Theres more to ~erformance than a goocl glider. Hang gliding requires a high degree of quality and performance from its equipment. A hang glider alone is not sufficient to produce high performance results. The difference is accessories. To get maximum lift, control and support, Wills Wing offers a complete line of professional hang gliding accessories to complement gliders and allow top soaring performance.
Soar in Comfort. When Chris Price designed the Price Harness he developed a quality harness for pilot comfort, support and safety. Three-inch aircraft type webbing, fully padded shoulder and leg straps and a foam-filled body ensure durability and comfort while soaring.
For optimum soaring flight, the Colver (SXC) is entirely self-contained and streamlined for minimum drag.
A Lift in Performance. The Thommen Altimeter is designed especially for hang gliding pilots. A high degree of compensation is achieved for unequalled accuracy in temperature change conditions. And, a high[ y visible orange day-glo needle sported against a black face with easy-to-read white numerals of 20-foot increments to 15,000 feet provides quick and accurate viewing of soaring altitude. Durably constructed, the Switzerland Thommen manufactured Thommen Altimeter Everest contains nineteen jewel oil-free moveAltimeter ment parts. Standard with a velcro wrist strap.
Instrument Consolidation. Price Harness
Pilots have the option of soaring in standing, seated or prone positions. A standing position enables the pilot to plunge into an aggressive, controlled take-off run and later prepare for a final approach to landing. While in a seated position, the pilot maintains a lower center of gravity which allows greater glider control in turbulence and while thermaling. Pilots locked into prone position possess a positive relationship with the glider for maximum comfort. The Price harness is standard in six sizes and four colors. Comes complete with adjusters, stirrup, locking carabiner and two control bar hang loops. Custom features are also available on request.
Responsive and Sensitive. Designed by Colver Soaring Instruments and exclusively distributed by Wills Wing, the latest Colver Variometer (SXC) offers hang gliding pilots a complete dual range audio and visual instrument to get the most out oflift conditions. ,~ .. ,~. ·"··-' '"'' It comes equipped with a dual range switch that provides a choice of sensitivities for mild and strong lift conditions. A super sensitive audio delivers the quickest possible response to lift. And, a damped visual dial permits easy reading and a slight averaging effect. Choice of either "continuous audio" or audio for "up only" is possible from a front panel toggle switch. (OlVIR
-./·
Colver Variometer (5XC)
By consolidating the three most important flight instruments into one streamlined lightweight deck, the new CHAD AVT™ Flight Deck allows easier viewing, faster reference and better soaring performance. The flight deck combines the Colver Variometer (SXC), the Thommen Altimeter and an optional digital elapsed time meter.* All protected from impact in a resilient molded shell. /'~---~~-=->--
CHADAVT™ Flight Deck
Weight of the flight deck is only 2~ pounds -far less than the instruments in their original mountings - and it's compounded curve design reduces drag. Better soaring performance is the objective. Our accessories can help you achieve it. All are available through Wills Wing, Inc., or your local hang glider dealer. Performance like you've never experienced. -:,Front panels to accommodate the Theotck nnd Ball Variometers and the Altimastcr Ill are available also.
WILLS WING, IN~ 1208-H E. Walnut St., Santa Ana, CA 92701 (714) 547-1344
Creating new advances in gliding safety.
You are on our mind b 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 91342 (213) 367 · 1819
Special savings use this convenient coupon to order your parachute system, and receive one drouge chute free!
0 Yes, please send me
Windhaven parachutes. Enclosed is $ , and my letter describing the system I would like to fly and my color choice. Send my free Drouge Chute.
Immediate
Delivery!
D Please send me your parachute manual. Enclosed is my check or money order for $1.00. (If outside U.S. enclose $3.00). Name---------------------------~ Address - - - - - - - - - - - - - ~ - - - - - - - - - - - - - - City_ _ _ _ _ _ _ _ _~State _ _ _ _ _ _ Zip
EDITOR: GIi Dodgen ASSISTANT EDITOR LAYOUT & DESIGN; Jonie Dodgen STAFF PHOTOGRAPHERS: Leroy Bettino Gray. Stephen McCorroll ILLUSTRATIONS: Brigitte Groom
ISSUE NO. 78
Hang Oliding
OFFICE STAfF: MANAGER: Carol Velderroln Tino Gertsch (Advertising). Kit Skradski (Renewals). Amy Gray (Hang r~otlngs)
USPS 017-970
USHGA OFFlCERS: PRESIDENT: David Broyles VICE PRESIDENT· Dennis Pagen SECRETARY' Jay Raser TREASURER: Hal Spivak
CONTENTS FEATURES
EXECUTIVE COMMITIEE David Bmyles Alex Duncan Jon Case
20
ONE·ON·ONE AT PINE FLATS The Southern California Regionals
USHGA REGIONAL DIRECTORS REGION 1 Michael Pringle. Doug HIidreth REGION 2: Wallace Anderson. Jon Cose REGION 3: Tom Mlllde, Bill Bennett, John Lake. REGION 4· Ken Koerwitz. Lucky Campbell. REGION 5: None. REGION 6; Jim Wilson. REGION 7: Ron Christensen, David Anderson REGION 8: Horry Taylor REGION 9· Dennis Pogen. Les King. REGION 10: Jerold Welch, Richard Heckman. REGION 11 David Broyles. REGION 12: Paul Rike rt. DIRECTORS-AT-1.AllGE: Alex Duncan. John Horris. Joy Roser, Horry Robb. Hal Spivak. EX-OFFICIO DlRECTOR: Vic Powell HONORARY DIRECTOR: Hugh Morton. CIVL DELEGATE: Horry Robb. The United Sta tes Hong Gliding Association. Inc. Is o division ot the Notional Aero nautic Association (NAA) which Is the official U.S. rep resentative- of the Federation Aeronoutique Internationale (FAI). the world governIng body for sj:)ort aviation. The NAA. which represents the U.S. ot FAI meetings. hos delegated to the USHGA supervision of FAtretot ed hong gliding activities such os record attempts and competition sanctions. HANG GLIDING mogo21ne IS publ;sl)ed ro, hong glld1r,g spPrt enthusiasts lo creole further Interest In the sport. by o means of open cummuOK:otion ond to advance hong gUdlng methods ond safety Con lributlons ore Welcome Anyone is Invited to contribute ortides, OhOlos. ond lilustrotlons concern,ng hor,g gliding octlv1tles, It the moterlol Is ro be returned. o stomped. self-addressed return envelope mu$! be enclosed Noitffcotion must be mode of S1Jbmlssron to othel hong gilding publlc<l· lions HANG GLIDING magazine reserves the nght to edit contributions where nece=v rhe Assoclolion onct publication do not assume responsiblnty tor lhe moterlol or opinlor,s of contributor~ HANG GLIDING magazine is published monthly by the United States Hong Gfldlng Association. Inc. whQse moiling address is P 0. Box 66306. Los Angeles. Calif 90066 and whose offices ore located at 11312\1, Venice Blvd, Los Angeles, Coll! 90066. telephone (213) 39().3065 Second·closs postage Is cold at L.os Angeles. Col~ HANG GLIDING magazine Is printed by Sinclair f'l'lntfng &. Ulho. Alhambra, Caul Tt,e typesetting Is provided by lsl lmpres$10n Typesett,ng Service. Cypress. Coli! lhe USHGA Is o memoer-controlled eoucollonol ond scientific orgonlzolloo dedicated to exploring a• rocels or uilrofigh1 flight MemberShlp J:r open to anyone Interested In this realm of flight Dues ror full membership ore S20 per veor ($21 for rore,gn addresses); subse<lption rotes ore S15 one yeo,, $26 ior rwo years. S36 for three years An lntroducto,y six-month trloHs ovolloble for $7 50 Changes or address should be sent six weeks In advance, including name. USHGA membership number, previous and new address. ond o molHng label from
rcx
o ,ecenl Issue
JULY 1979
Grannis.
28
by Pork Photog ra phed by Bettino G ray
AT LAST, SOME USABLE PERFORMANCE COMPARISONS
by Ge o rge Wo rthingto n
A unique new method
39
HANG GLIDING SPECTACULAR At Jockeys Ridge
40 MORE ON PARACHUTES
Article a nd pho tographs by Marc Kenyon by C hris Price
When In doubt. whip It out
46
FLY ALMOST ANYWHERE, ALMOST ANYTIME Towing with the YTl stationary winch
52
GLIDER EVALUATION Electro Floater 205
Article and p hot ographs by Tom Frutiger Article and Photographs by by GIi Dodgen
DEPARTMENTS 4 ULTRALIGHT CONVERSATION 4 INDEX TO ADVERTISERS USHGA CHAPTER NEWS edited by John Ballantyne 9 NEWS AND NEW PRODUCTS 12 17 BIRD'S EYE VIEW by Lauran Emerson 57 USHGA REPORTS 59 CLASSIFIED ADVERTISING 64 CALENDAR 65 STOLEN WINGS COVER: Volmer Jensen c ruises by In a VJ24-E motorized fixed wing, at Playa Del Rey, CA. Photo by Leroy Grannis. CONSUMER ADVISORY: Hong G lid ing Magazine and USHGA. Inc., do not endorse o r toke any re sponsibility for the p roducts a dvertised o r mentioned edito rially within these pages. Unle ss speciflcolty e xp lained, pertormo nce figures q uoted in odvertlslno ore only estimates. Persons considering the purchase o f a g llder ore urged to study HGMA standards. Copyright © United States Hano G liding Associolion, Inc. 1978. All rights reserved to Hang G il d i ng Magazine a nd Individ ua l c ontributors.
There is No Place For Sexism
\ILTRALIQl1T CONVERJATION Help Save Telluride Dear Editor, Attention industry, manufacturers, sponsors, meet organizers and pilots. We are in danger of losing the Telluride meet - the longest standing event in the hang gliding world. Each year the Telluride Air Force shoulders complete responsibility for the event. The record of the Chamber of Commerce has been very poor. Individually, local businesses enjoy the meet, but collectively, help out only a little and don't really appreciate the impact of our meet. The organizers lose money every year and the real backbone of the meet, Chris Dusatho, can't go on paying for the meet out of her own pocket. We need help. A budget proposal of $18,500 for a first class meet was sent to Coors. They declined. I am approaching four camera companies now, and ABC might be here for additional background material in the coverage of a record altitude attempt. But, honestly, the future looks bleak. Ron Allred is the new owner of the Telluride ski area. He will match funds from any source up to $5,000 but his money is for the purse, not for operational expenses. He doesn't want any direct obligations to us until a winter meet occurs. How can you help? If you sponsor a flying site and have come to recognize it as an asset, then let Ron Allred know about it. He is eager, on our side, and only needs direction. If you fly on a team, let your sponsor or owner know of this plea. If you have promoted a meet or sponsored a team please relate the particulars to us. Please write: Chris Dusatho, Telluride, Colo. 81435. She will organize the material, approach Ron and the best hang gliding meet will survive. Jack Carey Telluride, Colo.
Education, Not Regulation Dear Editor, In the interest of accident prevention and site security, why can't a program be started where local clubs pick experienced pilots to compose an extensive leaflet on how to fly a site? It could include a detailed map of site terrain, landing areas, lift sources, rotors, etc. Any problems with landowners, insurance requirements and other non-flying considerations could also be included. We must take action to preserve our sport and sites. Why not education instead of regulation? Perry Judd Shell Beach, CA
4
Hang Gliding magazine has received a number of letters concerning the advertisement on page 51 of the April issue, which included a photo of a female model in a hang glider. The letters were primarily from female pilots who were highly offended. Most of this correspondence was unsuitable for publication. The following is a comment from Seagull Aircraft's advertising agency. Dear Editor, Being one of only a few women and employing only women in a male oriented business, I have always objected very strongly to people discrediting me and my success by various sexist remarks. On the grounds that I believe in the strength and beauty of women as intelligent, creative individuals, I suggested Seagull use a lovely female to complement and display their new glider. If I have offended anyone in the April issue of Hang Gliding, with all respect to women pilots and the art of sail gliding, I apologize sincerely. Seagull Aircraft has spent a great deal of time and money to perfect a glider for lighter framed bodies, concentrating on female pilots' needs. It is my wish that no one hold such a strong and supportive company in discord and that the sail pilots accept my apology and continue with dedicated effort to master this fine sport. When I say, "There is no place for sexism," it is my belief that giving it space in either sex, only allows it to be. Carolee Green, President Great Western Advertising and Graphics Santa Barbara, CA Agent for Seagull Aircraft
INDEX TO ADVERTISERS Advanced Air Sports ......................... 38 Aerial Techniques ............................ 61 Aerie Design . . . . . . . . .. . . . .. . . .. . . . .. . . . . . . . . . 18 Bennett Delta Wing Gliders ......... 14, 15, 58, 60 DAR Ent....................................... 16 Duncan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Eco-Nautlcs Inc............................... 66 Elpper ...................................... IBC Electra Flyer Corp................ 5, 44, 54, 67, BC Flight Designs . . . . . . . .. . . . .. . . .. . . . . . . . . .. . . . 30 Glanforte . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 Golden Sky Salls ............................. 64 Hall Wind Meter ........................... 13, 62 Hang Gliders of California . . . . . . . . . . . . . . . . . . . . 59 Hang Glider Sall Repair .. . . . . . . . . .. . . . . . . .. . . . 62 Hlghster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Kite Enterprises .. . . . . . . . . .. . . .. . . . .. . . . . . . . . . . 5 7 Kitty Hawk Kites ....................... 30, 51, 55 Lancer ...................................... 43 Leadlno Edoe Air Foils . . . . . . . . . . . . . . . . . . . . . . . . 17 Lltek ......................................... 31 Manta Products .............................. 27 Mahli Enterprises . . . . . . . . .. . .. . . . . .. . . . . . . . . . . 17 Northern Sun . .. .. . . . . . . . .. . .. . . . . .. . . . . . . . . . . 13 U.S. Moyes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Ocean Pacific . . . .. . . .. . . . .. . . .. .. .. . .. .. . . . .
2
Odyssey ..................................... 26 Ontario Hano Gilders ......................... 63 Pacific Ultralloht .............................. 31 Paaen ....................................... 13 Power Up Co. .. . .. .. . .. . .. .. .. .. . .. .. .. .. .. .. 3 7 Poynter Books . .. . . . .. . . .. . . . . . . . .. . . . . . . . .. . . 5 7
FAA and USHGA
Price Company . . . . . . . . . . . . . . . . . . . . .. . . . .. . . . 61 Scotl's Marine ................................ 61
Dear Editor,
Seaoull Aircraft . . . . . . . . . . . . .. . . . . . . .. . . . .. . . . 56
After four months of listening to and reading about our so-called FAA controversy, I feel compelled to speak my piece. The tactics being used by another hang gliding publication, for which I've written, are, in my opinion, not in the interest of hang glider pilots. Scare tactics, using a publication to voice what appears to be the majority opinion, and setting up committees without the original approval of the USHGA are causing the reverse of what our friends in Chattanooga are setting out to do. Let's state the facts: I) There has been no mid-air between a hang glider and a motorized aircraft. 2) The product the USHGA is selling at the bottom line is knowledge through education. It works. 3) Rules and regulations do not produce knowledge. They are a product of ignorance. They also tend to produce apathy, not conformity with those who are knowledgeable. 4) There has been no general concensus opinion from the USHGA membership to pursue or not to pursue regulation by the FAA. 5) The Tennessee Tree Toppers have a past history of excessive regulation which has proved
Skyfllght . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 Skysalllno .. .. .. .. .. .. .. .. . .. .. .. .. . .. .. .. .. .. 66 Sky Sports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Snyder Ent.................................... 32 Soarmaster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 Strlplln Aircraft . .. . . .. . . . . . . . . . . . . . . . . .. . . . . . . . 13 Sunblrd ...................................... 33 The Hano Gliders Bible . . . . . . . . . . . . . . . . .. . . . . . . 64 Ultimate HI ................................ 36, 62 Ultrallte Products . . . . .. . . .. . . . . . . . .. . . .. . . . .. 50 USHGA ............................. 10,11,64,68 Volmer Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Wllls Wing, Inc .......................... 19, 61, IFC Wlndhaven ....................... 1, 8, 59, 62, 66
AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing 1X months preceding the cover date, i.e. Feb. 15 for the April issue. HANG GLIDING
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, whill 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
e,,,,,,,,.,;,, 1t.&.. At~"'I'"· 1tu,, 1'ta«o t7t07 SOS-344-3444
VOLMER AIRCRAFT Blueprints Now Available
VJ-24 Sunfun • Airplane conlrols • All metal. excepl fabric • Easy lo build • Sem1-cant1lever. monoplane hang glider • Send $2 for brochure • Sunfun engine instailat1on, allowing takeoffs from level ground ~Brochure $2.00
~
$~··
VJ-23 Swingwing
• Has been soared for 42 min. on 34'-high hill, 23-slope. 17 mph wind • Takes off and lands in 2 sleps in a 15 mph w,nd • Fully controllable 1n 3 axis • World's first high performance hang glider • Send $2 for literature, 3-view. and color photograph • Swingwing engine installation, allowing take.offs from level ground-Brochure $2.00
t)'
·A
VJ-11 So-Lo • Build the world's first fully conlrollable hang glider • Standard aircraft controls • Fully engineered ... Can be buill in 6 weeks spare time • Material cost approximately $400 • Send $2 fo' literature, specifications. and photograph
Plans, Kits & Materials
VOLMER AIRCRAFT BOX 5222, DEPT. G GLENDALE, CA. 91201
6
to be no better than at other areas with less regulation. 6) The other forms of aviation have a few pilots who exceed the bounds of common sense, much more so than in hang gliding. This is not a question of motorized or nonmotorized hang gliders. This is not a question of just what regulations we should institute with the FAA. The question of any FAA interference should be directed to either the USGHA directly by members, or by members relaying their feelings to an Observer, Examiner or Director who will relay it to the main office and the Directors meeting. To the people in Chattanooga, I say, "Speak for yourself and speak to the USHGA, not the FAA." Pete Larsen Examiner, Region 9
Dear Editor, I hope all you people who want the FAA to be involved in hang gliding are keeping a close eye on the DC-IO fiasco. Chris Price Elsinore, CA Dear Editor, The following demonstrates that cooperation on a local level between hang glider pilots and FAA officials, with regard to air traffic control, can work. The key is cooperation and not more regulation. The flying site is Mt. Sentinel, a 2,000 foot mountain in Missoula, MT. The site lies just two miles outside the traffic control area of the local airport. In addition, the airport is situated in the valley in such a manner that all incoming and outgoing air traffic may enter the TCA by flying directly through normal hang glider traffic. It often happens that commercial jets descend near the launch point, banking so as to give the passengers and crew a better look. The situation is further complicated by the fact that the Montana State University Campus, a long-established residential area, and the city's central business district lay between the flying site and the airport. Think of the possible disaster should a midair occur over these heavily populated areas. In 1977, a number of local pilots took it upon themselves, after a close call with a private plane, to call the airport control tower prior to leaving for the launch site and advise them of our projected scope of activities. Well, this had its drawbacks. Either someone would forget to call the tower, or too much time would elapse between the call and the actual launching of gliders, resulting in some plane pilots complaining about inaccurate information being given them by the air controllers. Now it's 1979, and we have come a long way. We have the first hang glider site in the country to be in direct communication with a control tower. We have installed an aircraft radio with back-up power systems on the launch site. We can now talk directly with tower personnel on a frequency of 121.9, ground control. This allows us to advise the controllers not only of our numbers, but our altitude gains above take-off.
