USHGA Hang Gliding February 1980 by US Hang Gliding & Paragliding Association

EAGLES

THE

'Patents Pending (only on our EAGLE of course)

F-15 EAGLE World's Most Advanced Fighter

Electra Flyer EAGLE World's First Personal Aerolight

BIRDS OF A FEATHER DO FLOCK TOGETHER

Now we know our EAGLE doesn 't climb at 50,000 feet per minute or exceed Mach 2 .5 , but we do know it is an extraordinary personal aerolight. The EAGLE's canard surface virtually eliminates any possible stall and provides pitch stability without performance loss associated with conventional tailed aircraft. Our EAGLE was designed so it can take off and land with no pilot input. For flight control. what could be easier than a steering wheel? With our steerable nose wheel you can also taxi with complete control. For ground transportation our EAGLE completely folds up like a hang glider in only 25 minutes . No need for a trailer or special racks. It even breaks down to 12-foot lengths for shipment.

SPECIFICATIONS Empty Weight Max Takeoff Weight Power PP-106 Nose Angle Aspect Ratio Wing Area Span

PERFORMANCE

115 lbs. 315 lbs . 10 hp 145° 8 .1 160 Ft .' + 18 Ft .' 36'

Takeoff Roll Landing Roll Rate of Climb Cruise Speed 75% Top Speed Stall Speed Mush Speed

75' 50' 300 fpm 35 mph 50+ mph none 18 mph

Features include : • EAGLE storage cover • Breakdown to 12' lengths • swing seat harness • Landing gear • PP-106 • One balloon fuel tank • Billow equalizer • Factory test flown OPTIONAL: 16 hp engine

PRICE s3395oo 1 Month Delivery

For more info and the name of a factory trained dealer nearest to you plese send $1.00 to :

ELECTRA FL YER CORP . 700 Comanche NE Albuquerque. NM 87107 (505) 344-3444

are you

mg nea1 preg7

USHGA has declared open season on non-members and ex-members who have not renewed in the past 6 months. WHAT'S IN IT FOR YOU?

For bringing in three new members or bringing back three ex-members or any combination of such, you get a limited edition USHGA T-Shirt with our special Red Tail Hawk on the front. This shirt is not for sale and is sure to become a collectors item. The only way you can get this shirt is to help our membership drive.* About the shirt: The Red Tail Hawk on the front of our shirt is from a limited edition series by Jerry Bishop a national known wildlife artist. He has allowed us to reproduce this beautiful pen and ink drawing on a limited number of USHGA T-Shirts. ACT NOW SEASON CLOSES NOVEMBER 30, 1980 OR WHEN SHIRTS RUN OUT.

*SEND $20.00 FOR EACH MEMBERSHIP Name _____

Name

Address

City

State, Zip

Phone No.

Age _ _

Phone No.

Age _ _

Phone No. - - - - - - A g e _ _

Hunter's Name

USHGA No.

*Memberships may be turned in one at a time. Send check or money order to USHGA, Box 66306, Los Angeles, CA 90066

new and exciting world awaits the largest cross section of in the history of hang gliding. Regardless of your pilotin51jllllf<~: -beginner, intermediate, even professional competitor-Delta Phoenix 60 has something for your own individual seasoning.

From its fully adjustable roU response to its wide range of speeds, the 60 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 60. Watch for both him and world record breaker Jerry Katz to be flying their 6Ds in professional competition. Unequaled as the one-step machine that beginners to experts are enjoying, the Phoenix 6D's colorful performance is brilliantly reflected by the beautiful colors in which it's available. Fine sailcloth is crafted into aerodynamically perfect wings which house Delta Wing's most important engineering and design accomplishment: an uncomplicated, rugged airframe built with aircraft-quality alloys (6061-T6) that sets up in minutes, thanks to Delta Wing's quick breakdown feature (no wires or bolts to remove, no deflexors). Phoenix 60 is sure to give you the speed and convenience you demand, as well as the safety and durability that you require.

Post Office Box 483 • Van Nuys. California 91408 • (213) 785-2474 • Telex No. 65-1425

EDITOR: Gil Dodgen ASSIST ANT EDITOR LAYOUT & DESIGN: Janie Dodgen STAFF PHOTOGRAPHERS: Leroy Grannis, Bettina Gray, Stephen Mccarroll ILLUSTRATIONS: Brigitte Groom CONTRIBUTING EASTERN EDITOR: Paul Burns OFFICE STAFF: MANAGER: Carol Velderraln Tina Gertsch (Advertising) Kit Skradski (Renewals) Amy Gray (Ratings) Janet Meyer (New Memberships) USHGA OFFICERS: PRESIDENT: David Broyles VICE PRESIDENT: Dennis Pagen SECRETARY: Jay Raser TREASURER: Bill Bennett EXECUTIVE COMMITTEE: David Broyles David Anderson Jay Raser USHGA REGIONAL DIRECTORS REGION l: Michael Pringle, Doug Hildreth REGION 2: Wallace Anderson, Jan Case REGION 3: Tom Milkie, Bill Bennett, John lake. REGION 4: Ken Koerwitz, Lucky Campbell. REGION 5: None. REGION 6: Dick Turner. REGION 7: Ron Christensen, David Anderson REGION B: Harry Taylor. REGION 9: Dennis Pagen, Les King. REGION 10: John Harris, Richard Heckman. REGION 11: David Broyles. REGION 12: Paul Rikert. DIRECTORS-AT-LARGE: Alex Duncan, Jay Raser, Harry Robb. EXOFFICIO DIRECTOR: Vic Powell. HONORARY DIRECTOR: Hugh Morton, Lloyd llcher. The United States Hang Gliding Association, Inc., is a division of the National Aeronautic Association (NAA) which is the official U.S. representative of the Federation Aeronautique Internationale (FAI), the world governing body for sport aviation. The NAA, which represents the U.S. at FAl meetings, has delegated to the USHGA supervision of FAlrelated hang gliding activities such as record attempts and competition sanctions. HANG GLIDING magazine Is published for hang gliding sport enthusiasts to create further interest In the sport, by a meons of open cummunication and to advance hang gliding methods and safety. Contnbutions are welcome. Anyone is invited to contribute articles, photos, and illustrations concerning hang gliding activities. If the material Is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING magazine Is published monthly by the United States Hang Gliding Association, Inc. whose mailing address is P.O. Box 66306. Los Angeles. Calif. 90066 and whose offices are localed at 1131211! Venice Blvd., Los Angeles, Calif. 90066; telephone (213) 390-3065. Second-cl<;,ss postage is paid al Los Angeles. Calif. HANG GLIDING magazine is printed by Sinclair Printing & Lllho. Alhambra. Calif. The typesetting is provide<;l by 1st Impression Typesetting Service, Buena Park, Calif. Color separations by Scanner House of Studio City, Calif. The USHGA Is a member-controlled educational and scientific organization dedicated to exploring all facets of ultralight !light. Membership is open to anyone Interested in !his realm of flight. Dues for full membership are $20 per year ($21 for foreign addresses); subscription rates are $15 for one year, $26 for two yeors. $36 tor three years. An introductory six-month trial Is available for $7.50. Changes of address should be sent six weeks In advance. including name, USHGA membership number, previous and new address. and a mailing label from a recent issue.

ISSUE NO. 85

FEBRUARY 1980

Hang Oliding CONTENTS

FEATURES

UPON FINDING A TOWERING ELEVATOR THE INERTIAL AND GYROSCOPIC PROPERTIES OF HANG GLIDERS

by William Figueiredo

CALIFORNIA BOUND or Innocents in the Promised Land

DECEMBER FLY·IN

33 37

BAROGRAPHS

Photo essay by Don Chambers

KITTY HAWK

THE ART AND LORE OF THERMAL FLYING - PART I DREAMS INTO REALITY

Article and photographs by G. Scott Poley by Jim Johns

by George Worthington

©Copyright by Dennis Pagen by Vic Powell

DEPARTMENTS INDEX TO ADVERTISERS 4 4 ULTRALIGHT CONVERSATION NEWS AND NEW PRODUCTS 12 SAFETY FORUM 27 BIRD'S EYE VIEW by Lauran Emerson 45 46 CALENDAR 47 CLASSIFIED ADVERTISING STOLEN WINGS 53 USHGA CHAPTER NEWS Edited by John Ballantyne 55 COVER: Roy Haggard pilots Ultralite Products' new Mosquito at Torrey Pines, CA Photo by Peter Brock. CENTERSPREAD: Sunrise in Hawaii. Photo by HG photo contest winner Duane Ikeda. CONSUMER ADVISORY: Hang Gliding Magazine and USHGA, Inc., do not e11dcrse ·or take any responslblllty for the products advertised or mentioned editorially within these pages. Unless specifically explained, performance figures quoted in advertising are only estimates. Persons considering the purchase of a gilder are urged to study HGMA standards. Copyright © United States Hang Gliding Association, Inc. 1978. All rights reserved to Hang Gliding Magazine and Individual contributors.

\JLTRALIQMT CONVERJATION

Supine/Prone Dear Editor, To fly supine or to fly prone? That is the question. Neither flying position is completely superior to the other; each has relative advantages and disadvantages. I have flown supine most of my flying career, not because I believe it's the best way to fly, but because I learned to fly in that position and until recently have never had enough money to afford both a supine and a prone harness. I'm quite anxious to become proficient at flying in my new prone harness to see how the other half flies. For now, however, I want to share some observations about supine flying which I've never seen discussed in print. The first point is a negative one for the supine position. Because the supine stirrup relies on gravity to keep the pilot's feet supported, the stirrup feels very insecure in strong turbulence. I have had my feet dropped from the stirrup in such conditions. I have also had a leg go through the stirrup, and this is very unnerving. I'm glad it's never happened to me· on landing approach, as it would make for a dangerous landing situation. In one aspect, the supine harness has a great safety advantage over the prone harness. I believe it's impossible for a supine pilot to forget to hook in to the glider before takeoff. Because the harness risers extend in front of the supine pilot, he or she tends to be very conscious of where the upper suspension part of the harness is located. A supine pilot must take off either with the harness risers tight, or with his or her head between the risers and under the spreader bar, neither of which sit right unless the harness is hooked in at the top. Perhaps I'm wrong; a careless pilot can find a way to foul up anything, but from my own experience, my supine harness risers and stirrup give me clues which make it impossible to forget to hook in before launching. In view of the large number of prone pilots who have accidentally launched without hooking in, this safety advantage of supine harnesses should not be taken lightly. There is a way to greatly improve many aspects of supine flying. This subject was brought up by Steve Moore in his letter published in the September, 1979 issue of Hang GIding magazine, but I feel it can use more emphasis. Supine pilots should be using smaller control bars than prone pilots. Reducing the control bar size has numerous benefits: takeoff control is better, glider speed range is increased and drag is reduced. I was once a happily flying supine pilot with a medium-sized control bar. When I got a new

glider with a large control bar, I had to get a supine harness with a curved-tubing type pitch range extension feature in order to get a reasonable top speed. I had to learn new launch and landing techniques, as my old methods didn't work well with my new giant control bar. It took several poor launches before I discovered an adequate method of controlling the glider on takeoff. It was the same with my landings; when my harness was set to get the maximum speed range, I could no longer reach the uprights for my landing flare. The bottom line is this: large control bars evolved for the needs of the prone pilot, and the traditional method of "rigging for supine" by moving the control bar back a few inches is less than satisfactory. It's time for hang glider manufacturers to acknowledge . the needs of supine pilots and provide smaller control bars for gliders designated as "supine." Manufacturers, through this simple move, have the power to make supine flying simpler, safer and higher performance. I'd like to mention one final thing. There is a third fundamental pilot orientation which is little used, but which combines many of the advantages of the supine and prone positions. I've heard it called "suprone," but it is best described as above-the-bar supine flying. The glider is rigged as for prone flying and equipped with a very short supine harness. The pilot takes off in a vertical position and then swings his/her legs over the control bar. This flying position offers prone style takeoffs, supine comfort and greater pilot protection than supine flying. Of course this flying style is reserved for more experienced pilots. I've heard it recommended to reinforce the control bar uprights with sleeves, since pilot control input forces are applied to the middle of the uprights. Happy flying, however you fly. Fred Stoll Palo Alto, CA

INDEX TO ADVERTISERS Advanced Air Sports .......................... 14 Agur ........................................ 35 Aerial Techniques ............................ 26 ATS Systems . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . 46 Bennett Della Wing Gliders ............... 2, 7, 18 Duncan.....................................

