Utek ......................................... 18 Manta Products . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 M Company . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 U.S. Moyes ................................... 43 Ocean Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Odyssey .................................... 50 Ontario Hang Gliders ......................... 61

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

Glider Rider is the world's most widely read hang gliding publication. It's a super way to start your day. Don't miss another issue. Subscribe today.

_ _ _ _ _ _ _ _ _ _ Zip _ _ __

ONE YEAR (12 ISSUES) $15 CANADA: S17

TWO YEARS (24 ISSUES) $28 CANADA: S30

THREE YEARS (36 ISSUES) $40 CANADA: $42

Mail To:

GLIDER RIDER H-5 P.O. BOX 6009. CHATTANOOGA, TN 37401 U.S. Money Only Write Us For Foreign Races

Advanced Air Sports Products 990 East Lakeshore Dr. Lake Elsinore California 92330 (714) 674-1494 Formerly Free Flight Enterprises.

Bigbster Aircralt, Inc. The Highster is the highest performing intermediate glider on the market today, and probably the highest performing wing of all g I iders certified last year.

Top View of Sail

Gentle handling and stability (easy to fly), a re mated with excel lent sink rate, exceptiona I LID at high speeds, and one of the quickest roll rates in production (highly maneuverable). Due to extensive research by Michael Giles, the tips have been imp roved in 1979, increasing sail area allowing the Higbster to achieve its maximum performance in lift conditions, whether ridge or thermal. All models of the Higbster now have much better slow speed capabilities and take-off characteristics. Higbster sti 11 has the highest speed range of any glider tested.

Avada6u ~ $/275.~

Bottom View of Sail

Complete with deluxe cover bags

In actual flight comparisons and during competition the intermediate Higbster, in overall conditions, out performed the top gliders in the world.

JEFF MOTT, Inmuctor at Hang Gliders West, San Rafael, CA -

"In all my experience I've never run into a glider quite like the HIGHSTER. Not only do l recommend it to my students as their first glider because of its predicrability, but all of us at Hang Gliders West, with a total of 17 years in the business) personally own the exact same HIGHSTER that we sell to our beginners. Ir's fantastic!"

Approved by

fl~//~!~. Street Address City and State Sizes Available

1508 - 6th ST. BERKELEY, CA. 94710

150 - 170 - 190 Scale

Date

For the Dealer in you area Phone (415) 527-1324

1 - 1 - 79

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 Rang 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 wad. 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 aECOME THE WORLD ' • LAaGEST GLIDER MANUFACTURER aY PRODUCING Pla8T RATE AlllCllAFT