Also, should the need ever arise for an air rescue by helicopter of an injured pilot, we can now request it immediately by radio. This was not an overnight accomplishment. It took a great deal of effort and cooperation on the part of everyone involved. The gentleman's agreement has cost the flyers something. The radio was expensive - more than $300. The flyers also agreed to prohibit the use of powered hang gliders from the site, and to restrict our flying by remaining east of certain geographic boundaries which outline heavily-traveled, established airways. The club which regulates the flying site, the Montana Hang Gliders Association, also agreed to make the reading of the local sectional map and its understanding mandatory for all pilots who might fly the site. Enforcement for this rule and others is made easy by the fact that the site and the landing area are university property, and anyone in violation can and will bearrested for trespassing. It is hoped that other pilots and local organizations will follow this example, put forth an effort and shoulder some of the responsibility that goes with the freedom that is unique to our sport of hang gliding as a part of the whole of aviation. The USHGA has in its brief existence established a good record. To insure a healthy future, its members have only to share their imagination, enthusiasm and will to remain free with a spirit of cooperation. For your own good as a pilot as well as that of the sport, don't just rest on your laurels waiting for the ax to fall --- get involved yourself. Jay Raser Missoula, MT Dear Editor, I have been serving on a committee along with other representatives of the hang gliding community, general aviation and the F.A.A. At the very first meeting the F.A.A. made it very clear to us that we must totally separate the motorized from the non-motorized aspects of our sport, because the F.A.A. will not let the motorized continue much longer without considerable legislation. Our committee is working only on F.A.R. 's for non-motorized and only in respect to operations in controlled airspace. In view of these developments the Tennessee Tree Toppers Club at a recent meeting voted to go on record as the first club to urge a separation of the factions. I might add that the club consists of both motorized and non-motorized members. We suggest that USHGA form a separate division for motorized, realizing that much thought and planning must go into this. However, it could greatly strengthen the USHGA financially and politically if clone in the right manner. Richard Stern Ooltewah, Tenn.
Test Flying Dear Editor, It has been suggested lately that gliders should be test flown prior to delivery. Here at Eipper, this has never been debated much, as we have been providing test flown gliders to our cus-
HANG GLIDING
EAGLET
/ /¥-~c
I
i
v$r
/(/ I
Kathy Kibbe in one of her first flights.
AN EAGLET .... .... is a young eagle. Sky Sports introduces the Eaglet to provide beginners with a safe, affordable glider. Obviously, the price is a major attraction of the Eaglet, however, the performance of this little bird is remarkable. We have chosen a sail form to provide a reasonable glide ratio, a good sink rate and easy handling. The Eaglet responds immediately to your inputs, but is not skittish. This is a great help, since you don't have to wait for the results of your control movements. Instant feedback is the key to fast learning. The Eaglet is easy to launch and land, thanks to its dampened pitch and flexible tips. When you push out to land, the tips wash out and prevent stalls. You can "mush" or parachute to a landing with ease. The Eaglet has shown up in many schools across the country. More and more schools are shifting their entire fleet of trainers to the Eaglet. And, at the end of the day, many instructors take the Eaglet out to the soaring site rather than their own "high performance" glider. Why? They tell us it's because the Eaglet is so much tun to fly. In tact, we can't think of any phrase that describes the Eaglet better than Fun to Fly. If you have yearned to fly, but lacked the funds, we have the solution. The Eaglet is tor you. Sky Sports welcomes you to the worlds greatest pastime. Reach for the sky!
141 sq. ft.
191 sq. ft.
100'
100'
4.35
4.35
7.0
7.0
250 ft.lmin.
250 ft./min.
15 mph
15 mph
38 lbs.
41 lbs.
90-135 lbs.
130-190 lbs.
24.8 ft.
28.9 ft.
16 ft.
18.6 ft.
10.2 ft.
11.9 ft.
$770
$790
IN EUROPE CONTACT: PARA-FUN INTERNATIONAL Juan Garcia Kalkbraenderihavnsg. 22 DK-2100 Copenhagen 0 Denmark
INDHAVEN HAS IT ALL IN CATALOG 1979
INDHAVEN
g .:! <C
1979
Steve Wilson President, Eipper Formance San Marcos, CA
Over Crowding Dear Editor,
l) -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 _ _ _ _ _ _ _ _ _ _ _ _ __ STATE_ _ _ _ _ _ _ ZIP 1u1f
8
tamers for more than eight years. If it takes a few days longer to receive a glider that has had a comprehensive flight test, isn't this time well spent? Most of our customers think so. Every Antares that is shipped has been test flown, as well as every Flexi Ill. The only exceptions would be gliders shipped directly to selected pro dealers who prefer to do their own test flight. We also encourage our dealers to provide assembly assistance and do some demo flying for the customer to assure quality control, and catch any irregularities due to shipping, etc.
A recent incident at Torrey Pines stands out as a frightening example of something that is finding its way into flying areas across the country, and perhaps further. The incident occurred in early May when a friend of mine and I arrived to fly the famous coastal cliff for the first time. While setting up our gliders, an argument erupted between a pilot who had made an improper landing approach, and an overly-zealous acting official. The argument ended when the pilot bashed the official's face with his helmet, thereby rendering an already outrageous scene one of total chaos. People were running around screaming, bleeding, and so openly hostile towards each other that it was difficult to believe it wasn't a bad dream. I felt stunned and embarrassed to be associated in the same sport with such idiots. This type of behavior is extreme but it's not altogether rare, either. An increasing number of urban-fed flying sites are feeling the effects of over-crowding and often less than considerate behavior on the parts of both pilots and officials. We are going to grow as a sport; there's no stopping that. Unfortunately, many local sites have limits in terms of capacity and availability to pilots. As the tide rises, more and more people are going to head for the "Wild Blue Yonder." Li kc it or not, we will be forced to work in closer quarters with each other and there will be times when patience will wear thin. We are all distinct individuals playing the same game and the way we play depends on the way we feel about flying deep down. Our common denominator is the need we all have to feel the sky around us; the need to fly. This is not apparent when a scene like the one at Torrey Pines happens and 20 or 30 people, most of whom are curious bystanders, get that as an example of what hang gliding is all about. In some respects, our sport is hanging by a thread. Sites close down and the media often times depicts us as daredevil lunatics. These are problems we can cope with far more easily than thoughtless hostility and, indeed, any bad vibes within our organization. There are few activities available to us as personally rewarding as our sport. It would seem worthwhile to take a good look at hang gliding and the people we share it with when there is any friction or inability to deal with the system we've built around our sport. Remember that, fortunately, it's our system and
not someone else's. We have the power to change the rules, but an individual's attitude is something else. We're all in this together and the better we get along, the more efficient and meaningful the sport will be for all of us. Only by being conscientious and considerate of every one involved will we appreciate that spirit of true freedom that has kept us all so pleasantly captivated. Erik Buckley Burbank, CA
Torrey Update Dear Editor, I would like to comment on a statement made in the "Torrey Pines" article printed in the May, 1979 issue of your magazine. The statement begins, "Last year, after the UFO closed the site in order to promote new memberships ... " The statement should actually be, "The city of San Diego closed Torrey to hang gliding due to the expiration of the UFO's insurance policy on the site." After new insurance was obtained by both the UFO and the newly formed T.P.H.G.A., the UFO decided to let the new organization manage Torrey because they had so much more to offer the pilots. The UFO cancelled their own policy and paid half the yearly premium on the T.P.H.G.A.'s policy. An agreement was written into the use permit that stated that any UFO member could fly Torrey for one year upon paying a $4 fee and showing proof of current UFO membership. Until such time as a new use permit is drawn up, this agreement still is in effect. Ken Bryenton Editor, UFO Flyer San Diego, CA
Porterville Invitation Dear Editor, The Porterville Chamber of Commerce, and the airport manager, Mr. John Konop, would like to extend an invitation to all the owners of powered microlight and ultralight aircraft, to come to the beautiful little town of Porterville and "fly our country skies!" Porterville is conveniently located just 250 miles south of San Francisco, and only 200 miles north of Los Angeles, nestled at the bottom of the Sierra Nevada mountains. We have designated a 4,000-ft. paved airstrip for the use of ultralight aircraft. It's an abandoned runway, located right on the south end of the municipal airport, and is an excellent location for all your ultralight flying. Find out what it's like to fly "low and slow" over our beautiful country. Our airport is equipped with all the facilities you will need. We would like to encourage all pilots and enthusiasts to come and join us over the Labor Day weekend, Sept. I - 3, for the big rally we have planned for powered microlight and ultralight aircraft. Don Collins Porterville Chamber of Commerce
HANG GLIDING
Edited by John Ballantyne International Sky Riders USHGA Chapter 32 April Issue Hammondsport has been improved by cutting $375 worth of trees. A one time fee of $20 per flyer will be charged ($25 at the site) to pay for the trees. Any excess collected will be used for further site improvements. Stickers to indicate fee paid have been printed. The Ridge Runner Rogue Valley Hang Gliding Assn. P.O. Box 621, Grants Pass, Or. 97526 March Issue Wednesday, Kyler Diershaw and Mark Bennett flew cross country from Woodrat on a classic post-cold frontal day. They got up to 8,000 feet ASL - a 4,000 foot altitude gain, and flew into the Rogue Valley, landing a few miles north of Talent. Kyler flew the farthest by 1 Y2 miles, setting a new local X-C record of 10 miles. Friday Mark Bennett flew by himself, and as is the case when he soars alone, he had an outrageous flight. He got to 2, I 00 feet above take-off after getting 600 feet below, and headed for the pass into the Rogue Valley. He barely had enough altitude to work the thermals there, but managed to get up to 6,400 feet ASL, enough altitude to fly past Talent for a straight line distance of 12 miles, breaking Kyler's two-day old X-C record. The first meteorology class was held on April 4th, and all of those in attendance seemed to be very pleased with what Mr. Hunsaker had to say. Some of the topics he plans to discuss are: the effects of temperature, pressure, density, Corriolus force, radiation, convection etc., on the weather as well as important items such as atmospheric stability and ways in which it can be determined and predicted. This course will greatly increase our understanding of the weather which in turn will make us better, safer pilots. Springtime is upon us finally, and there have been more and more cross-country flights being made. We need to keep in mind the often turbulent conditions that exist when making thermalling flights, and the hard-to-predict tremendous amounts of sink that are sometimes present. Crosscountry flying is definitely the most demanding type of flying, and it's not for everyone. It is important to remember that we are usually flying over, and sometimes landing in residential areas. A landing in the wrong field may result in some hostile feelJULY1979
ings towards hang glider pilots, so pick the "neutral" ones, such as school grounds. This will require a little more advanced planning, but will lessen the possibility of a cross country route being closed. Another suggestion is to be extremely friendly to all the individuals who confront you in the landing area. This includes children. Since the majority of our flying will be taking place in the Applegate-Ruch area, it is of the utmost importance that we maintain the friendly relationship that we have with these people. All of us who have flown out there know of the hospitality these folks have offered, and we should do everything possible to retain and strengthen our relationship with them. For that reason, it might be a good idea to develop some sort of annual event, possibly at Cantrel Buckley Park, that would in some way benefit the people in Ruch-Applegate - like raise money for the rural Fire Department, or something of this nature.
Skyline Capitol Hang Glider Assn. P.O. Box 64, Annandale, VA. 22003 April Issue A LITTLE HELP by Vic Powell I was talking with a group of hang glider flyers recently, and the question arose as to what CHGA has done for hang gliding. It was a good question, because those who have been with the Association since its early days can forget that people new to the sport may not have an awareness of CHGA past activity. I suggested that for those who would really like the full scope and detail they should get past issues of Skyline and review them. Like the old Ground Skimmer magazine of the USHGA, these back issues are interesting reading and show how the sport developed in this region. Answering his question I noted that CHGA has had a positive impact on the sport both locally and nationally. We worked with the Virginia legislature when it looked as if hang gliding would be severely restricted if not outright banned by the state aeronautics commission. CHGA led the way, in fact initially notified the sport of the National Park Service's proposed ban on hang gliding in national parks, in opposing the Park Service's plan, and worked with their national headquarters and regional representatives in
opening sites in national parks. These are two items that have had both a national and local impact. Some activities that had an influence of a more local nature include finding sites and letting other members know of them through Skyline, the publication of Skyline itself, training at our meetings, fly-ins, generating local publicity by contacting TV and newspaper personnel and by static displays at Springfield Mall, the National Mall in Washington, D.C. outside the National Air and Space Museum, and at college campuses and shopping malls. We've held spot landing contests, site clearing parties, maintenance and building projects at sites, negotiated with land owners and government officials to open sites, helped institute site regulations and generally helped the local hang gliding community bring itself together. We have done a lot. We undoubtedly could have done things better, or differently. Every accomplishment, however, was an action of an individual, or individuals, working within the association. Our accomplishments are in reality a litany of the achievements of individual people, sometimes working together, at times alone. Always volunteer and often giving more than was called for. It's called action. It's called leadership. It's called volunteerism, and it is what has made the organization go. The nice thing about it is that it does not require genius, amazing intuitive insight, a PhD, or explosive nervous drive. All it takes is do-ers. People who will actually complete a task, on time. Santa Barbara Hang Gliding Association P.O. Box 40114 Santa Barbara, CA. 93103 Site Securing - It was reported that the Yugoslavian artist-curtain hanger who ran the 126-mile cloth fence across parts of Marin County has been commissioned to throw a giant orange colored baggy over La Cumbre Peak in order to secure the site. However, reason prevailed, and instead he was convinced to throw a giant smoke screen across the cross-town freeway plan, Fess Parker's proposed multi-story motel complex and the pier project. Gus Chavalas will cut the ribbon. Also considered was the fact that the residents at Cater prefer to have non-polluting gliders, no dogs please, habitate the landing zone rather than twostory munchkin incubators with three-car garages or drive-thru soyburger stands. 9
~.c..·
'
t '
"I support the USHGA because it is the only organization that represents our sport, not only on the national level, but on state and local levels as well. Hang Gliding magazine is something everyone looks forward to every month. The Pilot Proficiency program and the Instructor Certification program have been extremely important to the safe growth of the sport. With the sponsorship of meets and fly-ins, and the insurance coverage, a membership in the USHGA would be a bargain at twice the price." Tom Peghiny
}
Tom Peghiny is one of the great pioneers of the sport, glider designer, sponsored professional pilot and past USHGA director. He was the 1977 Masters champion and holds 29 first places.
ISN'T IT TIME YOU SUPPORTED YOUR NATIONAL HANG GLIDING ORGANIZATION? The United States Hang Gliding Assn., Inc.: • Offers $500,000 pilot liability insurance. • Offers site insurance to chapter clubs. • Publishes HANG GLIDING magazine, the largest circulation hang gliding publication in the world. Beautiful color photography. I include my check or money order as follows: D $20 FULL MEMBER (21 foreign) - As a full member you receive 12 issues of HANG GLIDING magazine, pilot liability insurance, and all USI--IGA membership benefits. D $15 SUBSCRIPTION ($16 foreign) for one year. D $26 SUBSCRIPTION ($28 foreign) for two years. D $36 SUBSCRIPTION ($39 foreign) for three years. D $7.00 TRIAL SUBSCRIPTION ($8 foreign) for six months. NAME PHONE _ _ _ _ _ _ _ __ AGE ADDRESS _ _ _ _ _ _ _ _ _ _. CITY _ _ _ _ _ _ _ _ STATE _ _ _ _ _ _ ZIP _ _ _ _ _ _ _ _ __ Send check or money order to USHGA, Box 66306, Los Angeles, CA 90066
GLOSSARY OF TERMS - LOG ENTRY ABEIREVIATIONS L>~
MA,<;E ,.'0DE1.-
SITE
1.-AU>,CH Al-T/ASl-
,JERlLCAlDESCENT
DISTANCE TOL.Z
,',11,0 OJR_
'.",J1,.0 \/ELC.
TE','f> OF
S.<;YCO'IER TYFEOF ..
VERTICAL DESCENT - Tr, 1pp,ox,n1at• ,~rt,cal d,11e·ce a leot frO'l'l Ir; PO nt of ,r, 11.,;.:;h !o it-.• ror,d r,~ are1 LZ.-UOO,r>s,or.,orara,.
SKY COVER - Tt,;, t·,pei ot clou-:h ,I,~,· 1.•.d 1h ar,,;,rox ma,~ percer,1~;1 of c•o'Jd co,ar (mo-,, a1,o b• de,.;r,bcd 01 c ear, i-:a, 10,«:1 bro~•n or o·,aicau TYPE OF AIR - T~N cor,d,1100, ot the'" .;ocoun1e1cd d~r,n9 ,r. rr,;o,. Uor • .._.rrp'el Tv--b - T~rbJ'•M Alf, Tror. -TOar· m1:1,S -SrrvethAu.1,\00.-,,'oderote,Stror~Turb,etc. DURATION - Time b01,•,e,r. 1r~ lour.:;h •rd t~~ land og
1 CERTIFY THAT THE STATE/,•Er.Ts ,,•ADE BY .'.'E o:< Tl-!15 PAGE ARE TRWE Ar,o CORRECT
NOW AVAILABLE • Flight Log • Intermediate, Advanced and Special Skills Sign-Offs • Glossary of terms • Master Rating • Lilienthal Awards
·------------------------· I I I I I I I I I I
ORDER FORM
Please send: Official USHGA flight log(s) at $2.95 ea. NAME ADDRESS CITY
STATE
Postpaid Californians add 6% sales tax Dealer inquiries invited
ZIP Send check or money order to: USHGA P.O. Box 66306 Los Angeles, CA 90066
I I I I I I I I I I
·------------------------·
Air Sports of a line of loops in Angus! of to accommodate a variety of har-ncsses and control bar sizes. The line was distilled down to four fixed and an version. The use a couble, reversed, running W stitch a four---inch area which overlaps the webbing ends. The webbing itself is one inch, 4,000-lb. tubular nylon. The standard length loops failed al 5,190 lbs., while the adjustaloop failed at 3,950 lbs. Testing was accomplished by an agency of the Federal government. Contact Crystal Air Sports for further details.
Wills applications from pilots lo purchase one of a limited number of Omni 200's. Qnalified pilots interested in the Omni arc requested to submit a pilot history resume, signed by USHGA Observer or Wills Wiug dealer who is personally familiar with the pilot history. The manufacturer is an Advanced rating and 50 hours of air time. Contact Wills for details.
Hang gliding from Yosemite's Glacier Point resumed Memorial Day weekend. Rich Romero will again control flying activities. He reports that regulations remain unchanged from last year, with an Advanced !V rating and altitude and cliff launch signoffs required. Twelve pilots per clay can fly prior to 8:30 ti.In., landing at Leidig Meadow. One word of caution. Camping space is at a premium this year since half of the valley campsites arc only available via reservation. Therefore, Rich doesn't want reports of cars with hang gliders illegally parked overnight within the park. You can leave your glider al his cabin while searching for a campsite, if necessary. Flying reservations can be made by calling Rich at (209) 372-4306.
The Ellenville Annual Balloon Festival Board is pleased to announce their first scheduled hol air compclition to take place Sept. 28-30. It's not just a balloon festival, as the gliding community is invited to a rrcc style, no time limil, no task fly-in. The festival will include motorized demonstra tions, balloon drops, an occasional parachutist dropping in and considerable more aerial nonsense. All manufacturers or gliders and hardware arc invited to participate and will receive ground space to display their products to an estimated 7,000 people a clay. Network coverage is being arranged. Contact: Aerial Techniques, Attn. Mary Kaknas, Rt. 209 South, Ellenville, N.Y. 12428.
The T.L power winch utilizes gove1Ttc:cl gasoline to drive a large spool by way of a unique clutch The rnl<itimn spool reels in the tow line to launch the glider. The automatically governs the line tension to safe limits. Glider-induced loads which reach the limit cause the line to pay out, thus "kiting" is possible. This is used in conjunction with the Y .T.I. bridle and
release. A 16mm, 100-foot movie, with shc)wing the winch in action, is available for $3 per week rental with $20 u,a1u~J11.. An information nary production information and st ructions is available for $5 from: 1891 Dublin Road, Penfield, New York 14526.
M
will no longer be known by to "Mitchell Aircraf1 Their address and phone number will remain the same.
that name. They have
Windhaven Hang Gliding Schools has developed line of helmets for Sizes small, medium, and extra large arc available in orange and white. Retail is Con(act Windhavcn.