Eco-Nautlcs Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Eipper ...................................... IBC Electra Flyer Corp............................ IFC Frigate ...................................... 36 Glanforte .................................... 44 Glider Rider .................................. 48 Golden Sky Salls ............................. 49 Hall ....................................... 9, 46 Hang Glider's Bible ........................... 46 Hlghster ..................................... 50 Kwik Clamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Kite Enterprises ............................... 47 Kilty Hawk Kites ............................ 9, 31 Leaf .................................... 9, 23, 51 Litek ......................................... 46 Manta Products .............................. 56 U.S. Moyes ................................... 52

NAA ......................................... 19 Ocean Pacific ............................... BC Odyssey .....................................

Pagen ....................................... 23 Poynter Books .. . . . . . . . . . . . . . . . . . .. . . .. . . . . . .. 51 Price Company .............................. 47 Scott's Marine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Snyder Ent ................................... 10

Power Opinion Dear Editor, With the deaths of three well-known pilots which were the direct or indirect result of power, I would like to express my opinion about stateof-the-art powered hang gliders. I believe that flying a powered craft which has weight-shift control in one or more axes is generally adequate in smooth air and normal attitudes. However, there has been little investigation into vibration fatigue and aircraft tendencies in "unusual" attitudes. Engine heat, fuel, and spinning propellers add to the potential effects of awkward takeoffs and landings. These aircraft are, I feel, unsafe to fly in gusty winds (15 mph) or unstable air unless they have full, three-axis control via aerodynamic surfaces. Even then, the light wing loading makes them very susceptible to gusts. We are in the very early learning stages of ultralight/powered flight and much needs to be and will be learned in the next few years. My suggestion is to wait for some design to emerge as a proven, capable craft before you

Soarmaster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 Sound Design ................................ 49 Striplin Aircraft ............................... 47 Ultimate Hi ................................... 31 Ultrallte Products . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

USHGA .............................. 1, 15, 32, 36 Wills Wing, Inc ............................. 11, 47 Windhaven ............................. 6, 13, 45

AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing l Y2 months preceding the cover date, i.e. Mar. 20 for the May issue.

HANG GLIDING

UP, INC. (ULTAL/TE PRODUCTS)

P.O. BOX 582

RANCHO/TEMECULA, CA 92390

USA TEL: (714) 676-5652

purchase

one.

That

unless

you

are

''pioneer.''

Being a pioneer has risks. It always has, but it also has rewards. If you want to be involved in power, then I implore you to understand everything you do. You need to know about construction techniques, relative metal strengths, centers of weight, drag, lift, etc., as well as how these things interact - a big project for anyone, but the price of being an intelligent pioneer. A common mistake is made by the homebuilder who underestimates the knowledge and experience necessary to be a safe pilot. How can you learn to fly and test fly your own plane at the same time? Carefully! And I mean carefully with no regard as to how long it takes or how many times you have to pack it up. Thorough inspections of your aircraft must be made after every flight. Most of us do not have the patience to do all of these things well, and the result is that we fly less safely than is possible. This will continue to be reflected in the accident rate as long as so many variables exist. The manufacturers are honestly trying to learn more technical information concerning their equipment. Progress is rapidly being made, but to believe in the "fly from your own backyard" routine is ridiculous. The patience required to wait for a more advanced industry is probably easier to find than the patience to not fly in marginal conditions with an unproven airplane. John Ballantyne Soarmaster pilot EZ Riser pilot Private pilot

Regaining Control Dear Editor, l have not been able to dismiss the accidents that happened to two men while flying their motorized gliders. Perhaps the reason is that l may have a possible answer as to how to bring control back to normal when the craft gets into longitudinal oscillation. This type of instability is the most difficult to bring under control, especially when the craft is short coupled and under power. The action can be likened to an aborted loop which reaches a 45 ° position or so. In such a condition, the wing does not give stall warning as it does when the wing is brought gradually to the stall, from which it can be eased to lower and safer angles. In the loop situation, which some might know as a whip stall, the wing is actually at a lower angle of attack than its normal trim. This is caused by the airflow which can be in a circular path. Just think of placing the wing in the loop circle, which is the airflow pattern, and you will note that the wing is on a negative portion while the tips or tail is on a positive. In horizontal flight, such a layout would mean a dive, but in a loop condition it means the wing has practically no lift. With the wing having very little lift, the craft will dive. In a dive, which is accelerated by the power, the craft will pick up velocity very quickly and again tend to loop before the pilot has a

chance to correct. This again, should be attributed to short coupling. A possible maneuver to bring the craft under control is to institute a turn as quickly as possible, and also to reduce the power to reduce velocity. By instituting a turn, the loop is converted into a spiral where the excess lift is used for banking. The turn setting will be most effective in the dive mode. But it is quite possible that the turn setting can be made at anytime and then wait until the craft gets into the dive. This procedure is used on R/C gliders. It was called to my attention by Lee Grey. When I asked him where he picked up the hint, he looked at me and said, "From your book." Seems that I recommended this type of adjustment for power models which normally would loop, and he was clever enough to apply it to R/C gliders. The main objective is to achieve a circling path as soon as possible when the glider goes into uncontrolled longitudinal oscillation. Frank Zaic Editor/Publisher Model Aeronautic Publications Northridge, CA

Preflight Blunder Dear Editor, Dec. 9, 1979, I made the biggest mistake in my hang gliding career. It happened at Milpitas, CA, a mellow 1,700-foot site. After preflighting my glider I was sure everything was in order, but, as it turned out, it was not complete! Upon launch -- a big surprise! The bolt that connects the base tube to the down tube was not through the elbow joint connecting the two. Although the nut was on and the safety pin through the bolt, that bolt was not through the elbow joint. Needless to say, once the glider started flying and the wing loaded up, the base tube flew out of my hands and hung limp below the left down tube. Being only 20 to 25 feet above the ground, the chute was out of the question. I grabbed both down tubes and held them in what I thought was the correct flying position, thinking at that time that I would turn the glider around and mush it (I hoped) into the hill. To my surprise, it started flying straight and under control! I began looking for alternate landing areas but, given the circumstances, none seemed really feasible. I decided to go for the plowed field 1,200 feet below. My approach required three 180 ° turns and I had to clear a line of 60-foot eucalyptus trees while holding the glider together with my upper body and arms. The turns were surprisingly easy with the shifting crossbar and I made a stand-up landing (after which I went down on my knees to give thanks). Total damage: one elbow joint, one down tube. I was flying the largest Highster ever made with only 11 minutes on it! My thanks to Mike Giles and those at Highster for making a glider that is so strong and controllable under such adverse conditions. Why did such a stupid thing happen? Because I wasn't paying attention to the job at hand assembling the hang glider correctly. Instead, I was talking with friends and enjoying the day.

WINDHAVEN INTERNATIONAL INC.

SOARING SEMINAR CASSETTES These high quality cassette tapes feature speakers and topics presented at Windhaven's 1979 Spring Soaring Seminar. Let experts join you in your car or living room for discussions on these exciting hang gliding topics. Tape No. 1 Subject: Competition Flying Speaker: Chris Price Tape No. 2 Subject: Airworthyness Standards Speaker: Tom Price Tape No. 3 (Topic A) Subject: Pitch Stability Speaker: Gary Valle Tape No. 3 (Topic 8) Subject: Cross-Country Flying Speaker: Jerry Katz Tape No. 4 Subject: Hypoxia Speaker: Lt. Col. Coleman Tape No. 5 Subject: Spatial Disorientation Speaker: Vince Brophy FAA GADO Tape No. 6 Subject: Soaring TechniquesExpert Panel Speakers: Trip Mellinger and Chris Price Buy any one tape for only $3.50, any three for $9.95 or the complete set of six tapes for $18.95. On all cassette orders please include $1.50 for postage and handling. California residents add 6% sales tax.

---------

SEND ME. • • D TAPE #1 D TAPE #4 0 TAPE #2 D TAPE #5

D TAPE #3 D TAPE #6 NAME ADDRESS CITY _ _ _ _ _ _ _ __ ZIP STATE AMOUNT _ _ _ _ _ _ __ Mail to: Windhaven International, Inc. 12437 San Fernando Rd. Sylmar, CA 91342

# 202

HANG GLIDING

BILL BENNETT BACK UP SYSTEM PRESENTS ~------------------------------------------ / ~

~,--------------------D-I

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OPEN HERE !

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The experience proven B.U.S. many 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-8.U.S.) Ideal for use in tight landing areas where high approaches are needed • Prevents overshooting • Serves as a dive recovery system• Fully controllable.

...•

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

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

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

24' Canopy

26' Canopy

20 Lines to Skirt

22 Lines to Skirt

450 Sq. Ft.

540 Sq. Ft.

Weight 6 Lbs.

Weight 71/4 Lbs.

Inner Envelope

Inner Envelope A must for heavies

I've been putting Highsters together for three years and thought I could do it with my eyes closed, or at least while I was talking with people. Well, I was wrong. Duff Munson Berkeley, CA

Radically Misunderstood Dear Editor, More and more we are seeing pilots exceed the manufacturer's recommended flying limits. I think these "crazies" should be hung by their keels and have their battens pulled. It's about time we stop these scarobatic pilots from performing these "death dances" about our skies. I've seen this blind opinion in print all too many times. It's this attitude in our sport today that makes it next to impossible for creative pilots to achieve a state of expertise in a freestyle form of flying. What happens as a rebellion toward this attitude is sporadic, radical flying. If this negative attitude didn't exist, and an accepted, progressive freestyle learning process did, the resulting flying would be of a much more fluid and consistent form. I personally believe in freestyle in any sport. It's the freestyle in sport that gives it glamour; it's the freestyle in sport that gives the thrill; it's the freestyle that draws the crowd; and it's the crowds in sport that bring money and make it successful. Anybody who doesn't condone freestyle in a sport is only hindering the progress of that sport. It's time freestyle flying was accepted in our sport, and controlled, but not condemned. No other sport uses a medium more perfectly adapted to freestyle than flying. It's being done consistently and safely by many. We have the equipment and ability and the judgment to safely perform freestyle flying. Why ignore and condemn it. Expand on it and enjoy it. Dan Rae San Francisco, CA

Short Takeoffs Dear Editor, Up until March 27, 1979, I had been flying from some very small fields in my motorized Easy Riser. These flights were being noted in my log book as STOL's. At most of these sites, the field ended with either houses, trees or something less than 100 yards away. My Easy Riser was usually not capable of climbing safely over these obstacles in that short a distance. The obstructions near the end of these fields produced welldefined lift. Turbulence experienced while circling was often severe, but the ER's quick response made it seem safe. On the clay in question the F.S.S. had told me the thermals should start cooking around 2:00 p.m. and no thunderstorms were in the forecast. Takeoff time was set for noon. The winds were smooth and steady during setup and preflight. Concentrating on a newspaper feature, for which I was flying, I failed to notice the thermals had started popping early. Launching in city area

with thermals cooking is an experience I would rather not repeat. When I made my final check everything seemed smooth. My wife assisted in the launch with the normal rudder and safety switch check. The takeoff run was deliberately long to establish a good launch. Liftoff was normal with airspeed at 25 mph. A thermal came up and the Easy Riser went to about 50 ft., followed by a mild stall on the right wing. A left-hand yawing turn put me parallel to the end of the field. I was 20 ft. up when the lift hit. The lift was very strong and put the ER into a severe stall at about 50 ft., then the nose fell through into a steep dive. I made a radical pullup to recover and had myself heading into another stall. It would have been so easy to kill the engine and try again but my over-confidence told me that the next circle around the field would yield plenty of altitude. The next move was to dive out of this fast approaching stall, but the wings started flopping like I was in some sort of rotor. Excessive rudder control was preventing me from gaining altitude necessary for a safe downwind turn. There was another bump or two, then the air smoothed out. Everything looked good except that I was 20 ft. off the ground. A yawing turn downwind yielded a ground track of nearly 40 mph. I was too low but the ER was stable and airspeed was 25 mph. I turned left, crosswind, and it still looked good. Then I started losing altitude, but this did not concern me because sink is usually followed by good lift, which I needed. When the sink continued past ground effect I pulled up, but there was no response all the way down. I spit out the kill switch. When everything stopped I was still conscious and the motor was screaming. The main switch was in manual for some reason. The breath had been knocked out of me so I could not express my severe pain to the fast approaching crowd. The right wings had structurally collapsed to a no-sweep position, the back upper and lower connectors were ripped out, and the propeller and ground handling frame were gone. Further inspection showed compression damage but the power pack was unhurt. My injuries included six stitches in my left leg calf and a compressed seventh vertebra. Severe sink, rotor, stall; I don't think we will ever know what caused the accident. My motherin-law filmed the entire flight and it looked like the ER went into a mild dive and never recovered. I have always had high safety standards when flying. But as my skills increased my standards decreased. Some rules to follow: Never turn downwind below 50 ft. AGL; abort the flight at the first sign of severe turbulence; if the glider goes into a dive at low altitude, kill the engine; and don't try to fly out of small fields.

ODYSSEY has everything for the hang gliding enthusiast! Our huge inventory includes gliders, instruments, harnesses, safety equipment and accessories. We are distributors for name brand hang gliders like SENSOR, WILLS WING, SUNBIRD, MANTA, and FLIGHT DESIGNS. And quality instruments like the fine LITEK V ARIOMETER and the new GIS CHARD ALTIMETER; both carry one year warranties! We can finance any glider, with approved credit, and VISA and MASTER CHARGE are accepted, of course! Now, you can see it all together in the colorful new ODYSSEY PRODUCT PORTFOLIO. Send name, address and zip code with one dollar (refunded on purchase) to:

No name or address submitted

$dyggey, lf)C, welcomes letters to the editor. Address your contribution to: USHGA, Box 66306, Los Angeles, CA 90066. Hang Gliding

P.O. BOX 60 WILTON, NH 03086 • Dealer Inquiries Invited • HANG GLIDING

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One 5/16" wingnut is all you tighten to secure your instruments. No bolts, hose clamps or tools to hassle with. Just loosen, not remove, one wingnut. That's it! machined from 6061·T6, and using aircraft hard· ware this bracket is the simplest and fastest to use on the market. Made for 11/8" control bars, for 1" bars adaption kit will be suppHed. See your local dealer or send $12.50 plus $1.00 postage lo KWI K-CLAM P.

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CONTROL BAR PROTECTORS

Please send pairs Control bar protectors at $20/ pair. Specify:

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Send to: Hall Brothers, Box 771, Morgan, Utah 84050 C.O.D. phone orders welcome (801) 829-3232 Dealers invited

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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.

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He has written three books on the sport, including the first ever on the subject, entitled "Hang Gliding, The Basic Handbook of Skysurfing," which was published more than six years ago. It has since been through the press nine times for a total of more than 125,000 copies in print. The Federation Aeronautique Internationale is the multinational Paris-based organization which certifies all aviation and space records and establishes criteria for international competition. The CIVL is a division which meets annually and governs the sport of hang gliding. The National Aeronautic Association in Washington, D.C. is the U.S. representative of the FAI and the USHGA handles all hang gliding matters as a division of the NAA. Dan has been a member of the USHGA for six years and is the first life member. He has been a frequent contributor to sport aviation magazines and is the author of 13 books.

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Sky Light Flight announces the publication of Powered Ultralight Aircraft. The book details all aspects of flying ultralights with engines. There are chapters on selecting equipment, learning to take off, control and land, caring for engines, weather pertinent to ultralights, aerodynamics, airmanship, current regulations and medical considerations. Illustrations are by the author Dennis Pagen. Contact: Dennis Pagen, 1184 Oneida St., State College, PA 16801.

PHOTO CREDIT T.C. Electrosystems of Warner Robins, GA introduces a hook-up warning system designed to be effective without requiring the pilot to remember to arm or reset the system after each flight. The system, weighing less than eight ounces, including battery, features a solid state 9V piezo signal and electrical system components. A ribbon switch, touch sensitive along its nine-inch length, is mounted

on the control bar and serves to actuate the warning signal when the unhooked pilot holds the glider in launch position. Separation of a magnetic switch from the carabiner receptacle automatically leaves the system on guard against failure to hookup. Introductory price is $39.95. Contact: T.C. Electrosystems, 110 Chantilly Drive, Warner Robins, GA 31093

DAN POYNTER AWARDED DIPLOME D'HONNEUR Dan Poynter was awarded the first hang gliding "Diplome d' Honneur," by the Federation Aeronautique Internationale at the General Conference in Nicosia, Cyprus, on October 29, 1979. The award was made in recognition of his many contributions to the sport of hang 12

gliding. Dan is a past director of the U.S. Hang Gliding Association, was a delegate to the FAI's Commission Internationale de Vol Libre (hang gliding) for four years and served two terms as the commission's first president. A resident of Santa Barbara, Dan began flying in New England in 1973.

Our apologies to Bettina Gray for neglecting to give her photo credit for her Telluride photo on page 20 of the January, 1980 issue of Hang Gliding.

NEW DESIGN REFERENCE This new 224-page book, A Practical Guide to Airplane Performance and Design, by Donald R. Crawford, together with its plastic template ~nd tablet of monograms, forms a three-piece package that can be used to make predictions of airplane performance. Using graphical techniques, the author eliminates calculations, to help the builder, designer, engineer and student through the preliminary phases of his airplane design. In the cover notes, Dr. Paul MacCready, developer of the man-powered Gossamer Albatross, is HANG GLIDING

quoted as saying that "this will deservedly be a widely used book." De1ailcd sample calcnlations, techniques for parametric st udics using the template, and the full thcorct ical background are given. A performance rating parameter is defined and tabulated for comparison of numerous propeller.driven homebuilt, fac tory and military aircraf1. Also included is a computer program, as an alternative method of out the analysis of airplane performance. The book, tablet and

template form a mm1--coursc in aero· dynamics. The reader can use it to check his own airplane performance or formulate his new design. The book received its debut at the l 979 Experimental Aircraft Association convention in Oshkosh, Wisconsin. Contact: Crawford Aviation, P .0. Box 1262, Torrance, California 90505. The book is also available from technical bookstores or distributors of aviation· oriented books.

The Grandfather Mountain film, "Masters of Hang was presented the CINE Golden Award, highest honor for nontheatrical films in the United States. The citation reads: " The Council on International Nontheatrical Events con· gn1tulat1es Hugh Morton for the motion turc "Masters of Hang Gliding" selected for its excellence to represent the United States of America in international motion events abroad and awards to it The Golden by Dan Kater, dent of CINE. The 28-minute, 16 mm color·sound film covers the sport of hang in many parts of the United States, with ,,,,,l'tir•n1,,r to the Masters of Hang Gliding held at Grandfather

Mounlain each September. Most of the filming was done by fiugh Morton and Bob Bean, with narration by television sportscaster Jim Thacker. Robert Rector of Atlanta was film editor of the production. The script was written by Hugh and Julia Morton. During the past several months the film has been distributed by Modem Talking Picture Service to nearly 200 television sta·· tions in the United States, and portions of it have been used by the television networks. The film was shown at Grandfather Mountain when weather interfered with scheduled daily flights of the hang gliding demonstration pilots. It has also been shown by a nmnbcr of schools and civic clubs.

FEJlRUARY 1980

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

We all hope of going out the next time and having outstanding conditions. It seems the time between these ideal days grows all too long. As one of these special days draws closer we sense it, and anxiously prepare for it. The memories these special flights provide are beyond any but the most prized moments in an individual's life. These flights are usually recorded in an abbreviated story one retains to communicate the experience to others. Photography, however, can provide an accurate depiction of some of the sights experienced during the flight. These photographs sen'e then to provoke exceptionally vivid details of what part of that experience really was, and the detail of the photo hardh diminishes with time. To adequately photograph the scenes experienced in flight requires special preparation and care. I am partial to a 35 mm camera, as no other provides the clarity and resolution to the size and weight of the 35 mm camera. Instamatics and cartridge type cameras have too slow a shutter speed and usually poor clarity. Two methods of using the camera while hang gliding are possible. The first, mounting a motor driven camera on an extremity of the frame, keel or crossbar and using an electric shutter button. This method yields exceptional quality and can capture you in the frame giving better perspective. It is the preferred method when flying for the purpose of taking photographs. But, for regular use on a promising clear day, it 16

TOP: Crestline, CA. ABOVE: Don Chambers at the base of the White Mountains after a 66-mile flight from Cerro Gordo. OPPOSITE PAGE, CLOCKWISE FROM UPPER RIGHT: White Mountain from its northwest face, shot from 8,000 ft. MSL during the 19 79 X-C Classic. Owens Valley, CA, with the town of Independence in the second group of trees. The Owens Valley. Palisade Glacier in the Sierra Nevadas from 15,000 feet MSL.

HANG GLIDING

has many It is to the motor />acl< ancl countedJalancing are A wide angle lens of around This system is and has more can go wrong, lf a mounting is used, the glider will he in roll, Considerable time and effort arc m the' unit set uf> and Another method, the one I most often cmJ>loy, is to carry the camera on the control , When I want to I />ull it off the control shoot, A broom clip is and a line attached to the camera very eas:v to ofJcrate ancl can should small enough to be held one hcmcL can he accomJ>lished /;ctr, I Jnefer to tal<e a J>lwto out in Jm>ceeciing in my , It he!JJs to hold the and camera as still as /J0s.1ible; a amount of motion occurs uf>

lmJ>ortant for whatever method you may use is to rnal<e all camera adjustments before flight and secure that can move with W/Je, What can move, will move, and has eliminated many JJOtcnrially beautiful shots, High-sj>eed film is {>referred, although nor necessary. A sf>eed setting of I /500 sec is clesirecl, or 1I1000 sec if you it. For view shots any lens will clo, but around 40 mm is desired. Do not waste your time and film on air to air JilwtograJ>hy of other J>ilots unless you are only sef>arated by one sJ>an, and it is very smooth. I3y using a 100 mm lens you can reasonably accom/>lish task at distances, bur it will tal<e .mme sf>ecial mounting /Jrocedures as the larger lens i.1 heavy and unbalanced. 1 2R, from [Jhoto documenting a adventurous ancl flight, are from your recall of ancl able to share wit.Ii others the of what it was lil<e u/J there.

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Parachutists, balloonists, aerobatic flyers, professional pilots - people from every facet of aviation are joining the National Aeronautic Association. That's because ever since the birth of aviation itself, we've been a vital part of its growth and the enjoyment people get out of it 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. I. • Opportunity to participate in our low-cost group life, hospital and accident insurance plans. Join NAA now by filling out the form below and mailing it with your check. It's one down to earth thing you can do to help the future of aviation soar.

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The Inertial and Gyroscopic Properties of Hang Gliders by William Figueiredo the axle in an oscillatory type fashion to get a feel for the wheel's rolling moment of inertia. Next, pitch the wheel perpendicular to the axle (just like pitching a hang glider around the crosstube axis) in an The Hang Glider: Capabilities and Limitations oscillatory fashion and the bicycle wheel's pitching moment of inerThe hang glider is a fairly intriguing flying device. It takes off, tia will physically feel less than the rolling moment of inertia, just cruises and lands at relatively low speeds, and because of this low- like a hang glider. speed flight envelope, the hang glider enjoys a maneuverability that is not matched by any other flying device, except possibly a bird. This maneuverability, resulting from low speed-induced centrifugal accelerations, enables the hang glider to execute tight, rapidlyrotating turns, almost within the glider's own span. To execute these extraordinary maneuvers safely with the present day high L/D Rogallo has required some innovative design technology technology that just didn't exist five years ago. This innovative design work has primarily been concerned with the complex aeroelastic and aerodynamic effects of the Rogallo sail wing in typical flight maneuvers (stand-up keel pockets, cambered tip battens, etc.). Another effect, though, has not been examined in any great detail; \ this effect being the hang glider's inertial and gyroscopic properties. \ This is the other effect that makes hang glider maneuvers interesting. Because typical hang gliders have large polar moments of inertia around the yaw and roll axes (not necessarily around the pitch axis), large amounts of angular momentum can be stored in the hang glider during rapidly-rotating maneuvers. Pilots, at times, have found it difficult to dissipate the rotational kinetic energy of their hang gliders at the end of a fast series of 360s. This is primarily due to the \ small aerodynamic damping in yaw that some high performance For our first example of precessional gyroscopic moments hang gliders have. But this inertial effect is only the angular momenout from you. generated by a bicycle wheel, hold the axle straight tum stored during a typical maneuver. A much more interesting inertial effect is the gyroscopic precessional moments generated during Next, spin the wheel very rapidly by applying torque at the spokes. Now, hold the axle at one end while the wheel is spinning. The wheel flight maneuvers. will not pitch down but maintains a constant pitch angle while it precesses or yaws away from the roll rotation. In more technical Precessional Gyroscopic Moments of Rotating Bodies terms, an equal and opposite pitch moment to that imposed upon the axle is generated by the yaw precession and rolling velocity, coupled What are gyroscopic precessional moments? They are the with the difference in polar moment of inertia in the yaw and roll moments that cause a gyroscope to stabilize in an inertial reference axes. If a hang glider was spun around its keel, like the bicycle wheel, frame in an inertial guidance system. They are the moments that it would exhibit similar gyroscopic precessional moments. In some cause a spinning top to precess as it's falling over, and hang gliders hang gliders spinning around the king post would generate more prohave these gyroscopic precessional moments in a big way. nounced gyroscopic precessions. Gyroscopic precessional moments are created from steady-state rotations around two different flight axes, where the polar moment of inExamples of Gyroscopic Precessional ertia around the individual flight axes are not equal. In the case of a Moments in Hang Glider Maneuvers hang glider, gyroscopic moments are generated in maneuvers because In the previous example, a hang glider was demonstrated, at least the pitch polar moment of inertia is much less than the yaw or roll moment of inertia (a factor of two in some cases). The big difference theoretically, to have gyroscopic precessional moments similar to a between pitch and yaw or roll moment of inertia can be easily rotating bicycle wheel. Now, let's demonstrate that a bicycle wheel demonstrated by picking up any typical hang glider and physically can generate typical gyroscopic precessional moments found in hang glider maneuvers. rotating it around the three flight axes individually. Gyroscopic precessional moments can be experimentally Yaw Induced Gyroscopic Precessions demonstrated with any typical bicycle wheel (preferably a JO-speed Generated While Entering a Turn front wheel with a quick release mechanism for easy access). In many ways, the bicycle wheel is an excellent inertial or dynamic model of a The first gyroscopic precession example is entering a turn. This is hang glider. Take the bicycle wheel and make believe the axle is the done by rolling the glider and at the same precise moment of roll keel of a hang glider. Quickly rotate the wheel back and forth around rotation, the pilot pitches the glider up causing pitch rotation. When INTRODUCTION