On April 19, 1979 Charlie Baughman took off from Mt. Zion in Golden, Colorado and 7,000 ft. He then flew 20 miles to Chatauqua Park in Boulder, a dis-· tance of 20 miles. Both arc new local records. The was made in a Maxi Mk. HI.
Paul Yarnall, right, designer and builder of tile YT/ Sky/look.
HANG GLIDING
Dick Clawson, 43, of Visalia, CA recent·
ly climbed to 12,144 ft. above sea level from the Porterville, CA airport, in his motor ized Mitchell This amounts to an altitude gain of 11,700 ft The flight took a
little more than three hours and at times problems as Clawson attempted to refuel by more gas into the tank, and managed to get a face full.
PILOTS! LEARN TO FLY SAFER, HIGHER, FURTHER
/111/1111/(J/
'NEW HANG GLIDING FOR ADVANCED PILOTS
DEfAll S lJN CUMPlTI
flON MOTOFW'.ING ['FFICl[N r TUHNlNG f)Ol.AIIS ' SPl:EDS HJ J l Y' rf-lCHMAL TECltNIUlffS OISTANCL S0Af-1ING 'PrnFOflMANCE TUN!NG' D[Sl(~N CONCFPlS INSTRUMFNTS ' I\DVANCrn fOUIPMf·NT ' Sl'Ol I ANDING $G.:ib , ~5C r)os fACiL
HANG GLIDING AND fl YING SKILLS".. A COMl'lETf TIIAINING MAN· Ulll
Df·fAIISON flEGINNINGf!/GHI
INTFflM[DIAfFSKIILS
AD
VANCrD MANEUVUlS SIMPlr ANO ADVI\NCl:D AERODYNAMICS ' 1;110EIT lllSIGN GI lllfH 8lPAIIT s1:1 re IING l:OUIPMENI ' flJEl1MAI" LING' llANG GU DING HISTOflY' CHOSS,COUNHW' IANDl'M f l_YING' TOWING ANO MUCH MORf $~ 95 , 4tic POSlAGf-
llANG GLIDING AND EL YING CONDITIONS"""" Tlll lTOAIJ MAP TO Tllf
nornns '
SKY DI TAil SON GlcNEl1Al WEAIHEn ' fUITRULENCl ' WIND SHAOOW ' SEA!3HEEZES ' WINU (11\ADlrNT ' SOARING CONO!TIUNS IHHIMAIS WAVIS' WINDS Al Oil LOCAL WINDS' ClOIID lYPf:S sm Hf.ADING AND MUCH MOfff $5 95 , :JO£ POSTAGF
DENNIS
S10 95 , 55t POS!ACil: IOH ANY ·1wo ~ ]5f; POSTAGE ran All. THnH 1184 ONf:lllA STA1T COi lfG[ PA IG801
lNOUIRIES INVITED
Visalian Dick Clawson motors over Southern California countryside.
HALL BROTH 771,,M, Morgan, Ulah 84050 Dealer Inquiries Invited
C,O,D" Pl1one Orders Welcome (801) 829,3232
IN THE
SKY flAC rt!qUireS 00 pilot <II vehicle lie,
Pilot must observe FAA !lull! 91-B
fl YING FREEDOM Move up to Hie "right" covering Dacron. NOFHHERN SUN and UFM are now rnarketin£J this revolutionary non-doping material for all rigid Satisfied kit owners have noted many advantages of a-Porosity; including roducecj distortion and airfoil sag, increasc1d uniformity for better aircraft efficiency, and less construction time" Lighter and available@
than doped dacron. 0-PQrosity Dacron is now retaiL
N
& SAFETY Highest LIO of any llano Glider Fa,1011 powered Ultralrollt 0 Safest convent1onal 3 axis control
Strong burl! of Frber Composite Stable easy to lly and land SAFE slow lilnding, Foot 01 Wlioe!
Comfortable enclosed cockpit
SIMPLE folds fo1 Transportation
EASY TO OWN ®
Available in 2 Kits
Economy Or Fast Flight
Wait? For 20 Send
U"S
Color Photo & Foreion
Striplin Aircraft Corporation
l'"(l Box 2001, Lancaster, CA 93534
JULY 1979
13
new and exciting world awaits the largest cross section of in the history of hang gliding. Regardless of your piloting,JUlt~ -beginner, intermediate, even professional competitor-Delta a=l:i~ :fif/"<= Phoenix 6u has something for your own individual seasoning.
A
From its fully adjustable roll response to its wide range of speeds, the 6D will surprise you with its versatility and undemanding flight characteristics 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 6D. 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 6D is sure to give you the speed and convenience you demand, as weJI as the safety and durability that you require.
Post Ofllce Box 483 • Van Nuys. California 91408 • (213) 785-2474 • Telex No. 65-1425
THE HANG GLIDER EMERGENCY DESCENT SYSTEM
The Life Saver was designed with the sole purpose of giving a hang glider pilot in trouble an Emergency Descent System. When the designer. Rich Piccirilli. engineered this system he realized that a hang glider pilot in an emergency situation, must be able to deploy his system in the least possible amount of time and always get a clean positive opening.
KEY FEATURES Elephant ear handles (sure-grip) Envelope deployed. The envelope is part of the throwaway container cover. Container will open in any direction. System is designed to be opened and deployed in a one step, one hand motion, using either hand.
Life Saver 24 $325.00 Life Saver 26 $350.00
Stock Container Colors: Black, Chocolate Brown Rust, Tan, Red, Blue All Container trim black Add $7.00 for custom color trim.
manufactured by
available f r o ~
liJ I ID
WESTGAARO PRRRCHUTE
ENTERPRISES, Inc. Post Office Box 3044 Newport Beach, California 92663 (714) 642-7881
ENTERPRISE INC.
1518 N. COAST HWY. LAGUNA BEACH, CA • 926 714-497-4421 Dealer inquiries welcome.
Bird's Eye View
Flying at Sixty by Lauran Emerson I did seven pull-ups today. I'm starting to get in shape for our Big Southern Butte trip. I want to be strong enough to fly from the Butte to Howe, if conditions give me the chance. Ever since Ground Skimmer's 1974 story about the Big Southern Butte Marshmallow Factory, Hugh and I have wanted to catch a big thermal there and head cross-country. Every summer we pack up and head to Idaho for a week of flying at the mountain in the middle of the desert. Last year, on our last day there, we were on top and ready to go at noon. Hugh was going to lead the way. I would be right on his heels, and together we planned to core a thermal that would take us to the highway (10 miles) or beyond. Hugh launched and flew down the ridge. I followed. He turned and found sink, so I stopped following. I flew straight on for a few seconds, into a solid wall of lift. It was strong and smooth; my variometer was pegged at 1,000 fpm up. I circled, and the mountain became a hill, then a little knob, until finally it almost flattened out
into the desert floor. In three minutes, I was at 10,700 feet: 3,700 feet above take-off and more than a mile over the landing area. The other kites were distant pinpoints of color. I was breathless, exhilarated, and a little nervous. I considered heading across the desert toward the highway. Then I flew out of the lift and into the turbulence. It was unbelievable. I was exhausted after just a few minutes of struggling to keep my wings level. I wasn't ready for any cross-country trip in those conditions. My long-term goal, to be alive and flying when I'm sixty, prevailed over my short-term goal of flying to Howe that day. That long-range goal of flying at sixty has brought me out of the sky or kept me on the ground a number of times. It kept me sitting on Missoula's Mt. Sentinel for six hours the last time we were there. It made me land short of the power lines by our house a few days ago. It's the reason I've packed up my kite and driven down many a mountain, many a time. Yesterday, that basic philosophy was far away from my mind as we went out to Belt Butte. I felt off-key, but I flew anyway. In the course of two flights, I had two bad launches, one tussle with a lee-side rotor, and one very dangerous landing. I was lucky, I still have a chance at my long-term goal. But my head just wasn't in flying mode, and if I'd been following my own rules I wouldn't have flown. Flying at sixty isn't the only goal in my life or in my flying. I'd like to see the top of Roby Brohaugh's kite some day (preferably before I'm sixty). I'd like to fly from Highwood Baldy to Geraldine. I'd like to stand at the top of the Baldy launchingboard without decompensating. I'd like to set my kite up without the kids playing keep-away with my battens. All flyers seem to have a goal or two on their minds. Hugh wants to fly to Fort Benton. Roby wants to fly cross-country, anywhere. Wild Man wants the brown dacron to be shipped to the factory, so he
AIR SPEED INDICATOR FOR FLIGHT CONTROL IF OTHERS ARE FL YI NG HIGHER AND LONGER THAN YOU ARE, MAYBE YOU NffD BETIER CONTROL OF YOUR AIR SPfED. ASK YOUR DtALER ABOUT THE MEHIL AIR SPEED INDICATOR TYPE ..........
... Direct acting vane with variable exil porr
ACCUR.A.CY .... ... Calibrated lo laborolory ~tondord lo 3 % RANGE...
. ... 0 lo 38 miles per hol..f WEIGHT., . ....... 2 ounces les~ mounting hardware SIZE. ............. 3-1/4 ;n x 3-1/4 ;n x 1-3/16 ;n CONSTRUCTION . . . High strength impact resistant plo~tic case,
*··············· ** KITE TUBING~! BRIGHT DIP ANODISED TUBING
Conlrol Bar Brocket ..
MEHIL ENTERPRISES
JULY1979
..522.50 .. 3. 00 .. , 7. 50
"f" I IIZ8X.0!18XI 2' 2·111 LENGTHS
**
""-- I 3/4X.049XI 8.11',20' 2·111 LENGTHS "f" CABLE 3/32 7X7 STAINLESS STEEL WHITE OR NYLON COATED
~
~
"'-.
"f"
Please specify 1ype harne~~.glider,& mfgr.
7883 Flight Place, Westchester, CA. 90045
SEAMLESSDRAWN
""-- I 1/.2 .0411XI 8',l 9',20' 2•19 LENGTHS
aluminum alloy mechanism Air Speed Indicator. Guy Wire Bracket.
can get his Floater, so he can see the top of anyone's kite. Whatever your short-range goals are, your chances of reaching them are greater if you have a basic goal underlying the others. The rule applies equally whether you're flying to make a world record or flying for fun. If you minimize your risks and cut down on the chances you take, you'll be flying better and longer than you will if you disregard your basic goals. Anything that compromises your chances of reaching a long-term goal is suspect. You may have driven for hours to get to a special launch site. You may have waited for hours on top for the wind to switch. One of your friends may have gone for it and succeeded in getting off in the tailwind. But if you have a rule against downwind take-offs, you '11 be compromising yourself if you try it. What is that launch really worth? Is it worth a broken back? Is it worth a broken keel? Is it worth an end to your flying? Sometimes, minimizing risks will mean not flying. Sometimes it will mean landing short of a planned target. It always means being in good shape. It also means being as prepared as possible for any potential situation you can think of. Hugh and I don't ever plan to launch without hooking in, but we're prepared for the possibility. We've practiced getting up into a control bar, with harness and parachute on, till we can do it in a split second. If either of us ever has to do it in flight, it should be instinctive. If you can eliminate one unknown, you'll be prepared for one more possible emergency. Your chances of flying for thirty more years will be a little greater. Every pull-up you do increases those chances. Every downwind take-off you forego increases those chances. Every safe flight you have increases those chances. If I follow all my own rules, I'll have at least thirty years of flying ahead of me. And when I'm sixty, who knows? My goals then will probably be to get as high as Jose and Bonnie, and to stop their kids from playing keep-away with my battens. ~
FREE WHOLESALE CATALOGUE
.90FT .99FT .99FT
,20FT
~
i(:
iC
i(:
LEADING EDGE AIR FOILS INC.~ 331 S. 14TH ST. ~ COLORADO SPRINGS CO. 80904 '
i(:
SOS•SU-49119
**************** 17
'. t'JNltfJIOST TALKID ABOUT
NEW DESIGN OF 1979. "The 220 OMEGA can be flown at very slow speeds with no sacrifice to its light roll response. Thi$ low speed handling makes soaring in marginal lift a breeze."
- Dave Rodriguez Owner - Wasatch Wings - Draper , Utah Winner of 1978 Masters Championship "I originally bought the 260 OMEGA primarily for tandem use and flying in marginal conditions . After getting a few hours on it, I find I've underestimated its abilities . I'm amazed that so large a glider rolls so easily , yet feels so stable at high bank angles . I had so much fun thermalling my 260 last weekend that my other glider probably won 't leave the house for awhile ."
- Wally Anderson USHGA Region 2 Director "Having flown the Condor, the Moyes Mark I and Mark II, and the Wills Wing OMEGA, I find the OMEGA offers more control authority across the entire speed range , which, if they 'd let me fly one more often, would probably give me a significant advan tage in effective soaring performance ."
- Chris Price
HGMA CERTIFIED
SPECIFICATIONS "260"
"220"
"180"
2
180 ft. 2
Area
245 ft . 2 220 ft .
Span
40.5'
38'
35.5'
Pilot (Flying)
185-
165-
130-
Weight
245
220
175
Glider Weight
62 lbs .
58 lbs .
52 lbs.
Airframe :
1 3/ 4" and 1 7 / 8" 6061 T6
ONE-ON-ONE AT PINE FLATS The Southern California Reslonals by Pork Photographs by Bettina Gray
Only a couple of flight miles from Crestline, the August destination of competitors for the USHGA Nationals, the Southern California Regionals were held for the second time at Pine Flats, just outside of San Bernardino. Many of the pilots on the recently published top fifty list live or fly in this region. Because of this, the 1979 regional format was a one-on-one contest that also used a seeding method from the list of fifty. Joe Greb lo was seeded first and Tom Peghiny second. Rich Grigsby wasn't there, or his name likely would have filled out the top three. Much pleased with the system and the flying, most pilots said afterward that these Regionals were the most demanding and yet the most satisfying meet in which they'd ever competed. The final results certainly increased the difficulty of picking a favorite for the Nationals. Held over a five-day period of two weekends, the contest began Saturday mornins, May 19th. An unrelenting forest ranger delayed launches because of a misunderstandln1 about permissions, until meet ~ o r µVern, DeJan flJl'fc>usly took the fort]t,mbnfte drWt \IP tht dlree
thousand root - a t ~ ~ ~
20
out. Then flying commenced on a gray smoggy day under fragmented high cumulo-cirrus. The clouds came over the top from the east, as they had been doing for several days, but lower winds were westerly and pleasant. A few gentle thermals rose from the raggy wind gradient near the ground. When Joe Greblo flew out over the speed and distance portion of the course he found himself down four hundred feet on his competitor Bob Wirth. "What are you doing down there?" hollered Wirth. Greblo had no retort, but hung on doggedly over the ensuing duration side of the course and had the unexpected satisfaction of watching Wirth sink past him and land. Joe stayed aloft long enough to make up his lost points and them some, retaining his number one seed position. Flying another Sea,ull, Tom Peghiny beat Bill Schwenker of Cardiff, who was flying his second contest~ on a Moyes, over the speed run, but io-.10 him by one point in duration. Tom ~ out a win by aettlns in squarely ~ the bullseye, a Sob '.eftker was Ulliblo to duplii:att, He was \lbt the OGIY novice shat diw to lill'n M ~liitent taraet landings make winli~a. '1litrl were many close
rea,
matches, one to five points deciding the winner. Here again the seeding system seemed to provide some excitement - there were three upsets in the top ten on the first day. The points system allowed a maximum of 220 points for a perfect, winning flight ending on the bullseye. The loser got a percentage, according to the amount he was beaten by, but these accumulated points did not figure in the standings until lack of time forCJ!i an end to competition. There were six undefeated pilots remaining, obvious choices for the first six of nine spots for the Natienals. Three more were selected by their accumulated points and added to two who were already invited, for a total of eleven winning pilots. Then~ day, Sunday morning, brought aa ~qsly thick cloud cover nearly to "fflt:111••~ IO!lP jt made with the smog Jfil:,(,prinkla, and the total ijii·l~,tbe meet at three the British
TOP LEFT: Glen Hockett showed expertise at hitting the bull. CENTER: One-on-one competitors take to the sky. BOTTOM: A gathering of the officials. ABOVE: Dean Tanji flares hard for the spot.
U .S. certified. "It's not like we were trying to sneak them in," said Mike Jones, who had been nying the Lancer, "but a month ago they said they'd let foreign gliders compete . " The meet resumed under considerable tension on the 26th, the following Saturday . Flying began early, or at least nearly as scheduled, and the pilots were trying hard to get enough nights to finish the one-on-one rounds. The pressure began to tell among the favorites and the highly seeded. Greblo, Peghiny and Ewing all took losses. Of the nine women pilots, all but Nadine Malcolm, Teri Hughes and Cyndee Moore fell by the wayside. Mike Arrambide new superbly, and devastated an opponent by doubling his duration time. Action continued under clear, hot skies, and another thermal dogfight saw Dave Beardslee beat Rich Pfeiffer before giving up his only loss to Eric Raymond's Fledge. "I'm going to win this meet," announced Eric. "I've got the perfect glider for the conditions here ." Raymond had in fact been practicing for several weeks, and his Fledge IIB seemed unbeatable for speed and reach. Mike Jones had a win on his replacement glider, a Seagull, but was disqualified for nying over the forbidden bleacher area. Another kind 21
CLOCKWISE FROM UPPER LEFT: Keith Nichols - the lion in his den . Teri Hughes checks out a battle in the sky. Andy Jackson, flying buff and new owner of Crestline landing area, also runs a launch site transportation service . Don Partridge moves toward set-up. Pork attempts to launch while Jeff Scott has trou ble finding lift. The rules . What 's your UD? California custom plate. Tom Milkie , meet director (left) and winner Glen Hockett. OPPOSITE PAGE, CLOCKWISE FROM UPPER LEFT: Laverne DeJan , of San Bernardino HGA, holds the answers on "who -won night. " Francie Freeman . Page Pfeiffer, Cyndee Moore and Teri Maynahan . Moving up in the transport department. Home in the parking lot. Australian John Reynoldson . Lynn Miller toting her Nova. Sign of the times.
i4' &f-. 'a ,'S Cf. ~s, FEE cF VLE.
1
c. er. RE~Ullt PUf'TNE
..••
•
of disaster struck when !he on the big transport bus buried itself in the radiator, adding more woe to the problem of getenough pilots up the hill to continue flying. After Andy Jackson, the driver, fixed il, I he bus encountered a rock halfway up and lost an inside tire. Sunday morning was cloudy. A marine had1novedin and it burned off slowly in the sun. The truck problem continued to delay rounds as a small cluster of spectators waited on the of the grass. Four crows and a srnall hawk harassed a redtail through thermals for several interesting minutes. The big hawk ducked and circled until he was out of reach. flights began, more matches between the seeded and the undefeated, those who had no losses and those who would be out with one more. the most flying by a woman pilo1 was by Teri who corkscrewed her way into a tiny thermal against Burke Ewing. Second across the line, she flew her little Condor so well she nearly outlasted Burke, and she landed to a rousing applause. Glen Hockett, Jeff Magnan and .John Brant were not only winning, they were hitting the bull consistently, piling up raw score points. The afternoon wind came np and clouds popping over the backside of Pinc Flats. Somelimcs the wind switched a hun· drcd and in the landing area, causing a few bent bars. Dean Tanji made a heart-stopping approach from opposite the usual side, just over a cyclone fence, where a few spectators ducked into the grass. Joel Moore had another when he turned and vertically over the cast side slope. Tom Pcghiny defeated the other Fledgling in the meet by hitting the h111lseyc. Rich Pfeiffer might have had a win over Bill Sehwcnkcr's Moyes, hut Rich parachuted too hard into the bull, bending his bar and popping his shoulder out of its socket. Rich lay on his back in the grass. "l do it all the
Tom Peghiny shows the strain of competition as he prepares to launch.
time," he said ruefully, as Mike Arrambide slowly yanked on his wrist. A Starship clipped Pfeiffer's Condor as it sat disabled on the target. A wind shift forced .John Cotton, who looked to be a winner, to land hard on his stomach. Meanwhile, noncompetitors and pilots who had lost twice were up four miles away soaring Crestline, under forming low clouds a couple of hundred feet from the top, in 20 to 25 mile an hour winds. Two miles away the launch at Pine Flats had a pleasant 8 mile breeze, but the wind began lo rise as the sun went clown. Memorial Day grew half light under the retnrncd marine layer. Things looked grim for the completion of one-on .. one. The mountain was socked in from bottom to top. At the pilot's meeting the atmosphere was bilchy and frenzied. Tom Peghiny had to get up and go outside. "I don't know why these guys are whining," he said. "This is the best meet I've been to for a
Burke Ewing's Moyes "Motil'' still wants to fly.
long time. And I've had to fly really hard each time." Afterward, those pilots who weren't depressed organized a softball game and set up a volleyball net. Competition status went into hold, and people just tried to relax in the gloom. By noon only the top five hundred feet of Pine Flats was in the clouds. Crestline was beginning to clear, too, and officials and pilots alike felt a bit desperate to get it on as soon as it was safe. Likely it was not safe when Leif Backe launched about then. He had been in some clouds before, but he hadn't launched from such a big mountain into quite so many. Leif had a compass taped to the sleeve of his jacket. "I had the arrow pointed toward the noseplate when I held my arm like this, said Leif, after he was finished kissing the ground, " ... but I 'cl always get a reading that was off. I was in there about five minutes. It was all white, and cold and wet and the air was Once in a while I could see down through a
Eric Raymond displaying the Fledge II B's long set-up approach.