HANG GLIDING

the glider has roll and pitch rotational velocity simultaneously, a Jxz gyroscopic precessional moment will cause the glider to yaw in the direction of the turn. It is easy to demonstrate this gyroscopically generated yaw mo- Mgx, Mgy, Mgz ment with a bicycle wheel. First hold the bicycle axle straight-out in front of you just like the first example, and make believe that the axle is the keel of a hang glider. Once again, spin the bicycle wheel N rapidly by applying torque at the spokes. This will simulate the hang glider rolling into a turn. Next, pitch up the axle just like a keel being X, Y, Z pitched up while entering a turn. The bicycle wheel will then precess or yaw in the direction of the turn. This is one of the fundamental B ¢ If reasons hang gliders can enter rapidly rotating 360s so well. Wx, Wy,Wz

Product of inertia around pitch axis of hang glider (slug-ft') Gyroscopic moments around flight axes (ft-lbf) Load factor Roll axis, pitch axis, yaw axis Angle of pitch, roll, yaw Angular velocity of hang glider flight axes (radians/sec)

Roll Induced Gyroscopic Precessions While Leaving a Rapidly Rotating 360

For our second example, roll induced gyroscopic precession while leaving a rapidly rotating 360 (one 360 every two seconds for example), is discussed. A typical 360 is terminated by rolling out of the turn, but an additional roll moment in the form of a gyroscopic roll precession can be generated by pitching the glider up while leaving the turn. To demonstrate this rolling gyroscopic precession, make believe the bicycle wheel axle is the king post of a hang glider. Spin the bicycle wheel rapidly with the axle oriented along the vertical axis. This will model a hang glider continuously yawing around a rapidly rotating 360. Now, pitch the axle back as if it's a king post pitching

\ \

(y_w, y

I SOLID LINES = Nonrotating Coordinate Reference Frame

•

DASH LINES WITH ROTATIONAL VELOCITIES, W= Hang Glider Flight Axes Arrows refer to positive directions of defined angles and angular velocities FLIGHT AND COORDINATE AXES

QUANTITATIVE ANALYSIS OF HANG GLIDER GYROSCOPIC PRECESSIONAL MOMENTS

Although 90% of this article can be understood with the experimental arguments demonstrated with a spinning bicycle wheel, analytical results can be derived (ref. 2). The equations describing the gyroscopic precessional moments around all three flight axes of a hang glider are

back after a pilot pitches the nose up. The bicycle wheel will gyroscopically precess in roll just like a hang glider will precess in roll if the pilot abruptly pitches the glider up while leaving a rapidlyrotating 360. This is one of the fundamental reasons why a hang glider can leave a 360 so well if the exit is executed properly.

Nomenclature

lxx, Iyy, Izz FEBRUARY 1980

Moments of inertia of hang glider (slug-ft')

Mgx = WyWz (lyy-lzz) + WyWxJxz Mgy = Wx Wz (lzz-Ixx) + Jxz (Wz' - Wx') Mgz = WxWy (Ixx-Iyy) - WyW2 Jxz

(1)

where Wx, Wyand Wz are the angular velocities of the flight axes and Ixx, Iyy, Izz, and Jxz are the moments and products of inertia of the hang glider. To make these equations a little more interesting, the Kestrel and Quicksilver had their moments and products of inertia calculated and are tabulated in the appendix. The following two sections discuss the gyroscopic precessional moments resulting from these products and moments of inertia for two typical maneuvers, the 360 and the spiral dive. The spiral dive will be shown to be an unsafe maneuver in a typical hang glider. 21

flight direction needs to be pitched below the horizon and -45 degrees is chosen for the initial pitch flight axis rotation. An initial bank angle of 45 degrees is chosen for the bank rotation.

The Coordinated 360

W= 7r radians/sec Wx = -Wsin() W y = W cos () sin rp Wz = W cos() cosrp

() = -45 degrees

rp = 45 degrees If = 0 degrees

COORDINATED 360- 60 degrees of Bank A steady-state coordinated 360 with 60 degrees of bank, rp , is a practical limit for a hang glider. The load factor, N = 1/cosrp, is equal to 2 due to the steep bank angle. With this large load factor, the glide angle reduces to 1/2 its straight and level value and could cause the flight trajectory to steepen considerably below the horizon. With this load factor it can be shown that a hang glider with a flight velocity of 32.2 ft/sec will 360 every 3.6 seconds giving the following axis rotational rates. Wx = O Wy = 1.5 radians/sec Wz = .75 radians/sec rp = 60 degrees = bank angle If= 0 degrees yaw angle () = 0 degrees = pitch angle

SPIRAL DIVE - Pitched 45 degrees Below Horizon, 45 degrees of Bank

Substituting the above zero values into the gyroscopic moment equations yields the gyroscopic moment equations for a coordinated 360.

Substituting these quantities into the gyroscopic moment equations, yields

Mgx = W' cos' () sin <p cos rp (Iyy-Izz)- W' cos () sin rp sin B Jxz

Mgx = WyWz (Iyy-Izz) Mgy = Wz'Jxz Mgz = -WyWzJxz

(2)

Mgy = -W' sin () cos() cos rp (Izz-Ixx) - Jxz (W' cos'() cos' r/>- W' sin' The following moments are obtained for the two test gliders executing a coordinated 360 with 60 degrees of bank. Kestrel

Quicksilver

Mgx -11.09 ft-lbf Mgy small Mgz = small

Mgx = -4.86 ft-lbf Mgy 6.23 ft-lbf Mgz = -11.10 ft-lbf

The gyroscopic moments present during a properly executed maneuver are negligible. Hang gliders can fly tight, rapidly-rotating maneuvers safely provided (), the pitch angle relative to the horizon, is zero, an interesting result. Next, let's examine a maneuver where the pitch angle is allowed to drop well below the horizon: the spiral dive. The Spiral Dive The spiral dive consists of positive rotations around all three flight axes. Examining the spiral dive diagram, one finds that the three axial rotational velocity vectors add up to the 360 rotation rate. A spiral dive can become a very tight rapidly-rotating maneuver. A rate where gyroscopic moments are large is one 360 every two seconds. The

Mgz = -W' sin () cos () sin rp (Ixx-Iyy) - Jxz W 2 cos' () sin rp cos rp In this form the gyroscopic moments around the pitch axis, Mgy, and the yaw axis, Mgz, are negligible when sin () is equal to zero occurring when the pitch angle is zero relative to the horizon. The following gyroscopic moments are obtained for the two test gliders during a spiral dive with the above axis rotational velocities and attitudes.

Kestrel Mgx Mgy Mgz

Quicksilver -29.61 ft-lbf -112.7 ft-lbf 119.5 ft-lbf

Mgx Mgy Mgz

23.9 ft-lbf -197.61 ft-lbf 164.5 ft-lbf

According to these calculations, this maneuver is dangerous in a hang glider. Large negative moments around the pitch axis can cause the glider to rotate into a steeper spiral. If the hang glider has a bank angle, ef, , during the spiral dive, a large positive yaw moment will also accelerate rotation into the spiral dive. HANG GLIDING

CONCLUSIONS

Bibliography

Spiral Dive Recovery?

(1) D.J. Benney, H.P. Greenspan, Calculus -An Introduction to Applied Mathematics, McGraw-Hill, Inc., New York, N.Y., 1973,

There were a couple of interesting results from the maneuver analysis. The first being that the glide angle is directly proportional to the load factor (ref. 4). Essentially, if a hang glider is taking two Gs in a maneuver, the glide angle is increased by a factor of two. The second interesting result is that large negative gyroscopic pitching moments are generated in maneuvers when the nose is allowed to fall below the horizon. The Quicksilver and Kestrel inertially represent typical hang gliders flown today, implying modern-day hang gliders are spiral-dive unstable. But how many hang gliders have spiraldived out of the sky because of dangerously high negative pitching moments generated by gyroscopic precessions? Not that many. Take the Quicksilver for example. The pilot-controlled vertical stabilizer is probably very effective at stopping rapidly-rotating rotations in yaw. Once the yaw rotation has stopped in a spiral dive, the negative gyroscopic pitching moment also stops. Eliminating Gyroscopic Precessional Moments in Hang Glider Design Whether gyroscopic precessional moments are good or bad in hang glider design is unclear. In some maneuvers, they seem to be beneficial; in others, they are a disaster. What would a hang glider look like if it didn't generate gyroscopic precessions? It would look like a basketball. A spinning basketball can store angular momentum, but it cannot gyroscopically precess because the moment of inertia is the same around all three flight axes. It would respond directly to pilot inputs no matter what rotations occurred around all three flight axes. Now, how many flying basketballs have you seen in hang gliding lately? Not many. But there is one - the Montgomery Wing. A properly designed Montgomery Wing could have the same polar moment of inertia around all three flight axes. It would remain perfectly trimmed in any hang glider maneuver, at least inertially. A modern-day Montgomery Wing offers all kinds of other design advantages also. It could conceivably have the lowest flat plate drag area of any hang glider platform, especially if the pilot is cowled between the two wings. Typical glider spans would be 30 feet or less, implying lower polar moments of inertia. This means smaller amounts of angular momentum to dissipate in typical rapidlyrotating maneuvers. The glider could be designed to have positive pitch stability. A Montgomery Wing has higher aerodynamic pitch damping then typical hang glider platforms which helps the pitchover problem. A properly designed Montgomery Wing also doesn't need a tail-man for launching, another deadly sin in hang gliding. So, in conclusion, the Montgomery Wing not only eliminates possibly dangerous gyroscopic precessional moments, but just about every other hang glider design vice as well. There is no doubt in my mind that Montgomery had his act together in the 1880s. Wouldn't it be nice to have hang glider designs with some of his innovations in the 1980s? ~ APPENDIX MOMENT AND PRODUCT OF INERTIA VALUES FOR TWO EXAMINED GLIDERS Kestrel

Quicksilver

lxz = -1. 58 slugs*ft'

lxz = 9. 74 slugs*ft'

Ixx

93.43 slugs*ft'

Ixx = 115.47 slugs*ft'

lyy

50.67 slugs*ft'

lyy = 62.04 slugs*ft'

lzz = 60.4 slugs*ft2

Izz = 66.30 slugs*ft'

FEBRUARY 1980

pp. 410-413. (2) R.L. Halfman, Dynamics, Addison-Wesley Publishing Company, Inc., Reading, Mass., 1962, pp. 181-226. (3) C. Kittel, W.D. Knight, M.A. Ruderman, Mechanics Berkeley Physics Course, McGraw-Hill, Inc., New York, N.Y., 1965, Vol. 1, pp. 238-255. (4) W .H. Phillips, Analysis and Experimental Studies of the Control of Hang Gliders. AIAAIMIT/SSA Second International Symposium on the Technology and Science of Low Speed and Motorless Flight, Published by the Soaring Society of America, Los Angeles, Calif., 1974, pp. 188-197.