HANG GLIDING
break and sec terrain, but I didn't know where it was." Someone asked what the visibilily was on top. "You can't even sec the out house up there, shrugged J ,ei r. The c:loucl cap retreated and reformed every few minutes for the next two hours. After two p.m. it came off completely, though the clouds were so low and the wind so strong that the launch director felt it wise to wait for nearly another hour. Thermals began to pop in the sunlight over the LZ again, and pairs of competing pilots vied for superiority in the bubbles. These lher· mals weren't quite as good as they had been the day before, when eight glider~ 11cw in the same for half an hour, as Jerry Fenn maneuvered his Spydcr over the pack. But they were good enough to sustain within, and a couple of pilots got max flights. The fourth round was completed and the fifth begun when the clouds sat down on top once again, blotting out com· petition. Some pilots went home then, but many waited around the meeting room in the little league barracks to sec the results. Frisbees floated over the gray parking lot in the fading day. Groups of pilots and their friends popped beers open and told stories as they waited for scores to be tabulated. At last Laverne De.Ian, Torn Milkie and their aides were ready. For once there seemed to be no bitterness as the winners were announced, another testimony to the one··on-onc method. The top eleven pilots received awards and trophies and drew for prizes that included a parachute and har·· nesses. Jeff Scott took the chute happily. Southern California, with two already qualified, was eleven rcprescnta· lives to the Nationals. Who will be the favorite? Eric Raymond, with his seemingly unbeatable Fledge wing? Or will it be Glen Hockett or Jeff Magnan, with their im·· pcccable landings? Or will some hot thermal pilot from another take Crestline by storm, blowing the locals out? The August thermal cooking pot in front of Crestline should provide the answer.
I
/
(W THE 1979 CALffORNIA REGIONAi, CHAMPIONSHIPS Pilot 1.
4.
6. 7.
8. 9. 10.
Glenn Hochtt Jeff Magnan Eric Raymond Dean Tanji Robert Reed Jerry Katz Dave Beardslee Jeff Scott Tom Haddon Jeff Huey
JULY 1979
Glider Seagull l lM Phoenix Lazor Fledge JI.fl Wills XC Nova Lazor Lazor Lazor Seagull IIM
TOP: Competitors h1Jad for the landing area in an attempt to minimize time and maximize altitude. CENTER: Seven of the nine women entrants. Front row, /Mt to right; Teri Hughes, Lynn Miller, Cyndee Moore and Page Pfeiffer. Top, left to right; Teri Mynahan, Elaine Chandler and Nadine Malcolm. Not pictured, Frances Freeman and Eileen Debauche. ABOVE: The winners. Front row. left to right: Eric Raymond, 3rd, Dean Tanji, 4111 and Rob Reed, 5th. Top left to right; Jeff Magnan, 2nd and Glen Hockett, 1st.
25
OD
youJ-e g-oOO pilot, getting better
AT LAST, SOME USABLE PERFORMANCE COMPARISONS by George Worthington The two key ingredients of cross country performance potential are penetration and sink rate. Of the two, penetration is the more important. Anyone who has ever flown low performance and high performance sailplanes has gained a positive and lasting appreciation of that quality of performance called penetration. A glider with good penetration is one that retains a low sink rate at all the usable flying speeds. As a practical matter, penetration is a key safety factor when flying at places like Cerro Gordo. For example, on a calm day, even a 4 to 1 standard glider could probably reach the "landable" area in the valley, out in front of Cerro Gordo. But when the wind is blowing up the mountain toward the take-off area, the effective L/D of the glider deteriorates. In normal conditions at Cerro Gordo the wind blows toward the take-off area with a component (effective headwind when flying straight out to the valley at its nearest point) averaging about 10 mph. A component of this magnitude would, I believe, prevent a Standard from reaching landable terrain, although most modern Rogallos, including the intermediates, could probably reach the valley quite comfortably, unless the wing loading was abnormally low. As the wind component exceeds 10 mph, and approaches 20 mph, penetration for Rogallos becomes more and more important. We don't know precisely at what point the wind velocity reaches the speed where it becomes impossible for the average high performance Rogallo glider to reach the Valley. I've talked with at least four pilots who did not have the penetration to reach the Valley from Cerro Gordo. I feel that they were very lucky to avoid serious injury, because the area of the foothills and mountains is nearly all made up of steep, rocky ravines filled, on those windy days, with severe rotor turbulence from the wind which caused the lack of penetration. Wing loading is very important to pene28
tration, and is equally important to controllability in turbulence. For flights in the Owens Valley one should fly a flex wing with a loading of about 1.5 lbs./sq. ft. The Mitchell Wing has such excellent comparative penetration that I believe that it could safely accept a wind component of 30 mph at Cerro Gordo. The new Fledgling II has
It is satisfying to note that in most cases where we thought a particular model would have a better than average speed or a better than average sink rate, the test data rather well supported our beliefs. such good penetration that I believe it could accept wind components up to 25 mph. The Owl has such poor penetration that I would advise that it not be flown in winds over 10 mph at that site. Basically my heart lies in the area of highperformance rogallos. I am extremely interested in the X.-C Classic and in Rogallo world records. And since this is the case, I need to learn about differences between the Rogallos, in the areas of penetration and sink rate. There won't be any Mitchell Wings or Fledglings in the Classic or in the competition for weight-shift world records. With the above goal in mind, I have been searching for a way to make some meaningful measurements of penetration and sink rate. After a few false starts, I finally
zeroed in on what I now consider the best practical and available method of obtaining this information. Torrey Pines and similar coastal cliff areas are, I believe, the best practical areas for conducting tests. When the wind blows hard enough, (about 20 to 25 mph) to give us altitudes of three or four hundred feet above the cliff top, we can use such conditions to test gliders, one on one, to obtain comparative penetration and sink rate data. May 7, 8 and 9, 1979, I was able to launch a "pilot project" (no pun intended) to test the feasibility of this plan. The rules were as follows. At a very careful and detailed briefing, both pilots were told to take off and climb as high as possible over a particular 100-yard stretch of cliff. They were to take plenty of time to see which glider could get the highest. They would then measure the approximate degree to which one glider could remain higher than the other. This would amount to a test of comparative sink rates. Then the top glider would descend to the other's altitude, they would join up abreast, and the lead glider would fly a straight course, slightly out to sea, at a specific speed. The other glider would try to stay at exactly the same altitude as the lead glider and the difference in speed would be measured. The speeds to be used for this type of test were 30 and 42 mph. At these speeds, the gliders would descend from the altitude they had gained at minimum sink, but they would have about 112 mile to measure speed differences at 30 mph and about 400 yards to measure speeds at 42 mph. When the lead glider descended to cliff-top level, both gliders would fly to another nearby I 00-yard section of the cliff, and again climb as high as possible. This gave a second chance in a different cliff area, to measure sink rate comparisons. After about 10 minutes each glider would again obviously be at its maximum height for that wind condition. The gliders would again join up and a test speed of 42 mph would be used. Again the second glider HANG GLIDING
Ifeel we have found a way to prove whether or not one glider has a better sink rate or better penetration than another. Ifeel that this is a significant breakthrough in identifying per/ormance qualities. would endeavor to maintain the same altitude as the lead glider. In order to gain continuity in the tests, all the gliders were tested against the British Wasp Gryphon. By using that system the gliders could then be compared with each other by comparing their particular test results achieved against the Gryphon. The Gryphon used in these tests was manufactured in England in February, 1979. It has 157 square feet of sail, preformed battens, a very tight sail, a bowsprit and no crossbar. It was flown at a wing loading of 1.36 lbs./ft.'. We are all familiar with the stories we hear so often about how one pilot got higher than another, and how the lower kite just could never get up to the other glider's altitude. Unfortunately, these happenings are accepted as proof of sink rate capability. They are not proof, nor are they close to
We found that on a lvfoyeslvfaxi!vlk. II the same pilot flying prone was 50 feet higher than when he was flying supine. proof. Most often there is no way of knowing the motivation of the pilots at any given moment. Very often these comparative results are due to the luck of one pilot being in better lift than the other. The basic result has been that the average pilot has no reliable information on which to base an assessment of comparative sink rate and penetration. There have been too many variables to make observed results meaningful. Now, hopefully all of that will change. I feel we have found a way to prove whether or not one glider has a better sink rate or better penetration that another. I feel that this is a significant breakthrough in identifying performance qualities. My brief tests don't necessarily give any kind of positive proof. However, I believe that the method I have used can lead to positive proof, and that my tests were at least better than anything yet published in the area of comparative sink rate and penetration. Now let's examine the probable areas of error in my tests of May 7th, 8th and 9th. JULY1979
We didn't exchange pilots in order to eliminate the factor of pilot skill. We were only able to test one example of each model, with one exception, and there are bound to be differences in the same model. We were unable to obtain identical wing loadings in all the gliders (with one exception). If sufficient effort and time are employed at some future time these areas of error could be eliminated. I feel that certain valid conclusions can be drawn from my tests and that these conclusions are very unlikely to be invalidated by future tests. These conclusions are as follows: (I) The Gryphon has a remarkably good sink rate. It may possibly be better than any other Rogallo at identical wing loadings. (2) The Gryphon has remarkably good penetration but there are other Rogallos with equal penetrating capabilities. (3) The differences between most Rogallos in sink rate and penetration are relatively small - maybe on the order of a maximum of 10 to 20%. And yet such differences on 100-mile flights can be of major significance. The 42 mph speeds (and higher) are not normally used in world record X-C attempts. They are, however, very useful and necessary for cross country competition. During the last few miles of a speed run, the pilot needs to turn excess altitude, which he normally and prudently will have, into speed and increased sink rate. Theoretically a glider having the capacity of diving straight down, without undue risk, would be ideal. No hang glider can do that yet, but the gliders which come the closest (the Fledgling II and the Gryphon) have a great advantage over gliders with less diving capability. The 42 mph speeds were difficult to acquire. Sometimes we lacked sufficient altitude above the cliff to make the run. Often the other glider could not achieve the same rate of descent as the Gryphon, and attempts to judge speed differences were meaningless. Consequently we were only able to obtain such speeds in about half the tests. We now wish that we had obtained comparative speeds at minimum sink. In future tests we will try to do this. These speeds will be useful, because with a tail wind component, very often the best speed to fly will be minimum sink. The minimum sink speed of a glider is directly affected by the glider's
wing loading. At present it is very difficult to weight the pilots to achieve identical wing loadings on all test vehicles. Even so, we can use the data, once available, to make educated guesses about which glider has a higher minimum sink speed, and to what degree. The data on the Electra Floaters is particularly interesting. The difference in sink results is represented, I think, by the difference in pilot skill and in tuning. The Floater having a I .17 wing loading had a factory test pilot (and past national champion) aboard a factory model. The other two Floaters had pilots who are more recreationally motivated aboard. If you wish to compare one sink rate figure with another, in the test data above, the maximum height of the gliders should be considered. For example, the first Floater was 25 feet below the Gryphon and the maximum altitude was 110 feet. The second Floater was 60 feet below the Gryphon but the altitude was 300 feet. There is a good correlation, as can be seen, between these figures. The higher the maximum altitude the greater the difference. By remembering this as we view the statistics, we can get a fair idea of how any model listed would compare with another. Please note however that the speeds at 30 mph were fairly close in all three Floaters. The test data regarding the Mesquita are fascinating. The pilot flying the Mosquito had the capability of altering the wing loading to any desired figure between 1.3 and 1.6. He did this by constructing a waterproof parachute-type container on the front of his harness just below his regular parachute. He could thus carry up to 55 lbs. of wet sand ballast. The ballast could be easily dropped for landing and for lighter thermal lift conditions. Of course, take-offs in less than perfect conditions become more difficult with a harness containing 55 extra pounds of dead weight. However, this allowed us to test the sink rate and penetration of the same pilot, with the same glider, on the same day, in the same wind conditions. The extra weight increased the sink rate and increased the speed. The fascinating part of the test is the degree of difference created by the extra weight. Is the 2 mph (at 30 mph) or 6%, worth the sacrifice in sink rate which resulted? The answer would have to be yes, in strong lift conditions. However, we must remember that pilot ability could easily result in 30% differences (or more) in achieved X-C speed. So in that context, the 6% is not very 29
significant. It is satisfying to note that in most cases where we thought a particular model would have a better than average speed or a better than average sink rate, the test data rather well supported our beliefs. The Mosquito, 10 Meter, Alpine, Antares, and Sirocco are, we believe, faster than the average Rogallo. The Moyes Mk. II has a better than average sink rate. I believe if you queried 100 experienced hang glider pilots about prone vs. supine that about 80 would say, "There is little or no difference." We ran some tests that
Model and sail area Electra Floater 205 Electra Floater 205 Electra Floater 205 Mosquito 162 Mosquito 152 Condor 224 10 Meter 174 Antares 190 Alpine 176 Cal Gliders (5) 185 Owl 160 Moyes Mk. II 205 Sirocco III 191 Olympus 160 Phoenix Lazor 166
prove to me that there is a large difference. Our test was an attempt to find the difference caused on minimum sink. At the next opportunity we will test the speed difference. We found that on a Moyes Maxi Mk. II the same pilot flying prone was 50 feet higher than when he was flying supine, i.e., he was 30 feet above the Gryphon when prone and 20 feet below the Gryphon when supine. We expected the L/D and the speed of supine to be less because of increased drag. We were very surprised that there would be such a large difference in sink rate.
Of course, these tests say nothing about the ease of flying in turbulence, the ease of turning in ridge lift, or resistance to tucking or breaking in extreme turbulence. Nor do they offer any help in such areas as ease of ground handling, ease of assembly, parachutability on landings, etc. And aJI of these factors are important. But if we are one day to have Rogallos with sink rates of 200 ft./min. and LID's of 15, it will be helpful to chronicle and measure the progress, as it's being made. These types of tests will surely speed the rate of our performance progress. ~
Wing Loading (lbs./ft.')
Number of feet higher or lower than Gryphon (in feet)
With Gryphon at 30 mph and sink rates the same (in mph)
With Gryphon at 42 mph and sink rates the same (in mph)
Maximum altitude gained during the test (in feet)
.96 1.03 1.17 1.36 1.60 1.20 1.30 1.18 1.28 1.24 1.42 1.19 1.30 1.41 1.47
-25 -60 -10 -25 -60 -20 -50 -10 -50 - 5 -50 +30 -10 -25 -25
-4 -2 -2 even +2 not obtainable even
not obtainable not obtainable -4 even +1 not obtainable -7 even -I -1 not obtainable not obtainable even not obtainable -3
110 300 70 300 300 90 300 300 300 300 110 120 70 80 200
-1 -1
-2 -6 -6 -2 -3 -2
FLIGHT DESIGNS
VARIOMETER
USHGA CERTIFIED INSTRUCTORS NEEDED TO WORK IN A RESORT AREA. IF YOU ARE NOT ALREADY CERTIFIED, WE WILL TRAINANDCERTIFYYOU.
INST ANT RESPONSE AUDIO UP ONLY SINK ALERT 700 FPM/ DWN LIGHTWEIGHT SWING DOWN ARM AV AIL.ABLE s 14995 l'
~st~~~~.? ·r~~
RESUME TO:
30
Nags Head, N.C. 27959 Attention: RALPH BUXTON
FLIGHT DESIGNS P.O. BOX I so:~ SALINAS, Ct\ fn902 (408) 7S8-6896
DEALER INQUIHES INVITED
HANG GLIDING
PACIFIC ULTRALIGHT AIRCRAFT COMPANY
#4 STAT IONAR Y 25 IVORY SH EETS OF 8 V2 x 11 STATIONARY PLUS 15 ENVELOPE S . LIGHTLY PR IN TED WI TH SILHOU ETIED GLID ER (DAR KENED FOR CLARITY)
A Men s S8 50
B Women s S8 00
#5 SPORT SH IRTS 50% POL YESTE 50% cono • PROFESS IONALLY APPLI ED ARTWORK • THESE ARE HIGH QUALITY SPORT SH IRTS- OT THI UNDERWEAR
#1
18" x 26" CLOC K YOSEM IT E • WOOD FRAMED • BA ERY OR ELECTR IC
PACI FIC ULTRA LI GHT AIRCRA FT COMPAN Y 6090 LOS ANG ELES AVENUE · #201 SANTA SU SANA, CA 93063 • (805) 526-7220 PLEASE SEND: I" 1 _ _ _ _ 18" x 26" CLOCK(S) Ba ttery/Electric $35.50 (Circle one>
#3 6' WIND BANNER • BR IGHT ORANGE • 100% DACRON • H EAT SEALED EDGES • MOUNTING POCKET FOR 1" POLE • 14" X 72"
•2
12" x 16" CLOCK(S) Battery/ Electric $24.95
•3
6' ORANGE BAN ER(S) $7 .85 ea. !Pole not incl udedl
•4
BOX(ES) OF HA G GLI DING STATIONARY $4.75/Box Add S1.00 for postage and handling California residents add 6% sales ax . Dealer ln qu1nes /nv,ted
#2
12" x 16" CLOC K DAV E CRO NK • WOOD FR AM E • BA TI ERY OR ELECTRIC
#5 _ _ SPORT SH IRT(S) WITH Style A (2 gliders) or Style B (1 glider) (Circle one) (S, M, L, XL)
Men's Size
Women 's Size __ (S, M, L, XL) Colo,s (men)
(checi< one) BEIGE BLUE WHITE YELLOW
Colo,s (Women) (check one) ~ PINK BEIGE - RED BLUE - WHITE ORANGE YELLOW
CH OOSE TH E WORD(S) TO GO BELOW ARTWORK; (Circle one) PILOT · GROU ND CREW · FLY · SYLM AR · ELSINORE · PIN E FLATS · CRESTLIN E · SOAR PLAYA DEL REY · NO WORDS
THE OBVIOUS CHOICE IN VARIOS IS NO LONGER OBVIOUS MODEL D
MODEL C
Has al l the features of the B model plus:
Ha s features of model D at left:
- New scale with better legibility
- Has high quality 250deg round meter reading to 1600 fpm
-SinkAlarm tripping point and sensitivity changeable by user
- same tight audio response as always
- Mounting bracket fits on either side or on top (without opening case ) . PRICE
PRICE
$159.00
~itek_
Kathy Kanavle holds two new Hummi ngbirds by Litek 1101 Lovell Ave. , Campbell, CA 95008
$198 .00
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.