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the trip for almost months, and al last we were finally on the road. The Volvo was paeked to the limit, the were on the roof, and we were on our way. "Team " as we unofficially dubbed ourselves, had no way of knowing what kind of flying sites and conditions we would encounter. After all, we Elmira, New York with a few arc used to off 750 to 1,000.foot hills, and we occasionally stay up one to five hours, we rarely climb more than one thousand feet above takeoff. Three Super Scahawk l 70's and one Ten·· Meter on the roof didn't help our gas but aside from some tense moments in Columbus, Ohio for

an all-night station), we had no problems finding gas on the way out or back. Fifty .. four hours after we started, with the help of Doctor Gonzo's magic vitamin pills, a and a well-used Pow(~r Hitter, we pulled into Sacramento, CA, exhausted but excited. There we met up with our friend, colleague and wind dummy, Greg Cassetta. He had moved out to California about six months before and had his job in preparation for our arrival. Aft.er a night's sleep, we loaded Scahawk and our gliders on his Mobile Mindbender Chevy van) and headed for Mount Pitney. Now I consider myself a fairly conscicn .. tious, safe pilot. I like to evaluate the takeoff site, wind direction, lapse rate, and

sense of doom before I fly a new site. With all these considerations in mind, I plotted my course of action, hooked in, took several breaths, ran like hell, and snuffed it from sixty feet up. (lsn 't it a bummer when you know doing everything humanly possible to correct and you 're still going to cat it?) I'm still not sure whal happened on that flight. I think I caught the of a thcr .. mal, as my left wingtip suddenly started pitching up, almost vertical, and I turned back into the hill. Damage was minimal for what I felt to be a spectacular crash. The only casualties were a right rear leading edge and a bruised ego. That night I soaked my frustrations away at an incredible hol sulphur spring nol far from Pitney. I won't ruin it for the locals by revealing the location, but I will say that soaking under a starry California night would massage anyone's troubles away. The next day we assaulted Elk Mountain with the help of a local archaeologist who drove us to the top in his Nissan Patrol. I knew that I had to fly Elk no way was I going back down that trail stuffed in the back of a After my snuff the day before, I was quite apprehensive about flying another new site, especially one that is l ,200 feet higher than anything I'd flown before. The mellow conditions reassured me, however, and I had a beautiful, smooth sled ride to the landing area. Brion, and worked a few thermals to end np with l 5-20 minute soaring flights. That night we headed for Fort Funston. J'd heard many stories about this site and I'm happy to say that they're all trnc: super smooth, very soarablc, easiest takeoffs in the world and safe landings on top. l wasn't disappointed a bit, although I did land on the beach my first flight. Funston was the only site I'd ever seen where you can take off, soar for twenty minutes, land on top for a soda and then hop right back into the air We all flew eight to ten times that day.

HANG GLIDING

After a fabulous dinner in Chinatown that we headed back to Sacrnmenlittlc R & R. (As a die-hard ''California ., -,,,,,..,,- ,_,,_"'" - - , n to -thePacific-believer,'' I for a tremor in the Bay area; any.) After ourselves, we headed for Big Sur. I had heard talcs of th,m,,oh clouds to get to the area at this site, but more on that later. Once we got on lJ .S. I, I was for the spectacular scenery we encountered. The Pacific coastline near Sur was mindl1ogglin1~; it made the entire cross-country drive worthwhile. We arrived at the campgrounds in the late afternoon and immediately headed for the takeoff (3,000

In the most memorable flight of the trip, we sailed smoothly into the Pacific sunset and landed at the beach three miles from takeoff. l was so taken by the of those airborne moments sheer that felt high for the rest of the evening. we found out first hand The next what cloud is all about. The takeoffs at this site are localed several miles back from the sea, in the canyons. You can see the area from the launch and low elouds were occaobscu1rir1g the view. We tried to time the cloud mov(~ment with our launches, so that the bottom canyons would clear when came , ,irrn,,111. It almost worked. If you've never flown in a cloud or very to nnal!lllle thiek mist before, it's the total disorientation you experience. couldn't even sec my Whilt~ in that soup, J God that, should I survive that whiteness, would let discretion lead my actions in the future. Aft.er an out underneath to sec a sunlit, weJlarea below. We Sur and it each at was spc:cHteular evc1ry time. This site should FEBf?UARV 1980

be on "must fly" list. A word of caution, however; there is a small soarabie directly behind the beach, bordc:rirtg area, with a vicious rotor. A.J., his Seahawk !70, was slammed to the ground from feet up as though a giant flyswatter had hit him. Luckily, he suffered bruised and bent noseThe next day we headed for the big one Cumbre Peak in Santa Barbara About the only thing l could it from the landing area was, ohmigod." The eondi·tions on the bottom seemed mellow enough, so we offered a loeal a ride up in exchange for directions. he flew a fourThis guy was

OPPOSITE PAGE, TOP: Brian sails to the bGach at Big Sur_ BOTTOM: A.J, Nasser puts on his "race face" for his first flight from Elk Mountain. T/-1/S PAGE TOP: View from Elk Mountain takeoff. ABOVE: The author soars allove Chandelle training class at Fort Funston.

year-old SST in pitiful condition (no cover bag and a sail torn in several places, unpatched). He flew seated in a simple swing seat with no crotch strap. He also flew without a helmet, gloves or chute, and ran with his hands on the base of the bar. We later heard from another local that this particular pilot feels that hang gliding would be "too safe" if the proper gear was used. Hmmmm, kinda makes you wonder if this guy ever fell in a vat of airplane glue, or worse. Anyway, once we reached the takeoff, I was beginning to have second thoughts. Indeed, I was having third, fourth and fifth thoughts about flying. The altitude didn't worry me as much as the obstacle course piloting that is required at this site. As soon as you take off, you must maneuver to the left around a large rock outcropping and then judge where to best cross over a second ridge directly in front of you.

Greg fooling around at Funston

I watched my friends go for it in very mellow conditions with no problems, so I said, "What the hell, it'll probably be the only chance I'll ever get to fly this monster." I strapped in and waited twenty minutes for the streamer to reverse its downwind flutter. I've found that sometimes, when it's time to go, it's better to just pick the kite up and go, than wait around having reservations about the whole thing. So when Tom said, "It's O.K.," I was gone. Of course, once you're in the air you have to forget all about those reservations and be practical about the whole thing. I made my way around the outcropping and prudently picked a safe cross-over point on

the front ridge. Then I saw how far away the landing area was. "Ohmigod, ohmigod, I'll never make it out that far," I thought, (even though I had just seen my friends, flying the same kites, make it easily). I reasoned that if I was going to make it, it wouldn't be with the bar sucked into my gut. So I supined out, extended my arms, and made it with a thousand feet to spare. I maneuvered about over the landing area, losing altitude, and set her down several feet in front of a rather tall chain link fence. I was spent, physically and mentally, after the flight. Looking back up at the launch from the landing area, I still couldn't believe I had flown the hill. Wind conditions in the landing area were rapidly deteriorating, so we didn't bother to drive up again. The next day we burnt ourselves out at Marriott's Great America amusement park near San Jose. I mention this only to bring attention to the fantastic film they are showing there. It was the Smithsonian Institute's feature presentation at the National Aeronautic and Space Museum for two years, and it's called "To Fly." Besides offering "you-are-there" perspectives of all types of flying, it also presents a breathtaking aerial ballet performed by the late, great Bob Wills in Hawaii. Again, like Big Sur, it is not to be missed. By this point in our trip, the countless adrenalin rushes we had experienced had reduced us to a near-zombie-like condition. We capped off our California flying with a return trip to Funston. We spent the day soaring and gaping in open-mouthed wonder as Dan Racanelli attempted to selfdestruct his Boom Stratus aerobatically, to no avail. That night we trekked back to Sacramento to prepare for our departure. The few brain cells we had left between us would have to be enough to get us home. We had accomplished more than we could have hoped for - flown every site we visited, experienced breathtaking scenery, made some new friends, and didn't get arrested. The California pilots we met were friendly, courteous and helpful in explaining local conditions, landing area approaches, and other pertinent information. I'd recommend a California sojourn to any Easterner who wants to visit the Mecca of hang gliding. A few tips, however: Bring your rating card; it'll save you a lot of trouble. As with any new site, speak with some local pilots first, to learn if there are any special procedures peculiar to that site. Respect the rights of landowners and pilots alike; treat it like a hometown site. Be prepared to enjoy some of the most beautiful, outrageous flying in your life. ~

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HANG GLIDING

FORUM Friendly Lift by Dennis Tyler Hooked in, a firm grip on the control bar, a final glance left, then right and suddenly a surge forward into the air. 200 feet per minute up then 300 feet --- at about 300 feet above ground level a flick of a lever puts the glider in 500 feet per minute up without a turn. 400 feet, 600 feet, 800 feet, there's no more lift but your glider still wants to climb. You pull in, kick your feet, squeeze the other lever and start your turns Those of us that "tow" know all too well the feeling of the flight described above. With relatively little effort and no circling to gain altitude, a tow can get you and your glider off the ground to altitudes of up to 2,000 feet before releasing! It all sounds good but it's not quite the truth. You see, most of the effort is on the part of the ones who give you that smooth tow, especially from boats. Although in some areas pilots swap off towing other pilots, there are many cases in which one person is exceptional at towing and unselfishly offers to tow everyone else. Our hats are off to these unsung heroes and heroines who do most of the driving, releasing and winch operating in the Florida flatlands. My wife, Claire is one of these special people who tows without any piloting experience at all. Yet she responds as most experts in towing, giving you the exact speed you need before you even get a chance to ask for it by signaling. It takes a special kind of person to make repeated judgments about a glider over 1,000 feet away, without references to speedometers or other instruments, for the speeds are as variable as the conditions. One of my most memorable days of towing involved 500 feet of line and a chain of five lakes in central Florida. I was preparing for the state tournament and my wife was towing me in a straight pattern on a dead calm morning. After a few flights I asked her to tow me to the south end of the lake. When she got to the south shore a wind picked up from the east and she autoFEBRUARY 1980

matically turned into it. There was a light thermal and I released after my glider would climb no more. I headed over the 500 foot section of land separating one lake from the next. The lift was soft, but constant over the road and buildings on this strip of land, and I suddenly realized that it was just as far to the next lake as it was back to the one I came from, so I went for the new lake, knowing that they were connected by a canal for boat traffic. Gently I eased over the other lake, made a few turns and came in for a good landing. I had set down just out from a house where three elderly men were mixing cement for a sea wall. When my feet hit the water in the six-inch shallows it got their attention, so I just set down the glider and said "Hi!" Well, there was a surprised look amid laughter when they asked, "Where in the world did you come from?" It was then that I realized I had not told my wife of my plans and the last thing she saw was the glider go down behind the tree line. I talked with the old men who were very interested in my glider and in a few minutes a much relieved boat driver zipped through the canal between the lakes and came our way. After I made a few apologies and promises to my wife and answered some more questions from the men on the shore, Claire pulled me a few more times on that lake and then I was able to fly back to the other lake with the passing of another thermal. This time the crossing was planned. To make a long story short, Claire pulled me more than 20 times that day and I flew to all five lakes under conditions that ranged from dead calm to 15 mph +. The part I left out was that she pulled in the rope by hand each time I flew to another lake and was as anxious as I about my getting some good practice on my new Moyes Midi. This all took place about three years ago and now that I have a Maxi, an expert tow boat driver is more important than ever. I am just thankful that my wife fits the

bill. Any good tow pilot knows that a bad or inexperienced tow boat or winch operator can kill you in just a matter of seconds. Some pilots feel that you have to be a pilot to tow, but some of the best tow operations involve people who have never piloted a glider in their lives. We believe that U.S.H.G.A. should be thinking about giving these deserving people a "tow operator rating". One club in Florida has already started their own program in the name of safety. Just to name a few of those who would be worthy of an expert rating and have never flown a glider are Claire Tyler, Windet Elrod and Caroline Brunel. They are all wives of pilots. Jim Campbell of Cypress Gardens does an excellent job at both the Florida State and world tow meets each year. Then there are those drivers who are pilots but do a great deal more of towing others than flying: Russ Daley, Don Croft and Donald Morris of Cypress Gardens, who not only tow for many tournaments but on a daily basis all year; Hal Elgin, who puts on tournaments at St. Petersburg Florida in the gulf two or three times a year; Richard Henson of Miami, who is an excellent winch operator and drives for fly-ins and tournaments in the Miami area and Pete Bonifay, the Love brothers and Richard Johnson, who drive for the many fly-ins at Lake Whales, Fla. All these drivers have spent countless hours building polypropylene mountains in the flatlands of Florida. Their numerous tows and excellent safety records a~e seldom mentioned, but without them free flight would al111ost be impossible in Florida. As one tow pilot who knows that flying in the flatlands is a team effort, I'd like to thank all our tow boat, winch operators and release people, for without their unselfish efforts we would be unable to enjoy hang gliding as we know it! ~

grew in their ears until it overhead, silhouetted a silver haze. In a moment there was silence. Then the sled nm . A descended on Head (with a slight variation). Santa, unaccustomed to motors and such, arrived with a thump and a bump! He was heard to slightly as he disembarked from his craft, soon to be by several small elves and many confused children. Most asked Santa he wasn't with his usual reindeer. When answer, he stated had initiated a ban on reindeer last year and that the FAA refused to certify his (Even he is the world's oldest air junky and most pilot.) after he decided that one ones, so a microlight was the best alternative! In the in of December, made some great maiden has tried friend of ours, Dan and hard and finally did it! Sixteen minutes and he landed intentionally two Some for the first lime, to let others down from found 1'r,Ol'tlN> top land• Jones demonstrated the fine art with a 10 Meter his work with dcflCX·· ors and underlined with a