~------s-·s_E_I_N_co__n,_o_RA __T_E_D______• ~ 5801 Magnolia Avenue • Pennsauken, NJ 08109 • (609) 663-2234
-------------------------, Altimaster II
$89.95 Please rush me ail Altimaster II, (We ship within 24 hrs.) D Enclosed is my check or money order for $89.95 D Please charge my Visa Master Charge. Acct.#-------------~ Expires _ _ _ _ _ _ _ M.C. Interbank# _ _ Signature _ _ _ _ _ _ _ _ _ _ _ __
N a m e - - - - - - -111case ----,-~-------print Address _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ City _ _ _ _ _ _ _ State _ _ _ _ _ _ Zip _ _ Dimensions: 3" x l l/1"
f 1979 SSE, Inc. Altimaster is a trademark. Photo by Carl Bocnish.
I I I I I I I I I I I I I I I I I I
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
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!!! * * * * * * * * * * * * * * * * * * * * * * * * * * * * 1
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 8
PHASE C
Nose Angle
110 °
110°
110°
Leading Edge
16.4'
18.0'
19.4'
Keel Length
B.6'
9.5'
10.2'
150 sq. ft.
180 sq. ft.
210 sq. ft.
Sail Area Aspect Ratio
5.0
5.0
5.0
Span
27.3'
30.0'
32.4'
105-150 lbs.
145-190 lbs.
180-230 1bs.
$1075.00
$1100.00
$1125.00
Weight Range Price
*
*
*
*
*
*
*
*
*
*
*
*
*
*
U.H. OFFERS COMPLETE SERVICE
* Repairs available tor most gliders.
* Training for beginners and intermediate pilots.
* Custom sail design and artwork. * A complete line of accessories, chutes & instruments. * Motorized 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
*
Parachutists, balloonists, aerobatic flyers, professional pilots- people from every facet of aviation are joining the National Aeronautic Association. That's because ever since the birth of aviation itself, we've been a vital part of its growth and the enjoyment people get out ofit. Authenticating record attempts, sanctioning meets, encouraging and assisting competition both nationally and internationally are just some of the services we provide. In addition, the National Aeronautic Association recognizes superior achievements with some of the most coveted aviation and space awards in the country. Join us and help assure that this progress will continue while you enjoy the many valuable benefits of membership in America's oldest and most prestigious aeronautic organization. If you're already a member of an NAA Division or Affiliate, you'll proudly wear our silver wings and also receive: • 50% reduction in NAA dues • $2,500 travel accident insurance •$250 travel injury medical expense • NAA's monthly newsletter • NAA decal wings for your vehicle • 30% discount on Aero Publishers book selections • Automobile rental discount at Hertz and Avis • NAA identification card certifying you as a member of NAA associated with F.A.1. • Opportunity to participate in our low-cost group life, hospital and accident insurance plans. Join NAA now by filling out the form below and mailing it with your check. It's one down to earth thing you can do to help the future of aviation soar. NAA MEMBERSHIP FORM
D As a member in good standing of a Division or AHiliate of the National Aeronautic Association (checked below), I enclose $10 for annual membership dues. D Please enroll me as a Full Member with vote. I enclose $20 for annual membership dues.
Address _ _ _ _ _ _ _ _ _ _ _ _ _ __ Cily/State
Zip - - -
Please make check payable to NAA and send to:
NATIONAL AERONAUTIC ASSOCIATION, 82115th Street NW, Washington, D.C. 20005 NAA DIVISIONS ANO AFFILIATES D Academy of Model Aeronautics
D Aerobatic Club of America D Air Mail Pioneers D American Society of Aerospace Education D Balloon Federation of America
D Dayton Air Fair D Early Birds of Aviation D National Pilots Association D Soaring Society of America D United States Air Racing Association D Uniled States Hang D Please send details Gliding Association
D United States Parachute Association
on NAA low-cost Group Insurance Programs.
Advanced Air Sports Products 990 East Lakeshore Dr. Lake Elsinore California 92330 (714) 674-1494 Formerly Free Flight Enterprises.
of
rotkcd, rolled
mountain 1hcr-mals? Then maybe Jockey's is the place for you. At least 44 pilots felt i1 was worth the to the smooth coastal lift during the 7th annual tacular on May 11, and I There's an old that if you want it schedule the was no the intermittent showers were insufficient to the of pilots far as and California to in the party mecL The first featured an contest where each pilot launched and flew out to a marked Jim Jolms made his 11 Meter shine with an first flight distance of 666 feet for a measured 9: I plus but the Roys were not to be outdone with from Matt Taber, Dick Jameson, Larry and Jim Braddock. started out mild and winds blew up the
and
JULY 1979
dune from mid-afternoon to
The task was maxed twice con·· secnlively by Matt Taber in his Maxi but "Team " stayed right on his keel with outstanding scores from Tom Hadden m a JO Meter and Glenn Hockett, all in Seahawks. at 2:00 p.nL and free hy many pilots. A few had top landings and one pilot 360ed a take-off and spot landed a spectator! All in all the was a great SUC·· cess with no injmies to pilot or spectators, lots or flying and fun for everyone. The co-hosts of the meet, Kitty Hawk Kites and the Dare County JC's were most and helpful to visitors. A street dance, fish fry and gliding flies were part of the fun provided by the folks at the Outer Banks. At the conclusion of the meet on the I st trophy was presented to Mat1 Talier the Dr. Francis Rogallo who, yes, still flies his invention, though somewhat updated, at Jockey's
CLOCKWISE FROM UPPER I.EFT: Glen Hockett, 2nd place and last years winner in Seagull Seahawk 200. Crowci gathering for street party with Kitty Hawk's new building in background. Doug Rice tries hard for the spot. Tom Hadden displays his skill for the crowd.
39
Thls is a follow-up article on the parachute survey article printed in the January l 979 issue of Hang O!iding The reader will get lot more out of this article if he goes back and reads (or rereads) the previous article. Since the previous article was written I have tested (thrown out the reserve in flight, let it inflate, and then cut it away with a the Odyssey and the D.A.R. Life Saver. The that was tested was not up to par with the rest oft he systems on the market. The latest that I have inspected, but not tested, had been reclesigr1ed so that it looked as if it would work just as well as any of them. I have personally interviewed a pilot who used an Odyssey like the one tested, and it worked perfectly after his glider had tucked aud was In the test on tumbling tow;ird the the Odyssey the chute fell out of the deployment bag before I could throw it. The chute opened right up anyway. The D.A.R. worked perfectly. Flying an UP Polycylindrical Mosquito which cruises along at a real good clip (30 mph) the D.A.R. opened up quickly with more of a snap than the other chutes that had been thrown out of a slower-flying Condor. Since the last article was printed the big question has been, "Which one is best?" Pilots are thinking that selling features are safety features. The chute iteself is the safety feature. Anything else (number of lines, gores, V-tabs, TSO etc.) is jnst a selling feature like the color of a car. If one system
proves to be better with usc over the years the story will change. They all work at presen1. The number one priority should be to buy a chute from the dealer who will let a customer practice deploying it five or six times. If the dealer sells more than one brand, buy the one he bas in stock. No one brand is worth waiting for. At a parachute seminar at the Southern California School of Hang Gliding, only three out of the forty pilots who owned chutes had practiced deploying them. If a pilot owns a chute and has not practiced deploying it, be should go back to the guy who sold it to him and de·· mane! a practice deployment session. When pilots practice deploying their chutes they do some stupid things. At the SCSHG seminar we asked a pilot to throw out his reserve into the only clear air, which was designated to be behind him. John Lake and I grabbed his control bar and pushed it under him until he was standing on his head, simulating a straight-down dive. The pilot tried to grab at the control bar to get himself into a level attitude before throwing out his reserve. He had forgotten what the priorities are. The number one priority is: "When in doubt, whip it out!" When flying with your reserve, after having been checked out in a simulator making a number of practice deployments, you BELOW: Deployment sequence of the DAR Lifesaver from the author's Mosquito. photographs courtesy DAR Enterprises
should, each and every flight, the LOOK/REACH segment of the deploy-sure you will not fly mcnL After back into the hill or get into a midair, you should look down at the reserve handle, reach, and think about pulling it out. this every flight, when the comes you will have firmly imprinted into your brain the LOOK/REACH part of the parachute sequence. When Jlying with a reserve a pilot should maintain a constant check on his altitude. If a pilot is close to the ground and something should happen , for example), he should LOOK/REACH/PULL and then push the broken glider out of the way for a If a pilot clean throw as quickly as is at 3,000 feet and he is still attached to the he has as much as a minute before he will hit the ground; with that much time the pilot can afford to wait until he can throw the clear of the . The best is that below 600 feet, deploy is the only hope. For every I 00 feet a hove 600 feet, pilot will have one second to fool around and look for clean air. When in doubt about altitude, LOOK/REACH/PULL/PUSH/THROW immediately. pilots who have flown for years without a reserve have not been their reserves out in time. I would that lhey they could fly many times before. pilots should themselves that they are going to throw their reserves three times ncec\lessly, in order to make sure they will respond when they need it lo save their lives. Odds are they will never have to. pilots, on a couple of occasions, have thrown out their reserves when there was no need to. Turbulence is weird stuff, and can make a do funny things from which it will recover most of the time. If a is out of control and is not broken, wait and sec what happens, unless the is rushing up. I would it a maximum of three seconds be-
fore the LOOK/REACH/PULL/PUSH/ TH ROW /REDE PI .OY sequence would start. In a frcefall dive from straight and level flight the pilot will only fall 64 feet in the first two seconds. After that the altitude really starts to rack up. If a glider does something weird under 600 feet above the ground don't wait to see if it will pull out. If the is not to pull out the pilot's only chance is lo get the reserve out immediately. If, with time, shows that more pilots arc drifting into power lines, under needlessly deployed chutes, than are saved, the story will change. For the time being it would seem better to have a few pilots kidded about overreactyou have the time and altitude to figure it out, and the is not in a throw the chute to clear air, downwind (the relative wind you arc flying or through) to the horizon. If the glider is spinning, throw the chute straight down. Most pilots who have broken their gliders in midair and have spun to the ground have walked away without a chute. If a pilot throws the chute out to the side, in a spin, the will just come around on the next turn and it, preventing it from inJlating. In a spin the chute should be thrown straight clown, into the center of the spin, giving the chute the best chance of getall straightened out and inflated before the spinning glider gets to it. Once it inflates the bridle should stop the glider from spinbefore the chute can be messed up by the glider. Once the chute inflates, even if it does get caught up in the glider, it will create some to slow the glider down. All hang glider reserves on the market tohave some kind of staged deployment. Rather than letting the chute deploy in any random order, they all try first to achieve bridle stretch, then line stretch, then canopy stretch and finally inflation. In order to achieve this deployment sequence they have rubber bands or elastic loops that break or let go in the proper order. If a pilot
docs not throw the bag hard enough, or for any reason one of the rubber bands does not let go, he must try to redeploy the chute. He would also want to redeploy it if the chute had become lodged in part of his glider. One pilot threw his reserve into his rear wires and never tried to redeploy it. Redeployment is not something a pilot waits to see if he needs to do. Immediately after throwing the chute find the bridle and start pulling the chute back in. The easiest way and I he only sure way to find the bridle is to look and reach for it at the carabincr, where the harness and chute are hooked in·· to the glider When redeploying, as much bridle as possible and jerk it back in. The jerk will break any rubber bands that did not let go and will the chute up, it to have a higher air and in· flatc faster. Odds are the chute will inflate before a pilot will get it back into his arms. Some pilots who have used their reserves have on their bridles but did not get the parachute back into their arms before it inflated. If a pilot should get the whole thing back into his arms he should throw it back out Once the chute is out, try to get the glider hack under control. The chute will let the glider down at about 10 to l miles per hour. If the glider has any shape left to it at all the pilot can climb into the glider and effectively control the glider with about a one to one glide angle. Once the pilot has figured out how much control he has he should fly the glider upwind or downwind to determine wind drift and look for a land· ing spot clear of rocks, power lines, and tall trees. The softest landings have been into tall brush. J us! as the glider hits the ground he should try to narc. If he cannot control the glider he should climb up into it, keeping as much of the glider as possible between him and the ground. Then as he hits the ground he should keep his ankles and knees pressed together with his legs slightly bent, leg muscles taut to absorb the shock of the landing. He should not stick out his arms to break the fall.
'The Advanced Air chu1 e is the smallest on the market. l have skydived and tested their reserve, which is the same size as their small hang gliding reserve. A stand-up would be difficult, al· though I did not hit hard. at I pounds stand them up all the lime. That same size chute, over a hang would in most cases descend even with the extra drag of the that you will never use your reserve, so why carry around any more extra and bulk than you have to'? On the other hand, if you should land in amongst some rocks at high altitude, a bigger parachute would be nice.
ON Both and Windhaven have cot· ter pins that hold the containers closed. Test that to make sure that it is securely fastened to the handle. Pull on it with a of with about 75 pounds
of force. Advanced Air's container, if clos· ed improperly, is impossible to open. Read the owner's manual and make sure it is closed correctly. Test it and then rcclose. The early Odyssey and Bennett containers are inferior; have your parachute updated with one of their newer systems and then deploying it. Don't ask for a free container, claiming i1 was 1101 right in the first Just because they have come out with helter systems doesn't mean they owe you one. It would he like asking Bill Bennett for a brand new free Lazor because it is safer than the standard he sold you six years ago. MAINTENANCE There is no need to repack your parachute unless it is dirty or has hecn wet. the container and clear out the rocks and dirt once a month. If there are a whole lot of rocks or dirt in the container, or if it has been crashed, repack it yourself with someone who knows what th,~y are doing over your shoulder. The major rea-, son for is to inspect the chute for damage from rocks, dirt or from the
Once the chute is deploye<i, stand in the control bar and fly the glider to a controlled landing,
42
cntshinll you did on it. Have only a Master do Take good care of your chute. They aren't cheap and wii'l iast forever if properly cared for. Keep them out of sunlight. Lay your harness down so the parachute is on the ground with the harness on top, to protect it from the sunlight if you have to lay it down at all. Do not use it as a pillow while riding up the hill in the back of a truck. CONCLUSION You have deploying your chute on the ground and know how it works. You have practiced the LOOK/REACH/ THINK ABOUT PULLING sequence on every flight. You keep track of your altitude at all times. Your number is up and you have to use your parachute. Your glider is tumbling 600 feet about the ground: LOOK
You look at the handle. Since you arc tumbling the harness is not on your body in the same place that it usually is. You would never have found the handle unless you had looked for it.
REACH
Easy.
PULL
The bag is out of the con· tainer.
PUSH
You push the mess of the away from you in order to get the best pos-, siblc shot at clear air.
THROW
Ever,,thiinl! is a blur as you tumble end over end except for one clear area off to the side. Throw. The chute speeds for clear air. You see bridle stretch, line stretch, and the bag comes off.
REDEPLOY
Reach for the bridle behind you at the carabiner.
The chute open. You get the under control by climbing up into the control bar and leaning to one side. You turn into the wind and effectively steer the between two trees and power lines and do a stand-up landing by using the glider to help you flare. If you do not have a chute, buy one. And every night after you have kissed your loved ones good night and said your prayers, say to yourself: "Look, reach, pull, push, throw, redeploy.'' HANG GLIDING
I
J_
~ i , , ,_ _ _
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 we// 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 it 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 getting the ioea. It's time for a new Front Page ... with the name LANCER IV at the top Check it out:
LANCER IVS
LANCER 1\/ L
t.: P<c,: K.evrn ,<errio 11,
Span Nose Angle Aspect Ratio Root Chord Weight
32' 6"
34'
120° 6.9:1 9' O"
120° 6.9:1 9' 10"
46 lbs.
50 lbs.
;:,r,C,!C, Jci("ES
P.O. BOX I S<n SAU'.\.'AS, C,\ tnD02 (408) 7S8-fi8D6
You,
SuL«
Jmplete fo,c Harne""• lnstrnments, Emergency Parachute Systems, and Flight Accessories.
SO CAL DI ST. Jim LOMence
15516 Bowdoin Sr. Pacific Palisades, CA 90272 213-454-5126
Cour
t3 ON , ?. OL.YMflLJ
10M,10
M
I.LOWING GL.10 180. SKY S SIRO S R UP FIREFLY WI WIN ,
FlOX 4207, SCOTTSDALE. APIZONA /352E'>B · (602) 91187494
HA,
Bigbster Aircraft, 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), are mated with excellent sink rate, exceptional L/D at high speeds, and one of the quickest roll rates in production (highly maneuverable). Due to extensive research by Michael Giles, the tips have been improved in 1979, increasing sail area allowing the Higbster to achieve its maximum performance in lift conditions, whether ridge or thermal. All models of the Higbster now have much better slow speed capabilities and take-off characteristics. Higbster sti 11 has the highest speed range of any glider tested.
A _:/_L/_
Tl, (}(J)).,(,1))1.;(;
at 171500 -- $1$1,395 ,425 190 -
Bottom View of Sail
$1,455
In actual flight comparisons and during competition the intermediate Higbster, in over a 11 conditions, out performed the top g I iders in the world.
JEFF }.fun. !nscrncror at Hang Gliders \',;Iese. San Rafael. CA -
"Irr all my
experience I've never run irno a glider quite like the HIGHSTER. Noc only do I recommend ic co my srn<lencs as their lirsc glider because of its predicrabilicy, but all of us ac Hang Gliders \',;/est, with a total of 17 years in che business, personally own che exact same HIGHSTER that we seJl co our beginners. Ir's fanrnsrjc!"
Approved by
1/c~~d~/~. Street Address City and State Sizes Available
1508 - 6th ST. BERKELEY, CA. 947-10
2
2
2
150 - 170 - 190 Scale
Date
For the Dealer in you area Phone (415) 527-1324
1 - 1 • 79
It's "only" another first launch from a new site, but this time there is no hill falling gracefully away. Instead there is a flat field of snow, com stubble, and mud. A thin yellow rope extends from the lo a winch sitting on the road l ,000 feet away. All the of an overly thorough have been used up, and any excuse not to fly. there is no There is nothing left to do but say "go!" The man waves his fluorescent flag to the winch operator, and the yellow line moves into life. But the psychologically and braccd··for shock never takes place! Instead there is a smooth, firm ac .. celeration, a step forward, and the next 46
foot never tonches the ground. Memory comes back with a flood of relief as it's obvious the first launch is over, and the is climbing. Now it's time to remember the new flying instructions. Hands on the control bar cross tube; fingers close to, but not around, the release lever. Let the bridle control the climb angle for the first 50 to 75 feet. Make minor corrcc .. tions side to side to the climb straight. The climb slows and levels off as the bridle restricts the height. Now it's time to out, override the restricting bridle, and climb again. With a moderate push, the nose goes up, and the climb continues at about 45 °. In seconds, it looks like 200 feet
off the ground. As the altitude increases, the winds arc at a higher and the winch is now pulling in the line more slowly due to the line tens ion the glider is putting on the system. The tow line was only 1,000 feet, so the height is about 300 feet as the comes over the winch. Time to release. Pull in, drop the nose to a slight diving pull the release handle, and the line falls away. Now there is a minute or so lo fly. Make a right 180 ° tum and look back to the train .. ing hill at those poor carth .. bound fliers car .. rying their up the 150.. foot hill. Another 180 ° turn away from the hill, back HANG GLIDING
to the launch area, so no will be necessary, Corn stubble and snow look unim1iting, and there is a smooth patch of ice and slush !00 feet ahead. Stretch the glide and flare as the spot comes up, Feet down to the ice for a gentle touchdown. There is no touchdown, but a gentle splash as the ice and slush is revealed to be kneedeep ice water. Boots fill, and cold reality returns. It may be possible to fly almost anywhere, but it still requires attention to land almost anywhere, a hang glider on land is new to most fliers, but in the last year or so many
out the flying pressme over more sites. Many will prefer towing, because they don't have to carry the glider up the hill, or disassemble and assemble every 30 minutes. (I wish I had I he flying time equal to the time I have spent carrying and setting up and taking clown between flights.) There is more Hying time. When the wind shifts, switch to another corner of the field no need to go to another site, In the winter snow or wet weather, when it is impossible to reach the high sites, fly the flatlands or frozen lakes, Towing and flying
fliers have gone an like lhe one just described. Our experience with lowing has been with people power (you nm out of runners quickly), boat towing (our season is too short), snowmobile tow· ing (highly variable), and finally the Y.TJ, Skyhook, This powered winch has us many advantages for which we have been look· out of ten weekends do not have conditions. Rather than drive two cars 100 miles (at to 20 cents per mile) for a few two· to four.minul.e sled rides, it is possible to pnl in or ten two- to three· minute !1ights towing at the closest open area,
over flat areas gives experience in flying air with no vertical component. A student's first turns can be made from low tows without the hazard of being too close to the hi!L This might result in a few downwind landings, but at least not an abrupt stop against the side of a steep hilL It is easy to take off from wheels in no wind, No running is required, for those who arc slow to learn to commiL A powered winch can be used over rough terrain where a towed (unpowered) winch cannot go, Consistent towing speeds arc achieved through the use of an engine with a governor, so every launch is the same speed. Tow line pressure is independent of
JULY1979
OPPOSITE PAGE: YT/ Skyhook prototype sta·
tionary winch is powered by a 20·horsepower, two·cylindt,r engine with governor. CLOCKWISE FROM LEFT: Glider equipped for towing, Note radio on control bar. Skyhook towing a F"/exi Ill. Ready /or take·off on wheels.
line speed or direction, A
max-
imum limit on line pressure reduces risk of glider overload, The ride up is as much fun as the ride down, A student's first flights out or ground reference are under familiar condi· tions and can be approached gradually. rising gasoline costs may soon make it too to risk a long drive to a distant hill, especially in questionable wind conditions. In areas without flyable hills, motorless gliding becomes possible no noise, no added weight, no hazards from an engine and propeller on the glider. The Skyhook has several features that have made it desirable for our use. 47
CLOCl(W/SE FROM TOP LEFT: Beginning of tow sail filled and glider lifting before the first full step. Lift-off. A few feet into the climb with all bridle lines tight. Tow pressure mquirement is so low that the rope is still on the ground when the glider is 20 ft. off the ground.
These are also safety considerations. A predetermined maximum tow line tension is by the unique hydraulic "hydrostatic" drive, and the horsepower The maximum available from the tow line tension may be adjusted between to 175 pounds. Line is adjustable from 20 to 26 mph. At the preset rnaximum to line tension, the line will drop the line tension from <v11<Acc:uw1)', The line can slow to a stop or reverse din~cby tion depending upon the loads the towed glider. These first two characteristics prevent excessive structural loads placed upon the tow glider (I G at 175 pounds). It is portable enough to operate from a trailer, bed of a pickup truck, or sitting on the The production model will weigh 400 to 500 pounds, so means four to six people carry it if it is not on a trailer. One person can easily maneuver a trailered Skyhook to compensate for wind It is not necessary to leave the trailer "hitched" if the wheels arc blocked. Glider is not on the winch because it and everyone is still as the use increases, for each tow. This could range between 3.5 cents and $1 on the number of used. This would be the method of 48
for the winch if it were operated by a company or club. Two factors in safe towing are the use of a bridle that limits climb angle, and a release that ejects the tow release ring when the release handle is pulled. This bridle at-· taches to the heart bolt, and bottom corners of the control bar. This puts the major pull on the heart bolt, and the bottom lines restrict climb angle and reduce side-to-side oscillation. Wheels are always used. Should the pilot stumble, drop a wing, be tnrned by a gust, or in any way miss a launch, the result is not just the traditional foot launched dive into the ground. The added energy provided by the tow increases impact, with more to the glider, and potential injury to the pilot. With wheels, there is momentary rolling contact on the wheels, with the bridle the nose high, followed by liftoff back up into the air. Many launches arc made from the wheels, not just because it's safer, but because it is a real thrill to start prone, with your stomach six inches off the ground, and then climb out like an airplane. Many first flights with a new glider or bridle angle start off on the wheels. This the wings level, and a short roll on the wheels gives a good cheek on the nose If the angle is not high enough, the won't take off until the pilot overrides the bridle angle by pushing
out on the control bar. Taking off from wheels is probably the easiest way. To test the stability, we successfully launched a bag of dog food ing in a prone harness. In addition to the flying-for-fun use, we have used the winch in two meets with the Genesee Valley Fliers Club and at the Rochester Dome Arena where we were able to demonstrate hang gliding from a parking area. There arc now invitations to several air shows, where we will demon-strate hang gliding with the winch as well as powered hang gliders. The pilots who fly the winch regularly are frequently asked how this compares lo other methods of flying. The general feeling is that it doesn't matter how they get up there. The ones who enjoy the winch arc the same ones who gel several hour flights at our soaring sites and who also "power-up" with a Soarmaster, Fledgling or Easy Riser. The f'lier who got a five-minute thermal ride, from a three-hundred-foot tow, was every hit as proud as when he soared an hour from a high site. We fly for fun; and the more ways there are to fly, the more fun for all. Make use of hang gliding publications lo share your towing experiences, and we'll all fly safer, longer, higher, and more often.
HANG GLIDING
r
#1 IN EARNINGS IN THE USA Let's talk dollars and some sense, a nice chunk of prize money-this was the amount taken home by Moyes pilots for the 78 season. $15,000 in only three meets. The MOYES MAXI has come a loi:ig way since its introduction three years ago. It still has the best sip~· raJe, making it a great floater, but it also has the best L/D. Whe~/th.e:wind picks up and the other floaters can only go d9~n. or mo4J:,e 9.oc~wards, the Maxi can penetrate out because of:it~,s.uperi~JjtoP1Sf'.)eed. Which brings us around to safety. Q~cq1Jsf ;if flJ:s, b '~ )(' if also lands better. N~bo~y likes turbul.e~t._c~n.di·'~n. ,s~itt~ut .. ·.n·,· er1~r later "':'e end up flying m the~. Thf:' _M·wc:··._1, witty~._c~.'~~ t j.6clle_ handling seems to be less d1sturbe,d(by<:¢u~~ . t, . , . . .landmg areas. When 1 "ed .-. u d, -Jt doesn't lose its other gliders are gettj~g 'fh '· ·· been putting Hang composure. And sped,k~~ ot cile'"~ II pilots on Maxi~. : , · \ . , · 1 · <> · ''So it's not a ·wAryB tfll ' · is dest· '. the ll)ost copied in the world and Js · the 'yar ·· by whic ;.;he;; industry measures performance.''-......._ · Whether yo __ t or one that is serious about winning, ·, ...:.Go MAXI-it is still the best above all, arid·
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
(Dealer' s Invited)
N.C. RESIDENTS ADD 4% SALES TAX TOTAL AMOUNT
P.O. BOX 340 NAGS HEAD N.C. 27959 (9 19) 44Hl247
NAME : ~~~~~~~~~ ADDRESS : ~~~~~~~~~
This month I had the of flying the Electra Floater, Electra Flyer's new product for this season. The could best be described as an advanced inter· mediate for utility dass flying, with major on structural integrity and stability in its design evolution. The glider is deflexorless and incorporates float· ing tips, a reflex support bridle system and a slider block set,up system.
STRUCTURE AND ASSEMBI,Y This glider is quite dose in sct·up pro· eedure to the Phoenix 6D reviewed in last month's installment of this column. An optional breakdown control bar is assembled, the glider placed on the bar, the bag removed, the k ingpost deployed and the wings spread. I'm just starting to get the hang of these slider bloek gadgets. They have presented me with a bit of a problem, since a one-man seH1p, requiring an asym· metrical separation of the wings, results in the binding of the slider block. This requires walking from side to side or lifting one wing until the other drags on the ground, the place of a helper. The problem is compounded when a strong wind forces the glider into the ground from behind. With another person on the other wing, deployment is quick and Breakdown is no problen1 since the wings can be pulled in simultaneously by standing over the keel and pulling on the sail. The Floater 205 is clcflcxorless, quite hefty at 57 lbs. and statically tail heavy. The battens are of the fiberglass fishing pole with bungee retainers, and the float· tips use the traditional tmnbucklc fork/ cyebolt method of attachment. One very
52
nice convenience feature is the use of "Never Kinks" at all cable attachment points. These little plastic inserts prevent both thimble elongation and thimble/tang binding on set-up. It's nice not to have to worry abont that traditional thorn in the side. The slider block is a slick custom unit that looks like an injection-molded graphite composite. It is pinned with a Vi-inch steel pin that penetrates both sides of the keel and is itself safety pinned. If the slider is pushed up to the control bar bracket and is not pinned, it will pop back forward, re· minding the pilot that he/she has forgotten to pin this crucial intersection. The reflex bridle is not permanently att achcd, but simply slips over the number two batten on assembly. The eight battens per side arc somewhat annoying to insert with the rubber protector tips supplied on the gliders I flew, hut the company is com· ing oul with a new custom blade-shaped batten tip that should make that evasive batten pocket opening less difficult to find. In general, I feel that the glider is very well thought out. The sails on the two dif.fercnt Floaters I flew were very clean and the heavily reinforced elliptical tips did not flutter, even at high speed. I had the opportunity to inspect Tom Price's written documentation of the HGMA testing in some detail. I was very impressed with the thoroughness of both the stability and structural testing. The pitching moment curve, as published in the owner's manual, is the best I have seen by current standards. The load 1est results on the cur· rent configuration make the glider look as bomb-proof as possible.
FLYING CHARACTERISTICS The launch is of the super-high positive moment, tail heavy variety. This should only be of concern to inexperienced pilots or those who arc used to flying old-fashioned, divergent designs. Actually, this is not a glider for the inexperienced, and any pilot with much experience should have very little trouble transitioning. J feel that the difficulty in launching these new gliders has been exaggerated. The glider is slightly more stiff in roll than some designs, but responds well to inertial yaw axis input. Once the glider is l urning it requires very little control force to maintain a low-bank turn. This I found to be quite an advantage in thermalling. One of the characteristics J liked best about the glider was that it did not exhibit much pitch.up at all when entering a strong ther· ma!. One feels the need to pull in only ever so slightly, even when punching into one of those 800 fpm thrillers. ! had an hour and a half thermal flight at Crestline, CA in fairly strong conditions, and was not fatigued in the least. The glider gave me the confidence to thermal my way out of nowhere, al low altitude, on three different occasions on that flight.
ABOVE LEFT: The author test flies the Electra Floater 205 at Pine Flats, CA. Photograph by Keith Nichols. RIGHT: Elimination of deflexors lends to simplicity.
HANG GLIDING
The stall is somewhat more abrupt than on sornc of the slower, higher twist designs. tJ ~~"'""'"" is quick with little loss of altitude. In a slowly-induced stall the glider has a tendency to drop to one side. ll will spin. A can be induced by stalling in a turn or by the traditional method of pushing out to stall while high siding the bar in a turn. This, of course, is something that one would never do by accident, but one could conceivably spin the glider inadvertently in a slow turn on the first flight, if he were not paying attention. Actually, I found that the spin manifested itself more as a sudden increase in turn rate, without any real sensa-, tion of loss of control, since the spin ter,, minatcs as soon as the bar is centered. The glider is probably best suited to an experienced Intermediate (Hang IJI) pilot. The Floater is poorly named. lt is really optimized neither for low speed nor for sink rate performance. Those looking for a pure sink rate machine should consider the true floater class ships like the Moyes Maxi or tlic UP Condor. The Floater is, however, a very fine machine, and one that would probably demonstrate i1sclf to be much more versatile in a wide variety of conditions, especially in mountain flying, than the super-slow ship. The top end is excellent and the glider does demonstrate very low end performance when with its seemingly good L/D retention at speed. The Electra Floater is not a glider that one would want to fly at an ultra minimum wing loading. With a flying weight of more than 200 pounds, I felt that the 205 was doing well what H seems to do best.
OWNER'S MANUAL note must be made of the Floater Owner's Manual. 11 is by far the most pro,, fessional and thorough hang glider owner's manual ever produced. IL contains a chapter on design criteria and the HGMA certification testing, with thorough photo coverage, specifications and explanations; a chapter on assembly, with definitions of terms and step by step set-up procednre all illustrated with detailed photographs; and a chapter on flying technique and tuning, which accnrately describes the flight behavior of the glider and what to expect. Also included in the manual is a complete parts catalog with each glider part illustrated and numbered. If this is an indication of the professionalism and thoroughness that went into the design and testing of the glider and 1'm sure it is then the Electra Floater is a glider that one can trust.
ELECTRA :nOA'rnti 205 SPECII<'ICA TlONS Area (ft.') Span (ft.) Mean chord (ft.) L,1e,,~"''1" edge length (ft.) Keel length (ft.) Empty weight (lbs.) Pilot weight range (lbs.) AR Slackness Sweep Y4 chord Optimum wing loading Nose angle Twist
205 33.7
6.1 19
10.25 150-190 5.53 24.4° l.l lb./ft. 2 120°
20 °
TOP: Packaged glider. Note custom slider assembly. CENTER: A convenience feature is the use of "Never Kinks" thimble inserts. ABOVE: The Floater uses a heavily-reinforced radial tip desian. RIGHT: Plantorm view,
JULY 1979
53
*STILL IN STRONG DEMAND The OL Y continues as a popular glider although the Electra Floater 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 that's 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 .
if cows ...__........ LOOKING
FOR GOOD SERVICE?
were meant to fly they'd have wings! (They'd probably also be available in bright, fun colors.)
WE WANT YOUR BUSIN ESS. ... AN D HERE'S WHAT WE' RE DOING TO GET IT !
WE OFFER:
Bear Body® products are. ( Meant to fly, and available in bright fun colors.) Not that we have anything against cows, you understand, it's just that they make rather bulky and cumbersome wa llets & belts & things.
* A large inventory of gliders so that you can
Bear Body® products don't.
* A large inventory of parts for the ~liders we
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) w ith velcro closures.
select the model and color that's right for you , and take it home with you the same day.
sell, so that you don t lose any flying time wait ing on parts or pay $75.00 freight bills to get the parts.
* A large inventory of helmets, harnesses,
parachutes, variometers, altimeters, and many other accessories.
* A brand new building in wh ich we can provide you with a year round repair and tuning service .
( 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 sem inars throughout the year covering anything having to do with flying (watch the calendar).
* A number of fu ll time professionals eager to serve you. * A network of professional dealers throughout the east. Ask us for the dealer nearest you .
Be lts -
$6.95
(in even sizes from 28 o 36. Specify red. blue. white or green)
Wa lle s - S7.95 (wi h logo - S8.95) Chee book cove rs - S7.95 P.O. Box340 Nags Head, N.C. 27959 (919) 441 -6247
blue. grey, brown. red. navy or bloc )
( Spec
Pos age & handling included.
duncan Box 33441-B Seattle, WA 98133 Dealer inquiries invited.
USHCA REPORTS
COMPETITION COMMENTS Professional Hang Gliding by Tom Milkie On the recent hang gliding episode of the TV show Eight is Enough, the producers created a macho character for a hang glider pilot. When asked in the script why he risks his life in such a dangerous sport, he answers "I do it for the money." Well, no one ever said scriptwriters knew much about reality. There are really very few "professional" hang glider pilots. Big money purses have been around in hang gliding competitions for some years, but the concept of a "professional circuit" has so far been a dream. In 1978 there were nine hang gliding meets billed as "professional.'' But the purses for many of those meets were just wishful thinking by the promoters. The Palomar Open (Calif.) had a very small purse, and the Pico Peak Invitational (Vermont) and the Thunder Bay meet (Ontario) suffered losses and had to reduce the prize money during the meet. In previous years the record was even poorer. Four major meets, promoted as "professional," had to be cancelled before they began. Even the largest promoted hang gliding competition in the U.S., the 1976 Hang-10 World Open at Escape Country, Calif., offered only a few hundred dollars in prize money, and donated merchandise prizes, to the winners. Judging by the difficulty in getting people to run meets in recent years, it appears as though the pilots should be the last to be paid. So why is there so little "professional" hang gliding? In sports of similar popularity to hang gliding, there are "professionals" and usually a "circuit." More than $100,000 JULY1979
was given out in surfing competitions last year in the U.S. Water ski meets have distributed $25,000 in a single competition. In skateboarding there are all kinds of stories about 12-year-olds making $50,000 per year. But the key to rich competitions in those sports is spectator appeal. Spectators who participate in the sport, that is. They can relate to the competitors, and recognize a winner. They also are the ones who will buy the products used by the winners. Hang gliding competition lacks participation by the spectators, hence the sponsorship by the manufacturers. When there are enough spectators, the media (TV) are interested, then the large general-interest sponsors follow. To compound the problems of hang gliding competitions, the actions of some pilots have been very "unprofessional." It is because of the "grubby" attire of hang gliding pilots that Hugh Morton dressed the Masters of Hang Gliding contestants in free jackets. Pilot swearing and arguing at Escape Country and protests over prize money at Thunder Bay have resulted in turning off two major sponsors. Meet organizers have also hurt the sport. Providing little information and no scores to the spectators turns them off. The trend towards distance soaring tasks are great for the pilots, but the spectators and television audiences are left out. The future of professional hang gliding is not ble,ak, however. First, the USHGA now requires "professional" hang gliding competitions to place all prize money in escrow to insure guaranteed payment to pilots. Perhaps meets which expect to draw prize money from spectator fees can still do so by advertising that contingency. New sponsors take a more professional attitude toward their "business." Hang glider manfuacturers should be encouraged to promote competition. The first hang gliding company to develop a solid sponsorship program will have a tremendous advantage in a growing market of new buyers who are spectators at these meets. The organization of meets should be directed more toward the spectator. Use of flight tasks over the spectator area, landing accuracy tasks, and tasks where the audience can easily keep score would be helpful. The use of one-on-one competition, just now being developed at a number of meets around the country, will be the greatest boon to spectator involvement. A feeling of real competition must be maintained, and scores must be posted very rapidly after each flight. When the crowds attend hang glider meets, the sponsors and media will follow. Only then will there be an incentive for more competitions and bigger prize money.
The USHGA would like to encourage professional, sanctioned competition, by providing advice, notices in Hang Gliding, mailing lists, contacts and other support. The Regional Qualifying meets and the National Championships may be sponsored by any organization, whether a non-profit club or a for-profit business, provided the sanction requirements are met. For instance, bids are being accepted from anyone wishing to organize the 1980 Nationals (in the east) through August, 1979. ~
No Mountains? Soar Anyway!
FLY THE FLATLANDS! Tow Systems for All Makes of Hang Gliders. Tow system wltop and bottom release $350 and flotation with spread shackles additional $ 10 $ 30 2 point pulley bridle 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 Irving, Texas 75061 Evenings (214) 438-1623
THE BEST BOOKS ON THE SPORT HANG GLIDING. the first book on the sport has been updated 8 limes and now includes a special section on motorized flighl. 186 pages. 350 illustrations. over 120,000 sold I The complele flying. designing. build: ing handbook and buyer's guide. $5.95 postpaid (Californians add 36¢ sales tax) HANG GLIDING MANUAL with Log. The most authoritative. compact. concise. complete and least expensive basic flight manual available. Used as a training text by schools worldwide. $1. 50 poslpaid I Californians add 9¢ sales tax). MANNED KITING. Fly the flatlands with !he only book on tow launched hang gliding. Step-by-step instructions carefully guide the novice through taxi practice. towed flight and release to free flight $3.95 postpaid. (Californians add 24¢ sales tax).
srno FOR FREE DESCRIPTIVE BROCHURE DAN POYNTER, Box 4232-G, Santa Barbara, CA 93103 57
,,
,lj
CLASSIFIED
ADVERTIS.INQ 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 ASG-21B. New condition. Beautiful hand painted sail. $695. (916) 961-3808. CAN'T AFFORD A NEW OR USED GLIDER? With only 10% down we will finance the balance or take anything in trade. lO"lo off of any new glider, power pack or parachute with this ad! Contact LEADING EDGE AIR FOILS, INC. (303) 632-4959. CAN WE HELP YOU GET INTO THE AIR? Do you want to fly, but are short of funds? We will trade anything to help you fly. Contact Delta Wing Kites & Gliders, (213) 787-6600. CIRRUS 5A. Sunburst colors. Beautiful smooth sail, excond. $800, or best offer. Chris, (213) 347-7664. FLEX! III. 150 sq. ft. Like new. $749. Ship anywhere. (805) 646-l I 80. HIGHSTER. Centerfold, May issue Hang Gliding. $950. Call Chris (213) 347-7664. LOOKING FOR A USED GLIDER? Trying to sell your old wing? FREE listing on our used glider board, Mission Soaring Center, 43551 Mission Blvd., Fremont, CA 94538. OLYMPUS 160. Flies and looks great. $600. Will send picture. (714) 991-4749. PHASE B. Good shape and trim. Fairings etc. S400. (714) 583-5595. PHOENIX 6B. Multi-colored sail with windows. Good condition. Didn't crash; need the cash! Must sell, S475, or best offer. (714) 494-4460. PHOENIX SX. Good shape for its age, well maintained. Good first kite for novice pilots 170-200 lbs. $385. (213) 447-7627.