Jim Johns Hawk

Activities around the shop were managed two elves named Adrienne and assisted by and Mar1y Alameda from was on hand for the weekend. For some reason his presence had a st range elf· melting effect. Powered craft, allhough banned in Nags Head, were allowed air time in Kitty Hawk. Seascape Golf Course made a fine airport for the Two Soarmaster a Motor Riser and a Wcedarrived, but Pat Hirst stole I he sky in his 30 hp Koler·powcred Pterodactyl. Pal did aerial demonstrations for from flaltimore. flashed everywhere while he tore up I he sky. He worked the so hard that bent spars and sheared rivets were revealed after landing. Take it easy Pat! Next year he's planning a cross-country flight that will traverse I he Hering from Russia to Alaska. Come lo Ihe Brothers" fly-in next year. There is so1rnett11ng for everyone. OPPOSITE PAGE, TOP LEFT: Santa harnessing up for his X·C fliqht. /1IGr/T: John Volitile from Evening maqazino with Francis Roga/lo, left. CENTER: Santa /,lim ,Johns) on the takeoff roll. BOTTOM: Santa wavin9 as ho approaches Joclwys Hirige for a landinq. THIS PAGE, TOP: Dan Cudnov takos his maiden sowi119 fli9ht. BOTTOM, loft to right; Adrienno Harris, Jim Johns and Susan Thompson.

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BAROGRAPHS by George Worthington One fella asked another fella what time it was. The second fella launched into a detailed discussion of how every part of a watch is manufactured. The first fella walked away, saying all he really wanted to know was the time. With that example in mind I'm going to try to tell you only the rudimentary information about barographs. Why should a hang glider pilot need a barograph? He doesn't, unless he wants to obtain a national or world record. But I must also add that within a few short years, the USHGA will unquestionably set up the apparatus for attaining badges and official state records in hang gliding. Also, it can be fun to have a "pictorial record" of your flight. It is often surprising, after the flight is over, to review the barogram trace, and find that what actually happened is quite different from your memory of what happened. Barographs cost about $200. ("Quantity buying" can reduce that to $160.) Don't buy the kind that requires a smoked drum. It is messy, time-consuming to prepare, and the trace is unphotographable. Why make a copy of a ---

trace? Because, if you get a record, you will want a copy of the trace, due to the fact that the original must be sent to the record committee. I personally use a Replogle barograph, and recommend it highly. I've carried mine on more than 150 flights, over a 12-year period, and have never had a malfunction I didn't deserve. What malfunctions did I have? The part that makes the drum turn is just an ordinary clock. If it gets dusty, it stops working. I had the clock stop nine years ago, in flight, because it was dirty. From that time on, I have taken pains to keep a dust-cover on the barograph at all times when it's not actually on the glider to record a flight. I've had no more trouble. A barograph can be used as a fairly good device for measuring L/D and sink rate. Two things should be noted, however. (1) Hang gliding is totally lacking, at present, any accurate method of measuring L/D or sink rate. And so, any device which is even fairly accurate is a great step forward in this area. This is particularly important since there is such widespread misbelief among pilots in regard to sink rates and L/D in general. For example, does the average pilot know that the very best hang glider has a sink rate, in practice, in excess of 350

ft/min? (This is 3500Jo greater than the best sink rates of sailplanes.) (2) When the barograph is used to measure sink rate of L/D, care must be used to get an average of many glides, because the air is always going up or down to some degree. The good part about a carefully constructed measurement with a barograph is that it can be done in the "real world" of actual cross-country performance, instead of with a mathematical formula or an artificial car-mounted device. By using over 15 barogram traces of each of the three following types of gliders, the sink rates and L/D's appear to be as follows: LID Sink Rate corrected in for altitude ft/min (1) ASG-21 at 21

mph I.A.S. (2) Mitchell Wing at 30 mph I.A.S. (3) AS-W 12 at 110 mph I.A.S.

460

5.0

366

9.0

316

36.0

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-SEA LEVEL-

This is a typical barograph trace and is from a book of 150 collected by the author over the past 12 years. It is presented here so that certain phases of the "typical" flight can be identified. For example, all barogram traces have a straight line just prior to takeoff. This line is started when the barograph is turned on. The line remains straight until the altitude is changed, such as occurs after takeoff and during the flight. By the same token, all traces have a straight line at the end of the flight represented by that time from landing until the pilot turns the barograph off. The barograph trace above is explained as follows: A} beginning of 2,000 ft. tow, B) release from tow, B-C) struggle to stay airborne while circling in weak lift, C) first suitable thermal, D) finally high enough to escape from Tru,ckee Valley, E) first decent thermal over Sierra Ridge dividing Minden Valley from Lake Tahoe, F) thermal over small peak, G) thermal over higher peak, H) thermal over highest peak en route, I) cruising under excellent cloud street and reversing course over Mammoth Mt. J) join-up with two other sailplanes, J-K) impromptu race 100 miles to Minden Airport at average speed of98 mph K) pull-up over airport at end of race, L) landing. (Dropped out of record attempt at I because it took too long to cover the first 120 miles.) The barograph is used to prove that the pilot made the flight which is claimed. An expert can detect efforts at falsification. The straight lines, for example, must correlate with the known altitude plus the instrument error and the atmospheric pressure existing at the time of flight. Traces made by a particular type of motor less aircraft each have a unique and special ''signature,'' and no two signatures are identical, much as is the case with human signatures. The barograph furnishes only part of the proof. Witnesses at takeoff and landing sites also form part of the proof.

FEBRUARY 1980

The Mitchell Wing and the ASG were flying at minimum sink speeds because of a tailwind. The ASW could ignore winds as being a negligible factor, and flew arbitrarily at 110 mph as being optimum for racing conditions. The sink rate of the ASW 12 at 57 mph (its minimum sink speed) is 110 ft/min. Most hang glider pilots will have difficulty in reconciling these figures with the figures which have appeared in publications over the past five years. The "trouble" may have started with the standard Rogallo. Figures on "sink" and L/D were guessed at, and each designer had to justify his design by ever escalating performance claims. (And please don't make the mistake of thinking that the "new" Rogallos are significantly better in sink or L/D than the ASG-21. They aren't!) Much more "scientific" and careful calculations have been made on sailplanes. These calculations (from in-flight tests) of the AS-W12 show that at 110 mph, at 10,000 feet, the AS-W12

has an L/D of 36, and a sink rate very close to 315 ft/min. At 65 mph, the best LID of 46 is achieved. A word of advice should be given on the use of the barograph for record flight purposes. It is extremely easy to forget to turn it on. You will naturally be under considerable tension. After all, there is nothing more exciting than to think you might get a world record "today." Add this to the normal stresses which abound just before takeoff, and you have the perfect formula for forgetting. Here's what you should do. After you get the trace "autographed" and the case sealed by your Hang III official observer, wind the barograph and turn it on. Don't worry about the clock running down, or the length of the straight line being stenciled on the trace during the interval before your takeoff. The clock will run for 20 hours, and the longer the pre-takeoff trace, the better. So, do all the steps at one time, and you will never forget to turn the barograph on.

The easiest and most common error is to attach the pressure-sensitive barogram to the drum in a faulty manner. If it is uneven on the drum, or if the fit isn't perfectly snug, your trace may be unacceptable and/or illegible. The best method is to rest the drum on a flat level surface and insure that the paper and the drum are both touching the surface as you wrap the paper at the top of the drum, as extra insurance case the double-surface tape isn't adequate. In conclusion, barographs will seem expensive and unneeded to many pilots. But if you can scrape up some extra funds, you could have a lot of fun. And you will have the "jump" on the other guys when badges and state records become a big thing in a few short years. If you've never experienced the excitement of going for a state record, or a badge, or a world record you will be amazed at the wonderful world of excitement which will open up to you.

--25

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·SEA LEVEL-

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A barograph must be carried on all record flights. Copies of the barograms are shown above for two of the author's world record flights. Three years after the Mitchell Wing flight, the author, in the light of his more recent experience, is very surprised that this flight was made at such a low average altitude. Only for a period of about 12 minutes was the altitude above 11,000 feet. And on three separate occasions, he was within 2,000 feet of the ground. The highest part of the flight was only 13,000 feet. The ASG-21 (flex wing) flight also had three separate instances of flight within 2,000 feet of the ground. But, more than 2V, hours were above 11,000 feet, with several high points above 14,500 feet. It would appear that July 21 was a stronger thermal day than July 2, however, with such a wide difference in performance between the two gliders, it is difficult to be sure.

HANG GLIDING

If the author had had the ASG-21 on July 2, he could not have flown because the wind was too strong at Cerro Gordo. It seems likely that if the gliders used on these particular days were reversed, neither of these flights would have resulted in records. The author would not have been willing to get as low, in the areas where he found himself several times, in the Mitchell Wing, as he was in the ASG. Accordingly, it is difficult not to be quite impressed with the author's luck. 3

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--25

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In the preceding illustration of a Mitchell Wing barogram, as compared to that of an ASG-21, it is difficult (but not impossible) to discern the fairly wide difference in performance by the use of the trace alone. However, the AS-Wl2 barogram does show a marked difference. Note that in the hang glider traces, the slope of the descent is usually more steep than that of the climb, whereas just the opposite is true of the AS-Wl2. Of course, there are other notke'able differences: The AS-Wl2 could afford to skip lift less than 500 ft/min, and depart thermals when the lift declined to 500 or less. Also, the l 2 flew at speeds of l 10 mph between thermals, whereas the ASG used 21 mph and the Mitchell Wing 30. During 220 miles of the flight, (July 16) which is represented by the accentuated line (drawn over the trace for identification) during which the sailplane was flying in .the same' m0untains as the hang gliders, the altitude was always above l 1,000, with frequent stretches above 15,000. During the entire nine-hour flight, the. only low point which lasted for well over half an hour occurred only at the end of seven hours of flying, when the sailplane was orbiting the hills in back of Car.son City, Nevada waiting for a miracle. If properly interpreted, the great power of high-performance sailplanes is readily shown by this barogram. In the above trace there are many sharp little peaks. These are caused by a pull-up, from 120 mph cruise speed to 58 mph thermal speed, when lift is encountered. If the lift is gc.,o'd, the sailplane remains in the lift by circling. If the lift is inadequate, the pilot points the nose down steeply to regain the 120 mph cruise speed as quickly as possible.