SST lOOB. Very clean, well cared for, not flown much. Great first kite for novice pilots 170-200 lbs. $550. (213) 447-7627.
available. Top o' the hill, overlooking Fort Funstun. Contact Jan, George, Ken, J. Fred or Tom. 10 Hillside Bl., Daly City, CA 94014 (415) 756-0650.
SST JOOB. With swing seat and harness. Excellent condition. Orange County, (714) 827-6612. SST 100M. Good condition, $550. (714) 831-6138.
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.
SST 90. New hardware, $550. SST lOOB, flies good, $500. (714) 997-4449.
FREE FLIGHT OF SAN DIEGO. Expert instruction utilizing modern, safe equipment. (714) 560-0888.
AMAN IT A FL YING CIRCUS SALE: Custom 34 ft. QUICKSILVER $1,000. Custom EASY RISER $1,000. OL Y 160 $500. CIRRUS III $450. Plus harnesses, helmets, parachutes & paraphernalia. Prices flexible. (213) 832-7731.
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.
Rigid Wings
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, 1011 Lincoln Ave., San Rafael, Ca. 94901. (415) 453-7664. Hours 10:00 - 5 :30.
CLEARANCE SOARMASTER! Never flown, $825. PP 106 Must liquidate inventory. Brand new unit. Call days (318) 221-2952. DRAGONFLY MKII C. Excellent condition. Blue & white with high gain logo, $395. (916) 961-3808. QUICKSILVER B. Cover, supine harness. Wants power, must sell. $500. Montana (405) 994-2213.
SOUTHERN CALIF. SCHOOL OF HANG GLIDING Largest and most complete hang gliding center in Los Angeles. Featuring Bennett, Seagull, Electra Flyer, Sunbird, all other brands of gliders available. Come demo. '78' model gliders today! Beginner to advanced instruction with USHGA Certified Instructors. MOTORGLIDING - Sales, demos and power instruction available. 5219 Sepulveda Blvd., Van Nuys, Ca. 91411. (213) 789-0836.
VJ-24 E. Motorized. Red, white & blue starburst paint job. $2,000. (312) 664-8155.
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.
MISSION SOARING CENTER Dealer of Seagull, Eipper, Manta, Sunbird and Electra Flyer. With other major brands available. Fly before you buy. End blind
ARKANSAS
GLIDER TRADE-IN «. SPECIAL «.
WESTARK! Call or write the professionals. Parts, gliders, all major brands (new and used), flight schools, accessories. Catalogs available. Dealer inquiries invited. See Earl Fritchie, Rt. 2 Box 478-A, Fort Smith, Ar. 72904. (501) 646-3575.
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:
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. 91101.
Electra Flyer Novas Seagull Wills Wing
CHANDELLE SAN FRANCISCO. Since 1973 the largest center of Sky Sailing in Northern California. Run by people who love flying! Complete lesson program with USHGA certified instructors, beginning to advanced! Visiting Pilot Program; Fledgling Lesson Program: Vast parts and accessories supply. New and used gliders in stock. '79 demo gliders. Featuring Seagull, Wills Wing, U.P. Bennett, Sunbird, Electra, Stratus V, Manta Fledge and Windjammer, with other brands
UFM. Mitchells Wing Delta Wing Eipper-Formance
INDHAVEN HANG GLIDING SCHOOLS, INC. 1 2437 San Fernando Rd. Sylmar, CA 91342 (213)367-1819
PHOENIX 8 Reg. New wing bars, reinforced. $350, firm. (213) 368-5335. SEAGULL III-Z 17 ft. Excellent condition. One hour flight time. S375. (213) 860-8278.
"California's Complete Hang Gliding Shop"
SEAGULL III, 19 foot. Excellent condition, special rainbow sail. Must make room for new gilder. Sacrifice $250. (213) 545-0289. SEAGULL SEAHAWK 170, 1977. Red sail. Like new, only flown twice. Seated/prone cables, wide control bar. $750. N.Y.C. area. (212) 966-4518. SEAHA WK 140. Yellow with blue panels, $500. SST !OOC. Rainbow panels, $500. 17' Electra Flyer standard, $100. Two prone harnesses, 2 helmets, windsock included. All excellent condition. Call (213) 376-3817 eve's or write John Amity, 659 4th St. Apt. B, Hermosa Beach, Calif. 90254. SENSOR 411 !CB. Excellent condition. Test flown only. Need money fast, $1,185, or best offer. (213) 728-2746.
~ USHGA ~ Large
JULY1979
selection of new & used gliders
2410 Lincoln Blvd.
~ Service
Santa Monica, Calif. 90401
~ We
tel. (213) 399-5315
~"Windsurfing" -
~ Complete
SENSOR 411 !CB 185 squares. White, gold, yellow. New condition. $950. (213) 368-5335. SENSOR 411 !CB. Great shape with gold and white sail. Dan, (602) 774-7928.
certified Instruction
line of accessories organize California flying safaris
~ All the Hottest Skateboards & accessories
when it's too windy to fly
59
BILL BENNETT BACK UP SYSTEM PRESENTS
~-- - - - - - - - - ------------------------f~r II() 11 OIi t? 1J () ~-------------------------------------------~ I
I
I
I
!
I
OPEN HERE
NEW EXCLUSIVE
I
I
ONE STEP DEPLOYMENT Opens From Anywhere
II I I
I
Envelope Sewn to Flyaway Container
I I I I I I I I
I
iI I I
I I I I
I
!
~------------------------------------------
~
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.
~ ·;~~~ j-~
Fits 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 Skirt
450 Sq. Ft.
540 Sq. Ft.
Weight 6 Lbs.
Weight 7V4 Lbs.
Inner Envelope
Inner Envelope
$349.50 With Container
$379.50 With Container A must for heavies
loyalty. Demos available. Complete lesson program. USHGA certified instructors, observers. 4355 l Mission Blvd., Fremont, Calif. 94538. THE HANG GLIDER SHOP - For the largest in stock inventory. USHGA certified flying instruction and much, much more! Call (213) 943-1074. 1351 Beach Blvd., La Habra, Ca. 90631. WIND HA YEN HANG GLIDING SCHOOL, INC. Serving Southern California. Complete line of gliders, beginner to advanced instruction. USHGA certified instructors. Write or call, Windhaven, 12437 San Fernando Rd., Sylmar, Ca. 91342 (213) 367-1819. CANADA HANG GLIDING SCHOOL OF THE UNIVERSAL SPORT ... Our specialty ... Hang gliding lessons, sale of gliders (Seagull Aircraft) and glider repair. USHGA certified instructor - John Szirony, P.O. Box 227, Yarrow, British Columbia, Canada (604) 823-4273. 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 Highster. Expert repair and custom work. Huge inventory of parts
PRICE PRONE HARNESS The most comfortable, most versatile soaring harness available!
Available through dealers worldwide. Contact
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. 8040 I.
MASSACHUSETTS Try a FREE practice run at Aeolus Flight Training Center, Groton Hills Ski Area, Groton, MA. Aeolus instructors can teach you to fly safely and easily, and are certified by USHGA. Open Saturdays and Sundays. Weekday instruction by appointment. To enroll, contact AEOLUS HANG GLIDER, INC., Box 184, Littleton, Ma. (617) 486-8278. MICHIGAN
CONNECTICUT TEK FLIGHT Products, Inc. Featuring Electra Flyer and Sky Sports. Also a complete line of parts and accessories in stock. Personalized lessons by experienced USHGA certified instructors. Call: (203) 288-5430. TEK Flight Products, Inc., 2583 State St., Hamden, CT. 06517, Or call Ben or Alegra in Winsted, (203) 379-1668. THE HANG GLIDER CENTER. "Sooner or later you'll be our customer." Rt. 66, Exit 28, I-84. (203) 628-8853. FLORIDA l'v!OTORIZED HANG GLIDERS OF FLORIDA-North Florida, Georgia dealer for Manta kits, ready to fly. Easy Riser, Landing Gears. Largest stock of kites and accessories in the south. Free instruction for our customers. Financing available. Information $4. Box 50961-H, Jacksonville Beach, FLA 32250 (904) 246-2568. GEORGIA ATLANTA USHGA certified beginner and novice training using wheels and radios for your safety. Rentals, sales, service. UP - Bennett - Wills - Electra Flyer -UFM -Soarmaster - Seagull - Manta. AHG, P.O. Box 48163, Doraville, Ga. 30362. (404) 458-4584, 448-3516. IDAHO MOUNTAIN AIR GLIDER SALES. Serving the Idaho area with the best in ultralight soaring equipment and certified instruction. l !44 N. Grant, Pocatello, Idaho 83201. (208) 233-8179. IOWA
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 17>90 Redman Rd., Milan, Mich. 48160. (313) 459-4545.
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 night simulator Hang Ratings I-IV. Come see our showroom. It'll be love at first night! 2708 Mt. Vernon Rd. S.E., Cedar Rapids, IA 52403. (319) 365-6057, 366-3989. KANSAS
Wills Wing for the dealer nearest you.
MONARCH FL YING MACHINES. The Kansas City area source for all major brand gliders, power packs, parts, accessories, repairs. USHGA Certified Instructors. 10301 W. 77th No. 109, Shawnee Mission, Ks. 66214. (913) 268-6499. VOYAGEUR'S. Distributors for J .L. Enterprises (dealer inquiries invited). Dealers for Eipper, Wills, Sky Sports, Sunbird, Moose, LEAF, Windhaven and Chuck's Glider Supplies. The only complete sales, training and repair facility in the greater Kansas City area. USHGA certified instructors and observers. 5935 Merriam Dr., Merriam, Ks. 66203. (913) 262-6611.
WILLS WING, INC. 1208-H E. Walnut Santa Ana, CA 92701 (714) 547-1344
Blihster £ippc!r
MID-WEST SCHOOL OF HANG GLIDING. Subsidiary of U.S. Moyes, Inc. USHGA Certified Instructors. All levels of instruction - foot launch, tow, and motorized. Located V, mile from Warren Dunes. We are the oldest school and offer the most professional training in the mid-west. The owners placed 1st and 2nd in
BUNBIRC DLICERS
/ ~ ~ u~ (tdyssey ~/'mAnl'A
La,
ALL THIS AT:
a~~ AERIAL TECHNIQUES ROUTE 209, ELLENVILLE. N.Y. 12428 (914) 647-3344
JULY1979
PLUS MOREii • Oistnbulors for all rnaJor manufacturers • Dealers welcome to inquire about our successful foreign and domestic dealer network program • Tremendous 1nYentory of gliders, instruments, and accessories • Special services: sail repair, parachute sew.on, repack· ing, and deployment procedurns, 9 free hours of instruc· lion with new glider purchase, glider repairs and glider storage • Fulllime shop open year round
61
CONTROL BAR PROTECTORS Please send _ _ Control bar protectors at $20/pair D 1" D 1-118" D UPS D Parcel Post D Check or money order enclosed D C.O.D. You pay shipping
• Rugged 5" dia. wheels feature special flush mounting hub that clamps onto control bar. • Tough ABS plastic • Light weight · only 10 oz. ea. • Fits 1" or 1-118" control bars Name Address City - - - State - - Zip - -
Send to: Hall Brothers, Box 171, Morgan Utah 84050 C.0.0. phone orders welcome (801) 829-3232 Dealers invited THE ULTIMATE HI BAR HARNESS ALLOWS THE PILOT TO SOAR IN COMFORT ?OR HOURS BY DISTRIBUTING i/EIGRT EVENLY THROUGHOUT THE HA,MMOCK, THERE ARE NO PRESSURE POINTS IN THE HAMMOCK ~HIGH IS SUSPENDED FROM 2 BARS, ONE AT EACH SIDE OF THE HARNESS, THESE BARS ARE PREDRILLED AND BY MOVING 2 SUSPENSION BOLTS THE PILOT IS ABLE TO SELECT THE BALANCE RE PREFERS, THE BAR HARNESS LOCKS INTO PRONE POSITION WREN THE PILOT STEPS INTO THE STIRRUP AND HE WILL REMAIN PRONE EVEN IN TURBULANCE, TO LAND HE STEPS OUT OF THE STIRRUP AND SITS IN THE LEG STRAPS, THE PILOT CAN CHANGE FR0i1 SEATED TO PRONE AND BACK AGAIN DURING FLIGHT.
HANG GLIDER SAIL REPAIR PROFESSIONAL SAIL REPAIR WORK DONE BY A QUALIFIED SEAM· STRESS WITH OVER FIVE YEARS EXPERIENCE SEWING FOR LEADING HANG GLIDER MANUFACTURERS. • • • •
* Comes complete with D-r1ng, knee hangers and stirrup. • Sl::c sizes: standard, lal'ge and extra-large in regular length or long.
HOLES, RIPS AND SMALL TEARS PATCHED AND SEWN GROMMETS REINFORCED AND REPLACED BATTEN POCKETS STRENGTHENED PROTOTYPE SAIL SEWING DONE ALSO • • •
* Available in a rainbow of colors. • Custom features available,
To order, send your height, weight and color ohotoe.
YOU WILL BE ASSURED OF: QUALITY WORKMANSHIP FAST DELIVERY AFFORDABLE PRICES
C, 0, D, ACCEPTED
CALL OR WRITE FOR FREE INFORMATION SHIPPING INSTRUCTIONS AND GENERAL ESTIMATE OR SEND IN YOUR SAIL ALONG WITH DETAILED INSTRUCTIONS.
14328 LOLIN LANE POWAY,CALIFORNIA 92064 714·748·1739
Price: $95
HANG GLIDER SAIL REPAIR 1124 ALICE, RAMONA, CALIFORNIA 92065 [714] 789-5312
Ball 500-H VARIOMETER
COMFORT DELUXE THE WINDHAVEN PRONE HARNESS Multiple adjustable
-
rI
Carabiner i'ncluded
suspension straps
-
10/
CLIMB Military Certified webbing
/
.._ UU VARIOMtltl
•
IAtl 01(;.CO ~D(I.COlO
100 FPM
// 5
G
10,
11 1 1 \ '
__..,
G
$265.00 ppd. High density closed-cell foam
Adjustable foot stirrup
Designed and Tested by Experts Chris Price, Trip Mellinger and Rob Recd spent many hours testing this deluxe soaring harness for the ultimate in harness design. The quality and strength is unsurpassed. Send now for information on how Windhavcn can add comfort to your soaring experience!
Manufactured exclusively for Windhaven by the Price Harness Company
WRITE FOR FREE HARNESS CATALOG
--wi;NDHAVEN HANG GLIDING SCHOOLS. INC
62
12437 SAN FERNANDO RD. SYLMAR, CA 91342
-
• Specially designed for sky-sailing • Lightweight, rugged, durable, and stylish • Temperature compensated, self-zeroing, stable • Pressure transducer operated • Audio/ off/visual switch, external 9 volt battery • Fits standard 3 - 1/8" panel opening • Available for immediate delivery • Used by hundreds of pilots the world over • One year guarantee
INDHAVEN
HANG GLIDING SCHOOLS, INC. 12437 San Fernando Rd. Sylmar, Ca. 91342 (213) 367-1819 California residents add 6% sales tax. Dealer inquiries invited.
HANG GLIDING
Open Class and 2nd in Class 1 at the '77 U.S. Nationals. We sell and service all brands of kites and motorized units. If you're thinking of moving up - check with us first, your used kite may be worth more than you think. Come fly before you buy. 11522 Red Arrow Hwy., Bridgman, Mi. 49106. (616) 426-3100. 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. Larpemeur Ave., St. Paul, Mn. 55113. (612) 489-8300.
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 high performance. Send $2.00 for poster catalog. For a free brochure on the First Flight School call or write: Kitty Hawk Kites, Inc., P.O. Box 386, Nags Head, N.C. 27959. (919) 441-6247. OKLAHOMA
MONTANA FLY WITH BEAR TOOTH HANG GLIDERS, 543 Yellowstone Ave., Billings, 59102. (406) 248-4383. NEW MEXICO SKY-HIGH, INC. New Mexico's Soaring Center. Certified instruction: beginning-advanced and rigid wing. Seagull, Electra Flyer, J.L., UP, Bennett, UFM. Parts, repairs and all accessories. 3324 Alvarado NE, Albuquerque, N.M. (505) 883-0391. NEW YORK AERIAL TECHNIQUES - at Ellenville. The east coast's largest hang glider shop. USHGA Certified instruction, dealers for all manufacturers, most equipment in stock from our tremendous inventory. A.T. is where it's up ... Rt. 209 - in Ellenville, N.Y. 12428. (914) 647-3344 or 783-6751.
WESTARK! Call or write the professionals. Parts, gliders, all major brands (new and used), flight school, accessories. Catalogs available. Dealer inquiries invited. See Earl Fritchie, Rt. 2 Box 478-A, Fort Smith, Ar. 72904. (50]) 646-3575.
ELECTRA-FL YER DISTRIBUTORS. South MidWestern distributors for: Electra Flyer Corp., UFM Products, Sky Sports, Seagull Aircraft. Now accepting dealership inquiries. Call or write: LONE STAR HANG GLIDERS, 2200 "C" South Smithbarry Rd., Arlington, Tx 76013. Metro. (817) 469-9159. UTAH THE KITE SHOP AT NATURE'S WAY. Our ECO FLIGHT SCHOOL is Utah's oldest and most experienced, with USHGA Advanced certified instructors. Complete parts and service for Electra Flyer, Manta, and Eipper. Distributor for the new STRATUS 5. 898 So. 900 E., Salt Lake City, Ut. 84102. (801) 359-7913. WASATCH WINGS INC. - Salt Lake's Hang Gliding Center. Located minutes from the Point of the Mountain. Featuring a fully stocked repair shop, USHGA Instructors, 2-way radios, lessons beginning to advanced, new training gliders, pilot accessories, and glider sales and rentals. 892 East 12300 South, Draper, Ut. 84020. (801) 571-4044. WYOMING CENTRAL WYOMING HANG GLIDERS - Sales and services. Electra Flyer, Seagull, Seedwings. USHGA instruction, Basic and advanced. Box 4206, Casper, Wy. 82601. (307) 266-3731 or 265-7292.
FOREIGN SCHOOLS & DEALERS
TENNESSEE TRUE FLIGHT Mid-America headquarters for motorized ultralights. All brands of gliders and motor pacs. 3832 Guernsey, Memphis, Tn. 38122. (901) 324-8922. TEXAS ARMADILLO AVIATION. Motorized fixed wings (CA-15 now available). All brands - power units - accessories. Call or write for prices. "We have your wings". 703 North Henderson, Ft. Worth, Tx. 76107. (817) 332-4668 .
JAPAN Yanaba Hang Gliding School ... 3 day pack system Mt. Kuruma Hang Gliding School ... 3 day pack system Osaka Hang Gliding School ... 2 day lesson ASO Hang Gliding School ... l day lesson Beginner to advanced instruction by JAA, J HA certified instructors. We offer a complete line of hang gliders, rentals, sales and accessories. JAPAN HANG GLIDERS ASSOCIATION 1-16-9, Uchikanda Chiyodaku Tokyo JOI Japan. (03) 292-0756.
3 • /:':~
>~·:i;J}i;~,;t·i/ : ·> :·· ::• :::. : :: ·. \
.
),ii1•'\1'' ;i'
1 ~)(r;;),VhJ~l IJ / r ~ . .·1
,)JJL / ·~11"-- '--'/)(
~fQ~OQNE PQODUCT8
11 11 )
DOES YOUR SYSTEM HAVE QUALITY?
\ll
Removeable Cocoon - Interchangeable Knee Hangers High Quality-Durable Materials Non Slip Foot Stirrup AS SHOWN ABOVE, 'SYSTEM ONE' HAS BEEH DESIOHED FOR AH EASY SHIFT INTO SEATED POSITION. 'GOING SEATED' IS BUILT INTO EV£RY SYSTEM FOR THE 'COMPt.ETE SYSTEJ,lSENO
THE AIRBORNE SYSTEM HAS THIS QUALITY THE COMPLffi SYSTEM -knee hangers -foot stirrup -cocoon
H!,qHSS - cocoo~ AI I ~CHll[~ I OET ! 1l
SYSTEM 1
FOR THE AIRBORNE SIZE CHART. SYSTEM ONE AND TWO J.IAY BE ORDERED SY INCLUD!NO HEIGHT, WEIGHT, CHES'T SIZE, Af.(0 LEG IN SEAM.
SYSTEM 2
Combinations of these instantly interchangeable components, create a system that can be adapted to your next flight... 30 SECONDS OR 3 HOURS AND 30 SECONDS Airborne Products are Manufactured and Distributed by: GET QUALllY
GET AIRBORNE!
JULY1979
ONTARIO HANG GLIDERS INC. 801 WOOLWICH ST. GUELPH, ONTARIO,. CANADA NlH 6J2 (519) 836-4781
Now establishing U.S. dealer network
63
Golden Sky Sails, Inc. JUNE 27-JULY 11. "Mini Classic" (five days). Limit 50 pilots. $50 entry for Fledgling-type gliders with mechanical controls. 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. 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, clo Don Partridge, Star Route 4, Box 3A, Bishop, CA 93514.
SEPT. 11-16. Masters of Hang Gliding Championships. Contact: Hugh Morton, Box 128, Linville, N.C. 28646. .
Introduces
The Golden Cocoon
SEPT. 24-30. Telluride Manufacture rs Invitational, Telluride, Colo. 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.
* Adjustable for length & shoulder pressure.
* Spreader Oars to eliminate hip & foot pressure.
* Positive retention bacl~ & thigh strops.
The Golden Cocoon s135 00
The Golden Prone
J}
Crystal Flight Resort
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.
JULY 4-8. Fifth Annual July 4th Fly-In. AUGUST 10 & 11. Glider Tuning and Maintenance Seminar. Fee Seminar. Write for reservations.
INSTRUMENT BRACKET Tired of the hose clamp hassle?
Mount your instruments where you can see them! ' Easv on oft rubber padded wi~g nut clamp ' Adjustable 6-10 inch telescopic extension • Durable polished aluminum • Fits all 1 inch control bars (specily ii different size) " Adaptable to any instrument
Satisfactio11 Guaranteed S!0.00 plus SI.DO poSlage JAY G!ANFORTE l{idge Rd_
C1zt'nn\·1.1
TAKE HANG GLIDING WITH YOU DON'T MISS THE LATEST [SSUE BY FA[UNG TO NOTIFY USHGA OF YOUR CHANGE OF ADDRESS!'
.\:.Y 13035
NAME ~OLD ADDRESS
''The Only Complete Book On Hang Gliders. Transcends and Obsoletes Everything in Print!"
CITY
Get the total story on:
NEW ADDRESS
• Flying Techniques • Flyer Physiology • Top Models Analyzed • Flight Perfo1mance • Flying Qualities • Aerodynamics • Design Paramelers • Human Factors • The Polar Curve • Dive Recovery • Winds and Weather
STATE ~~ZIP~~~~
''vou're a serious hanq qlider pilot! That's exactly why ou net1d to read
CITY ~~~~~~~STATE -~ZIP - ~ - ~
THE
LAST ISSUE RECEIVED
HANG GLIDER'S
(PLEASE ALLOW FOUR WEEKS FOR PROCESSING)
BIBLE."
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.
64
HANG GLIDING
Business Opportunities DEALERS: Add a wind information service to your line. Set up an automatic wind measuring system at your favorite site ... complete with telephone hook-up. Then your customers can rind out when it's soarable by just calling up the machine. The prototype of this system has been on the air now for over two years in the Salt Lake City area. For free info on how to get one like it installed at your site, call or write: Ken Maulden, 121 W. 600 S., Sandy, Utah 84070 (801) 561-3885. STARTING A HANG GLIDING BUSINESS!! For a complete line of gliders, parts and accessories contact: LEADING EDGE AIR FOILS, !NC. 331 South 14th St., Colo. Spgs., Colo. 80904 (303) 632-4959. \VEST ARK! Let us get you off the ground and into your own HANG GLIDER business. Call Earl Fritchie, Rt. 2 Box 478-A, Fon Smith, Ar. 72904. (501) 646-3575.
Miscellaneous THEFT ALERT PAGING SYSTEM - Protect your wings silently with a new breakthrough in Glider proteccion. 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 transmi1ter has a one-half mile range. The dual Lone 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. FINE PEWTER BELT BUCKLE depicting hang glider. Fits l 3/4" belts. $9.50 ppd. 10: The James Collection, P.O. Box I 1505, Portland Or. 9721 I. Check/M.O. Satisfaction Guaranteed!
Emergency Parachutes
WANTED: One 19'xl6' Electra Flyer Sunflower in good shape. Contact Golden Sk)' Sails, 572 Orchard St., Golden, CO. 80401. (303) 278-9566.
THE HANG GLIDER SHOP - now distributes Free Flight Enterprises' reserve parachutes and harnesses. Dealer inquirie.s invited. (213) 943-1074. 1351 Beach Blvd., La Habra, Ca. 90631.
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.
WINDHAVEN EMERGENCY PARACHUTE SYSTEM meets rigid TSO testing. The best available! Easily adapted to your harness and glider. Write for free details. Windhaven Hang Gliding Schools, Inc., 12437 San Fernando Rd., Sy!mar, Ca. 91342.
TORREY PINES 1979. Text by Don Betts. Photos by Bettina Gray. Pictorial review of hang gliding at Torrey
Parts & Accessories
Instruments, propellers, engines, landing gear, helmets, fuel tanks, hardware etc. POWER SYSTEMS INC. Dept. H, 963 Village Dr., Ormond Beach Fla. 32074. (904) 673-0194.
TYPE: 01)' 160, #1046. SAIL PATTER"I: Red keel
Publications & Organizations
pocket, elk. blue leading edge, white sail, gold/red tips. Yellow bag with red tips. WHERE AND WHEN: San Jose, CA near Lexington reservoir, Dec. 22, 1978. CONTACT: Tom Jensen, 1418 Helmond, San Jose, CA 95 I I 8 (408) 264-6406. TYPE: Mini Strata. SAIL PATTERN: Keel out - dk. blue, It. blue, yellow, gold, red. Kite bag - red with yellow star sewn over a rip. WHERE AND WHEN: From home in Glendale, CA, Dec. 21, 1978. DISTINGUISHING FEATURES: Sleeves {outside) on crossbar (right side), and leading edge (left side). CONTACT: Lynn Miller, 515 Chester #6, Glendale, CA 91203 (213) 244-4503. TYPE: Pliabit' Moose Zipper. SAIL PATTERN: Red applied leading edge, white with orange and gold half panels, blue bag. CONTACT: Charles Warren, 842 N. St. Joe #3, Hastings, N.E. 68901 (402) 463-4092
POWER SYSTEMS, INC. Gliders from Eipper, UP, Manta and UFM. Power packages, landing gear for Easy Riser and Quicksilver, instruments, helmets, and hardware. $1 info package Power Systems, Inc., 39 B Cooledge Ave., Ormond Beach, FLA 32074. (904) 672-6363.
TYPE: Dragonfly MKI. SAIL PATTERN: Purple leading edges and center, red wing. DISTINGU[SHING FEATURES: Bennett tensioners, I /8" wing wires. CONTACT: Bob Henderson, 10842 NE 68th, Kirkland, WA 98033 (206) 828-0570.
ULTRALIGHT FL YING IV1ACHINES OF A TLANTA. 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, Weedhopper, Catto. (404) 458-4584. #4 Aviation Way, POK Airport, Chamblee, GA 30341.
TYPE: Cumulus 10 WHEN: May 12 SAIL PATTERN: Center out, white, yellow, brown. Blue bag. CONT ACT: Mike Adams (805) 967-2448
JULY1979
METAL LICENSE PLATE FRA\1ES "I'D RATHER BE HANG GLIDING". White lettering on a blue background. $4.00 including postage and handling. Californians add 6% cax. USHGA, Box 66306, Los Angeles, Ca. 90066. The rate for classified advertising is 30<1 per word (or group of characters). Minimum charge, $3.00. A fee of $5. is charged for each photograph. Art discount for display ads does not apply to classifieds. AD DEADLINES - All ad copy, instructions, changes, additions and cancellations must be received in writing I V2 months preceding the cover date, i.e., Feb. 15 for the April issue. Please make checks payable to USHGA: Classified Advertising Dept. HANG GLIDING MAGAZINE Box 66306, Los Angeles, Ca. 90066
FOUND: Prone harness. WHERE: Santa Maria area. Identify to claim. (805) 544-8748.
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.
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. 55113 (612) 489-8300.
TEE-SHIRTS with USHGA emblem S5.50 including postage and handling. Californians add 6% tax. Men's sizes, S, M, L, XL. Orange only. USHGA, Box 66306, Los Angeles, CA 90066.
TYPE: Phoenix 8 regular. SA!L PATTER!\: Keel outblack, red, blue, gold and brown leading edge and tips. WHERE AND WHEN: Jan. 31, Vancouver, B.C. DISTINGUfSHING FEATURES: Purple patch on left droop tip. CONTACT: J. Peterson, Box 411, Kaslo, B.C. Phone collect (604) 353-2277.
UP PARACHUTE. Brand new, never used. Chute available with harness. A bargain at $195. (714) 494-4460,
Ultralight Powered Flight
PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $I. Decals, 3 Y," dia. Inside or outside application. 25<1 each. [nclude I Jt for postage ancl handling with each order. Box 66306, Los Angeles, Ca. 90066.
FEATURES: Flybox set-up, vario bracket, CG Falcon Vin ripstop on right wing. Blue bag, red flag (//0491). WHERE AND WHEN: San Diego, CA 92120. (714) 265-0455.
ODYSSEY has 24' and 26' emergency parachutes for 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.
SOARING - Monthly magazine of The Soaring Society of America Inc. Covers all aspects of soaring night. Full membership $20. Info kit with sample copy $2.00. SSA, P.O. Box 66071, Los Angeles, Ca. 90066.
Pines. 40 pages of photos, maps, flying regulations, and history of the area. Excellent booklet for those who have only l~eard of Torrey Pines. Booklet can also be purchased at site. $2.50 each (encl. pstg.). USHGA, P.O. Box 66306-HG, Los Angeles, Calif. 90066.
TYPE: CGS Falcon V, SAIL PATTERN: Black leading edges and keel. Keel out: orange, yellow (three panels), tips: orange, yellow, orange. DISTINGUISHING
TYPE: Phoenix 8 reg. #161 SAIL PATTER!\: Keel out, white, black, yellow, red, It. blue, dk. blue, bluish green bag DISTI'iGUISHING FEATURES: 718 in. straightened down tubes, one knurled CONTACT: Ted Lipke (415) 589-3937. $50 reward. Box 246 Burlingame, CA 940!0. TYPE: Two Soarmaster power packs and one :vloody motor package with Rotec prop and muffler. SERIAL NUMBERS: Soarmasters: engine 24857. Soarmaster serial 78150-engine 24389. Soarmaster serial 78145. The Moody pack has redrilled engine mounts. CO.'\TACT: Trip \-lellinger at Windhaven, 12437 San Fernando Rd., Sylmar, California 91342 (213) 367-1819 TYPE: Wills Wing XC 185 #2250. IDE'-'.TIFYl'-'.G FEATURES: No fixed tips, control bar is mismatched, new downtubes, used basetube with vario bracket. CONTACT: Bruce Bardo, P.O. Box 8543, Missoula, Mont. 59807 892-3094 TYPE: Cumulus 10, 20' WHERE & WHEN: Denver, Colo. night of Sept. 12, 1978. SAIL PATTER/\: Keel out; white, red, white, purple, white, blue leading edges. Orange bag. Serial no. 619. CONTACT: Doug Keller, 304-237 Kearney St., Winnipeg, :Vlanitoba, Canada R2M 485 (204) 257-6492. SIOO reward for info leading lo arrest of thief. TYPE: Phoenix 6B serial no. 182. SA!L PATTER'\: From tips in; black, gold, orange, lime, dark blue. Black patch on one wingtip. CONT ACT: Scott Hunter, 220F West Tujunga Ave., Burbank, CA 91502 As a service to the hang gliding community, HANG GLIDING Magazine is publishing (free) information on stolen gliders. If your glider is missing, send us a complete description along with your address and phone number to: USHGA, Box 66306, Los Angeles, CA 90066.
65
,. SKYFLIGHT
Presenting
SOARING INSTRUMENTS BOX 148A KINGFIELD, MAINE 04947 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 6. CHT Gauge (with Probe) 7. 8,000 rpm Tachometer (magnew driven) 8. EGT Gauge (with Probe)
$25.95 $35.50 $45.50 $39.50
thmlNDHAVEN sky-saz'lz'ng
Helmet $35.95 ppd. • 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
=== - l'-,..),C,.-.L.J--.1= =
P.O. f3DX 1W'+, Ri:o17LANP.<S • CACIFORNIA 92-37.3
HANG GLIDING SCHOOLS, INC. 12437 San Fernando Rd. Sylmar, Ca. 91342 (213) 367-1819
California residents add6% sales tax. Dealer inquiries invited.
INTRODUCING The First Hang Gliding Training Film SKYSAILING :WAITING FOR THE WIND ©1979 A new 25 minute color film designed to teach beginning and intermediate students quickly and more thoroughly from simulator and on ground handling of glider to actual take-off and in-air instruction. Filmed at Aerial Technjques Hang Gliding School in Ellenville, NY byUSHGA certified instructors. Film features complete SOUNDTRACK Super 8 cartridge $240 SKYSAILING P.O. Box 4 65 MONTCLAIR' NJ 07042 Super 8 reel $225 16MMC SuperBReel C Supers Cartridge Q 16 MM $295
,--~~~~~~~~~~~~~--1
PLUS POSTAGE AND HANDLING
ALLOW 4 WEEKS FOR DELIVERY
66
$4.
NAME ADDRES.~S----------CITY STAn:.-:..-:..:.:.-:..:.-:..:."'"'z=:-1;:;-p
=====-=-=-=--=--=-::
HANG GLIDING
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
USHGA MERCHANDISE ORDER FORM
B-1
8-2 8-3 8-4 8-5 8-6 8-7
8-8 B-9 8-10
B-11 8-12
PRICE
BOOKS
QUANTITY
_ _ _ _ THE COMPLETE OUTFITTING AND SOURCE BOOK FOR HANG GLIDING. by Michael Mendelson History. models. accessories. publications. organ1zat1ons. schools. sites -----FLY. THE COMPLETE BOOK OF SKYSAILING. by R,ck Carrier Basic information on techniques and 1nstruct1on ______ HANG GLIDING AND SOARING. by James Mra2ek. Flight tr,cory and meteorological data _______ HANG FLIGHT. by Joe Adleson and 8111 Williams. Third ed1t1on 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 AND FLYING SKILLS. by Dennis Pagen. A complete instruction manual tor beginners to experts _ _ _ _ _ GUIDE TO ARIZONA, by Wilson Baker. 50 pages. Sites. maps and conditions for flying ,n Amona _____ GUIDE TO ROGALLO FLIGHT BASIC. by Bob Skinner and Rich Fmley. A handbook for beg1nn1ng pilots. 30 pages _____ HANG GLIDING. THE FLYINGEST FLYING. by Don Oedera Pictorial history. pilot comments Photos by Stepnen Mccarrol ______ MANNED KITING. by Dan Poynter. Handbook on tow-launch flying
8-15 8-16
S 7 95 - - - - - - - - -
S 7.65 - - - - - -
S 765 - - - - - S 3 50 S650 _ _ _ __
S 6 50 S 6.50 - - - - - - -
S 650 - - - - - -
S 5.50 - - - - - - - S 275 - - - - - S1095 _________ _
S 435 - - - - - -
s 2 20 - - - - - - -
B-13 _ _ _ _ SIMPLIFIED PERFORMANCE TESTING. by Jack Park 8-14
AMOUNT
------HANG GLIDING LOG BOOK. 32 pages. Designed especially for pilots. 4\'1" x S 3 25 _______ _ HANG GLIDING MANUAL AND LOG. by Dan Poynter for beginners An asset to instructors of hang gliding. 4·· X 5·· S 1.50 - - - - - - - FAI SPORTING CODE FOR HANG GLIDING. Provides the requirements for records. achievements badges. and World Champ,onsh,ps S 100 -----------
r
ITEMS 1-1 1-2 1-3
_ _ _ _ USHGA EMBLEM T-SHIRT. 100% cotton. high quality. orange only Men's s12es S. M. L. X-L (please circle size) _ _ _ _ USHGA EMBLEM CAP. One size fits all Baseball 1YI'€ w USHGA emblem. NAVY or ORANGE (please circle color) USHGA SEW-ON EMBLEM. T' diameter. full color (red and orange on a yellow-orange background w black print I
S 5 50 - - - - - S 4 50 - - - - S 1.00 - - - - - - - -
1-4
_____ USHGA DECAL 31,·· diameter. full color
1-5
_________ USHGA EMBLEM PENDANT cham
1-6
----~USHGA BUTTON PIN. 11,·· diameter. full color
S
1-7
_ _ _ _ _ LICENSE PLATE FRAME "i"d rather be hang gl1d1ng·· Blue and wl1ite
S 4 00 - - - - - - - - - _
3 ,·
S
25
diameter Pewter w silver
S 3 00 50 - - - - - -
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 Sl'<)c,fy by circling issue number
MAIL WITH CHECK OR MONEY ORDER TO: USHGA, Box 66306, Los Angeles, CA 90066
. .No tax on magazines
PRINTED COPIES 19. 20. 21. 22. 23 (75 calendari. 24. 25. 27. 28. 29. 30. 31. 32. 33. 34 36 ('76 calendar)
NAME----~-
____ LJSHGA # _ _
ADDRESS ________ __
PRIIHEDCOPIES· 37 38. 39. 41 42. 43. 44. 45 46 47. 481'77calendarl 49. 51 52. 53. 54 56 57. 58. 59 60. 61 62. 63. 64 through current ISsues
CITY, STATE, ZIP ________ _
S
40 - - - - · - -
$
75
S 100 - - - - - $ 1 50
MAGAZINE SUB-TOTAL _ _ _ _ _ _
SUPPLY LIMITED
TOTAL ______ _ ND 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 (" 151 ____ USHGA MERCHANDISE ORDER FORM (n 141 _ _ _ USHGA LILIENTHAL AWARD FORM (,r121
_ _ _ FILM REQUEST FORM (No foreign orders please) - - - - SOURCES OF DEALERS. SCHOOLS ETC 1#81 Spec,ly stale ____ _
_ _ 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 Opm,ons expressed by authors of listed books do not necessarily reflect USHGA pol,cy. nor does sale of merchandise constitute endorsement
• •
GH • A PIT
SY HAND P
VE D GN
NDING OV
U PERFOR A
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"