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THE ART AND LORE OF PART I THERMAL SOARING ©Copyright by Dennis Pagen In this dubious era of disco music, gas lines and dull television, it's nice to know there awaits adventure to equal the quest of a Viking explorer plying the high seas in search of new lands. Like the Viking, the modern thermal flyer can thrive on the challenge of discovering an archipelago of hot bubbles strung out across the ocean of air. His success depends on the right combination of courage, coordination, knowledge, skill, imagination, intuition and luck. As with many adventures, the rewards of thermal flying are simple aesthetics and personal satisfaction. My own first encounter with thermals occurred in March, 1975. I launched from a 450-foot hill in a cut-keel standard hang glider. I soon met up with a strong thermal that lifted me abruptly, then turned the whole flying ensemble 180 degrees to face the hill. By the time I brought the glider around to point back down the hill, I was behind the launch site with 100 feet of altitude and rising rapidly. I didn't want any part of such rodeo air near the mountain, so I picked up a little speed and flew straight out. Much to my surprise, I kept meeting strong patches of lift and had gained about 1,000 feet by the time I was over the landing area. I decided to continue on for my first cross-country flight. I flew in a straight line away from the mountain for about a mile, gaining altitude as I passed through booming thermals. Finally, I crossed a golf course and sank out of the sky to alight next to a batch of surprised golfers. I often think about how differently that flight would have turned out had I been an experienced thermal pilot on a highperformance wing. I have rarely seen such good lift conditions since. When they are again encountered, I'll be ready. In the past four and a half years, my own and other hang glider pilots' thermal skills have increased dramatically. Through practical experience, study and observation, we have advanced the art of thermal soaring in a hang glider to the level of our mentors, the birds. We also owe a lot to sailplane pilots. They developed the use of thermals as well as wave and ridge lift for manned flight. Much knowledge of soaring techniques can FEBRUARY 1980

be acquired from sailplane instruction manuals. However, there a,e important differences in technique pertinent to sailplanes and hang gliders. Consequently, this series of articles was prepared as a source of information on thermal soaring relating directly to hang gliding. I hope to include ideas and methods gleaned from books, my own observations and interviews with pilots from around the world (these international meets are good for something). Learning to thermal requires time and practice. The rewards of a beautiful wandering flight high above the countryside are well worth the effort expended. We should never cease improving our skills we have a lot to learn. These articles should provide some insight and answers for beginner and expert alike, as well as pose a few questions to be explored. At the very least, we should all be better prepared when the prime thermal-hunting season commences in the spring.

lower few feet are heated. If conditions are right, this layer of air will become quite warm and eventually break away from the ground to rise like a helium balloon. This mass of warm, rising air is called a thermal. You can get an idea of the nature of thermal production by watching the formation of vapor bubbles in a pan of boiling water. These bubbles also cling to the bottom as they grow, then break away and float to the top. Notice how some of the bubbles grow larger and some rise faster than the others. What causes this action? The answer to this question applies equally to vapor bubbles in water and thermals. When a patch of warm air is formed above a surface, the cooler air (or water) above presses downward as shown by the arrows in figure la. This layer of warm air will expand as heating continues, until forces at the sides of the warm patch overcome the surface drag and gravity forces, and push in at the sides as shown in 1b. COOL

COOL

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FIGURE.

BIRTH OF A THERMAL

Years ago, I would sit on a hillside and dream of floating through the sky. Now that I can hook into my glider and actually fly from place to place, I spend my time sitting on the hillside imagining the ebb and flow of the air currents. Think how easy it would be to find lift and avoid turbulence if the air were as visible as water. In fact, the only time the air is visible is when tiny water droplets (clouds) are present to describe the air's movement. Since we tend to avoid flying in clouds, it becomes necessary to learn a bit about the where and how of thermal formation in order to use the lift efficiently. Thermals are children of the sun. The solar rays heat the ground, which in turn warms the overlying air. Air is not a good conductor of heat, so initially only the

Cool air then rushes in below the warm patch as it begins to rise in a cohesive mass. The air may rush in from all directions as the warm patch or thermal lifts off. This can be observed by placing wind indicators or streamers around a thermal-producing field. When the thermal is released, the streamers all point toward the center of the field (see figure 2). The gusts we feel on a warm, sunny day are very often caused by the sudden rush of air as thermals break away. These conditions are known as light and variable. Of course, if a significant wind is present, the direction varies only slightly due to thermal activity, but very strong gusts related to sudden changes in wind speed will occur. Landings performed in these conditions are tricky at best. Remember, wind is a complicating factor in all flying.

F l&URE Z .

Wind can prevent the build-up of large, strong thermals by causing them to release before too much air is heated. In fact, a strong wind will form a turbulent layer near the ground that continually mixes the air. As a result, the entire lower layer eventually becomes heated by the ground so that thermals release from some point above the surface in a random fashion. We will explore this interesting phenomenon in a later article. THERMAL SOURCES Earlier, we mentioned the heating of the earth's surface as being the source of energy for thermals. It should be apparent that the more the sun heats a surface, the more readily it will produce a thermal. From this we can conclude that a slope tilted to face the sun, and areas where the sun's rays are strongest, (high altitude and cloudless regions) will be good thermal cookers. In addition, any surface that heats rapidly will be a good thermal generator. These surfaces include bare or plowed ground, fields of dry crops, parking lots and paved areas in general, buildings, rock outcroppings and slides, as well as beaches. Dry corn or weeds are exceptionally good since they heat a layer of air protected from the wind. In general, any area protected from wind, such as a field surrounded by trees or hills, will be an exceptional thermal source. In this case, a thermal may grow for up to half an hour before an errant breeze disturbs its brooding development. These large thermals release in one powerful surge and are quite workable due to their healthy size and strength. On the other hand, thermals developing on a plain exposed to the wind may pop off a given spot every few minutes. Areas of poor thermal generation are those surfaces that dissipate the sun's heating: water, moist ground, snow and vegetation (grass and trees). Water evaporates, circulates and allows the sun's rays to penetrate deeply, which prevents the water's surface from heating too greatly. Moisture in the ground and vegetation also cool the surface by evaporation. Trees present a much greater surface area to dis-

tribute the heat, so the air remains cool in a forest. Thermals do occur over water and forested areas at times, especially in the evening when the bare ground cools rapidly and the heat stored in the water and trees is released gradually in the form of weak thermals and convection. However, during daytime thermal activities, expect sink over these cooler expanses. Since thermals will be found drifting downwind from a thermal source, or rising vertically in calm conditions, it is obvious that a successful thermal pilot will be the one who has learned how to judge his fields. To quote some pilots: "Thermals are where you find them." This means that there is no sure way to pinpoint exactly where that hot bubble is moving, but an educated guess is usually a good enough beginning. THERMAL RISING Once a thermal jumps off the ground, what keeps it rising? Look at figure 3. Here we see a bubble surrounded by a fluid. The pressure on the bubble is indicated by the arrows pointing inward. Since pressure is caused by the weight of the surrounding fluid, it is clear that pressure increases as we go down, so the lower portion of the bubble receives more pressure. Thus, there is an unbalanced pressure force pushing the bubble upward. However, this force must overcome gravity pulling the bubble down. It should be easy to see that the lighter the bubble, the more it will want to rise. In fact, as long as the bubble is less dense than the surrounding fluid, the pressure difference will overcome the force of gravity since again, it is the weight of the surrounding fluid that causes the pressure at each

level. Finally, we can see that if the bubble is a warm thermal surrounded by cooler, more dense air, it will rise. From high school physics we recall that a gas expands when pressure around it is reduced. Also, as this gas expands, it cools (the same amount of heat energy becomes spread throughout a greater volume). Consequently, when a thermal is lifted it expands and cools due to the lowered pressure (remember that air pressure decreases as one rises). Now, if this bubble remains warmer than the surrounding air, it will continue to rise. If, however, the bubble '"TOPOF FL.UJD

G-RAVITY

rORGJ=,

FIGURE 3.

becomes cooler than the surrounding air, it will stop its ascent and float along at the level where its temperature equals that of the surrounding air. We should now see that the rate of a thermal 's rise is determined not by its size, but by how warm it is compared to the surrounding air. Through experiment we know that a portion of dry air in the atmosphere will cool 5 Yi °F per 1,000 feet (3 °C/300 m). Thus, a dry thermal rising a thousand feet will cool 5 Yi °F. It is easy to see that if the surrounding air drops off in temperature an amount greater than 5 Yi °F /1,000 ft., the thermal will continue to rise since it will always be

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warmer than the surrounding air. Conver ely, if the urrounding air temperature drops less than 5 Yz °FI I ,000 ft., at ome point the thermal will become cooler than the surrounding air and upward motion will top. The 5 \/2 °F / 1,000 ft. critical value is called the Dry Adiabatic Lapse Rate (DALR). Lap e rate is simply the amount of drop in temperature as altitude is gained. If the lifting air (thermal) is moist, the critical lapse rate becomes somewhat different since some of the water vapor will condense as it cools and release its heat of vaporisation. In this case, the critical lapse rate is between 2 ° and 5 °F per 1,000 ft. ( 1.1 to 2.8 °C/ 300 m) and is called the Moist Adiabatic Lapse Rate (MALR). The lapse rate in the air is not con tant with altitude or time. The cooling effects of the surface at night and heating during the day cause a diurnal variation. Air masses changing over the land also drastically alter the lap e rate profile over a given spot. Figure 4 hows a few typical lapse rates. This is imply a graph depicting how the air's temperature changes as altitude is gained. ote the presence of an inver ion layer in the first graph. This is a layer where the air's temperature actually increase a altitude i gained. With a little thought, we can see that a thermal would have a hard time rising in an inver ion layer, since the surrounding air actually gets warmer as the thermal rises. A layer of air that does not cool enough with altitude is known as a table layer. Likewi e, un table air is that which is conducive to thermal production. It is quite easy to measure the lapse rate and thus stability of the air with a thermometer and an altimeter. However, most pilots don't take such pain since the stability of the air can be foretold by other means. These include sudden ground gusts, the presence of thermalling raptors (hawks, eagles, vultures, etc.), the development of cumulus clouds and a marked drop in temperature as you drive up to the launch site. Although it's important to understand the mechanism of thermals, an experienced pilot does not need to carry meteorological instruments around to know what the air is doing. This is where imagination and intuition enter the picture. After years of watching the wind and assessing the air and the currents, a pilot develops a sixth sense for telling where and when thermals exist. This must be a similar experience to that of the Viking captain sniffing the air for a sign of land somewhere ahead in the gloomy mist. Both air and sea pilots use skills that become econd nature in bringing about the success of their adventures. ~

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mostly southeast. That was enough to our minds from Rock to also 500/o chance of rain. how it works out with you, t111nk:111g about site, always seem to be in the the time. My personal rain about at the 30% range; me a 50--50 chance of re-,

the weather variable winds, we decided our destination. and headed

You know, said, there is that site down Charlottesville Bear Den Mountain that faces southeast and has never flown. Since we have these let's go down and area. the site since l 969, fly. controlled gliders, and had last 1974 some glide ratio calculations and that the standard wouldn't clear the line of had lried

site was, of the firsl we had ever considered for and still unflown. had been it for ten years. driver at the Rock is easy; pick··

ing one up is another matter. Greg called Rod and said three words, Bear Den Mountain. "I can't," Rod said, "I started a and can't get out of here until it's finished." Greg called Woody. "l can't," Woody said, "I just made arrangements with couple of students to teach at Baker Damn. A couple of weeks earlier had rnentioned to me that Bear Den hadn't been flown. He wanted to get a group together sometime to check it out. With our higher machines it to be he said. We didn't have the Glider Association Directory with us and it was getting late in the day, so we decided to go the down without a driver and we hadn't done that field and if it wasn't raining we'd drive to the top and check it out We wouldn't need a driver for that, and if the site was flyable we'd worry about driver when the time came. We zoomed down the Interstate, if one can describe a VW camper as ever "zoomradar traps, made the mandatory stops at McDonalds and service stations, and some three hours later found ourselves on HANG GLIDING

to total flab, but the weight and steepness revealed how inadequate my program I wondered how I would be without, however. We made stops the way. The last few yards off the road and up the hillside had me for breath, but we arrived in one On the way up we had a watch on the wind. There was hardly any, and what there was came from southeast directly into the mountain. It blew about four to five mph, very smooth, the cloudy skies any thermals from formDirection was excellent. It looked good. I uttered my words about that the site was today. Greg confirmed and we assembled our kites. An old familiar feeling was stirring inside unknown cJ1alJ,cnises me: a new site, out over the mountain, putting our marks in

small, road at the bottom of the mountain. and Success in site can often OU tions That can be in many ways, but sometimes an opportunity presents itself that can in the process. How many times have you come) upon Datsun 280-Z on a lonely dirt road with the window down, doors unlocked, keys in the ignition, clothing and suitcases filling the inside space'! It seemed like a dream. No one was around; the troughs in the loose rock behind the tire indicated the car had slid to a halt. It could he a stolen car, or some other kind of trouble. Greg remembered we had passed a young woman on the paved road into the area. Maybe the car out of gas. We continued to drive around the area the localion of several excellent landing fields some hnd just been mowed OPPOSITE PAGE, LEFT: "After landing my stomach is smiling. I'm laugt1ing. Excitement swells in my we saw where power lines were loc::1ted chest. My hody is light." RIGHT: Speculation comes to an end. Lift proves to cJxist where needed. THIS PAGE. TOP: Greq Molenaar and his UP Condor clearinq the tree line and hea(Jinq out to tho valloy and which fields had corn. Driving 2. 000 feet below. ABO VF: Mountain top pasture takeoff site in Virginia's £3/ue Flidge. Scenery such as back to the we passed the only this is sido /.ionofit of hanq qlidinq and makes waiting for tho weather an enjoyable passtime. house with people 0111side. We stopped and Greg told them about the ear. They also hang gliding history books, confidence, we can do to "No," she said, never remembered the woman walking toward the butterflies, excitement, gambling everylooking up at him. She seemed to be main highway and thought ii might belong thing that my and knowledge distracted and angry rather than bombed. to her. will overcome the nnknowns and prove that we decided that the better part of discrethe decision to fly was correct, that I he site "What do you have on top of the van'/" tion was to leave her alone to work out her is flyable. l haven't had that feeing since problems. he was asked. 1974. It was when we flew Top, Now that is to the The pavement was wet as we paid our Stoney Man and the Priest for the first heart of any flyer a sile. "We're two-dollar fee at the ranger station and moved up Skyline Drive. Showers were inth1nkmg about from the top of the time. t ermitl.ent, just ns weather had predicted. We walked to the top and checked the mountain down to here," said. The found the spot and decided that breeze. Still the same in direction and man of the house said he would sure like to 10 climb the dirt road out· if were velocity. Too high a wind speed would that. you could land in the side the park to the top, we might as well mean penetration could be a problem and backyard'?" he asked. take along our kites, just in case. the trees might not he cleared. Too little On our way to the highway saw the wind would put one in the same trees. ft woman sitting alongside the road in tall About 40 yards into the steep road path seemed just for a first flight. We grass, resting a sip:nr:1ost. my lungs were to protest that checked possible takeoff sites and decided "ls that your blue car back there'?" Greg decision. I've been ::1 little each that the edge of a plateau just clown from asked. she said. there anything this summer to help keep myself from FEBF!UAPV 1980

the top offered the best available. We moved a few rocks and weeds from the anticipated launch path, made the usual checks of equipment and a decision that I would be first. All we needed was a third person; someone who could help if Greg went into the trees. One must realize where we were - on top of a mountain, off Skyline Drive by some distance, with no tourist overlooks or parks from which to recruit a helper, no McDonalds or anything, just the Appalachian Trail. We didn't even have to wait. Providence provided a gentleman, from North Carolina, who was hiking and camping his way north. Would he watch us take off and give some help if we landed in the trees, we asked. "Would I," he said, as he dug into his knapsack for a camera. We had the necessary enthusiastic third person. It was go. "I believe," I had said to Greg, "that soon after I launch I'm going to get lift, just before the line of trees, like we get at High Top." As I snapped in and made a harness check I remembered the words. They still seemed reasonable as I picked up the control bar and checked wind direction with the kite. The site is somewhat similar to High Top, but much larger. The hillside is a little more shallow in steepness, with no tall grass and a 50-50 coverage of rocks and soil. The hillside becomes more steep further down, then shallows out to meet Skyline Drive, dropping steeply for a few yards to the first line of trees. The land continues at a shallow face, as two valleys join at the base to create a wind canyon, becoming shallow again as it approaches Interstate 64, then dropping steeply to the main valley floor. Total vertical is 2,000 feet. The main valley is very broad with upwind mountains several miles away. It is mostly flat with gently rolling fields. From the top one can identify which fields were seen earlier. It was very helpful to have made the landing area check because from that distance we would not have known which had growing crops. I must run hard, build takeoff speed, I thought, as I looked at the far tree line. That is the real barrier to overcome, not the first row of trees. I have to run hard and use every bit of lift I get. "If I make it, fly down to meet me," I said to Greg. "If I don't, come get me." Making the first step is always the hardest. If you can make your leg pick up and move forward for that first step you have it made; the other one will follow. It is like learning to walk again. You have to concentrate on making the leg move. It is

now or never. It's now, let's go! I remember thinking, after I got my legs moving, that I must really push hard on the control bar to get the machine moving as fast as possible. I had just started pushing hard when the Seahawk lifted me from the ground after six steps. I went prone in the harness and pulled in just a little to build air speed and then pushed the bar out again to trade speed for height. Before I had time to think that I should be getting lift I hit it. The air was smooth, gentle, pushing me upward. I eased out on the bar to get the most from it. The ground was falling away. It felt beautiful. Crossing over Skyline Drive I noticed a car - touristos. I whistled and waved, they waved back and pulled off the road to watch. Looking ahead I calculated that I would probably make it over the trees, but I'd be a lot more comfortable if I could get more lift. No sooner thought than done, in two gentle pushes. No trash in the air, no bumps, no fighting, just lift. Holy Bejesus the flight is great! No, it's better than that, it's super; no even better, it's fantasterrific! It was worth the wait and effort in all those years. This is the feeling that addicts people to the sport. I cleared the barrier by 150 feet, still going gently up with the lift created by the flat face of the canyon. Once beyond the face there was gentle sink in what was apparently dead air. It is like flying in syrup. Mother Nature is being extremely kind today, despite the rainy-looking clouds. It was a new site so I flew conservatively, down the center of the canyon, and out over the Interstate. The drivers apparently didn't notice the kite and there was no one at the overlook. Even the blue Datsun was gone, her problems apparently solved. I had a new problem, however, and a delightful one -- choosing from several available landing fields. A recently mowed field was slightly ahead and to the right, there were fields to the left, and a field of clover beneath me. Ahead were the houses and large backyards where we had stopped to talk with the people about the abandoned car. A corn field outlined the left edge of the yard, and to the left of the field was a line of trees and pasture beyond. I had an estimated 400 feet of altitude and the yards seemed the best bet. One more gentle push of lift was felt while traveling to the houses. I began a series of 90s and 180s to lose altitude and set myself up for a landing approach. The fields beyond the houses are full of corn, so I had to land here. Making a 90 degree turn onto final I went upright in the harness and reached for the down tubes. A tool shed was to my right,

and the houses several yards further to the right. My approach had me next to the corn field by the edge of the lawn. I pushed out and made a two-step landing on my feet. My stomach is smiling. I'm laughing. Excitement swells in my chest, my entire body is light. While landing I noticed in my peripheral vision that the people at the house were watching and waving. I could hear them running over to the kite as I reached up and disconnected the harness. I walked from underneath the kite, pointed to Greg flying down the mountain and said, "Do you mind if we land here?" They roared with laughter. After taking pictures of us with their children, they gave us a ride back to the camper. On the way we stopped at the local grocery store. "Guess what," they said to the two lady clerks behind the counter, "these two guys just landed in our backyard after jumping off the mountain." The ladies looked at us in disbelief. "If you believe that," I said, "you believe in the Easter Bunny.'' "I believe," they said laughing, " I believe."

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HANG GLIDING

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T aklng the Kids by Lauran Emerson Three times a week, a dusty pickup truck barrels down the road and skids to a stop at our mailbox. The dog barks. The postman leaves his goodies and speeds off again in a hail of pebbles. Before the dust has settled, Jose and Bonnie and I are ready. Whether it takes minutes or hours, in fair weather or foul, we go for the mail together. Ever since the mailman delivered a stuffed monkey three years ago, Jose has defied all of our attempts to make the U.S. Postal Service a normal part of our lives. So, when a recent expedition to the mailbox produced an invitation to write an article about "Making it Alone as a Single Woman," my reactions were understandably mixed. The topic triggered off disbelief, nostalgia and a new fantasy. The fantasy won out. Toilet-training and tote-sacks faded away. My real world of muddy walls and missing mittens evaporated. The daydream went to the limit; I imagined myself Making it Alone as a Single Hang Glider Pilot. It was a nice, but short-lived, fantasy. A few minutes of dreamland, and reality butted back in. But that short lapse was enough. It reminded me that there are some flyers out there who don't know what it's like to take the kids on a flying trip. For them, I'd like to put Taking The Kids (TTK) on record. There are certain rules for a TTK hang FEBRUARY 1980

gliding trip. The guidelines are comparable to those involved in attempting an official world record in hang gliding. First, to Take The Kids, you must join the Brotherhood of Motherhood. This is a permanent commitment. The initiation fees are somewhat stiffer than those of the National Aeronautic Association (NAA), in which membership is required for official record-making flights. Unlike the NAA, membership in the Brotherhood may not be cancelled, nor your money refunded. A world record requires notifying the NAA of your intent. Taking The Kids merely requires notifying (and bribing) the babysitter. The NAA does not need advance notice of the exact date of your flight. The babysitter does. For an official record, your barograph and camera must be sealed by a qualified observer. Before a TTK flight, your instruments will be sealed by a qualified child, with peanut butter and jelly. Your film and batteries will also be removed, so you may as well leave all those instruments behind. Set-up and launch assistance are generous when you Take The Kids. Unlike the official flight, there is no limit on the number of helpers. The only limit is a maximum age (5). Experience indicates that it takes an hour and a half to set up the average glider with the help of two small children. Don't get me wrong; taking the kids isn't all bad. On our 1977 trip to Big Southern Butte, our babies were the sole impetus for a number of early-morning flights. Bonnie was 6 weeks old; Jose was 20 months. And neither one of them like waking up in the sub-freezing temperatures in our tent. At dawn, their ear-splitting shrieks would pierce the desert calm. Roby and Wild Man acquired an instant habit of dawn flying, and some mornings they were joined by every other pilot in camp. At the first scream, they'd all be packed and halfway up the mountain. We had no babysitter that year. One flight a day was my maximum, and every night I dreamed of launching with one child wrapped around each leg. But I have to give credit to the kids for a few of my flights. At the Missoula fly-in one year, Jose was the deciding factor. No matter about the tailwind. No matter about the rain squall in the landing area. The message was radioed up from the base: ''Tell Birdie she has a hungry baby down here." I had no choice. My speed run may have broken a record, but of course it wasn't official. The next year at Missoula, when the meet announcer made a call for more lift vehicles, Jose was the first to respond. He drove our rig from the parking lot, past the

podium, and into a sand trap on the golf course. He would've been the first twoyear-old driver on Mt. Sentinel, but no one would ride with him till he could reach the brakes. When Hugh and I fly at home, taking the kids means taking turns. We can land on top at our bowl, so it works okay. It's not that the kids want someone to stay with them on the ground; we just don't trust them with our rig. Especially when Jose has a spare key hidden somewhere. There may be a few trials on the average TTK flying trip, but at least we don't have the paper hassle of an official recordmaking flight. Ten pages of documentation are necessary for an official world record. There is no such requirement for a TTK flight. Memory alone is more than sufficient to preserve the details, most of which you'd rather forget anyway. On the financial side, TTK has its drawbacks. The $50 filing fee for a world record may be a bargain by comparison. After a weekend with the kids, the bill for broken battens, lost tricycles, handcuffs and earplugs, not to mention the cost of soundproofing the tent, will easily top the $50 mark. After an official record-breaking flight, the NAA headquarters in France must be notified within 48 hours. There is no comparable requirement when you Take The Kids. If you make it through the weekend and home again, you don't have to call anyone. It might be nice, though, to call the babysitter's parents to explain why their daughter disappeared after a day in the wilderness with your kids. I might even make a second call: to the editor of the Smith College newsletter who made up that line about Making it Alone as a Single Woman. It's a heck of a fantasy. I'll try not to think about it, next time we Take The Kids on a flying expedition . .-.,..

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FEBRUARY 27 · MARCH 2. Seattle, Washington 1980 Soaring Society of America National Convention, with many internationally known speakers and 24 sailplanes included in the exhibits. Contact: 1980 Soaring Convention, General and/or Reservations, P.O. Box 1117, Bothell, WA 98011. Phone: (206) 255-9488 or Patrick J. McGrath, Public Relations Information, 20356 S.E. 268th St., Kent, WA 98031. Phone: (206) 630-0637. MARCH 8-9. Region 6 Instructor Clinic in Kansas City,

MO. For more information contact Dick Turner (816) 587-1326. MARCH 7, 8, 9. ICP by SE Michigan Hang Gliders. For more information contact SE Michigan Hang Gliders (313) 791-0614. FEBRUARY 25 · MARCH 2. The Second International Hang Gliding Championship in Rio de Janiero, Brazil. For applications and information contact Maria Helena Beltrao, Rua Nascimento Silva, 334-101, Rio de Janeiro - 22421 · Brazil.

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CONSUMER ADVISORY: Used hang gliders always should be disassembled before flying for the first time and inspected carefully for fatigue - bent or dented tubes, ruined bushings, bent bolts (especially the heart bolt), re-used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with non-circular holes, and on Rogallos, sails badly torn or torn loose from their anchor points front and back on the keel and leading edges. If in doubt, many hang gliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect.

SUNDANCE - One demo, one new. Has soared in 8-knot breeze. Your last chance for a classic in mint condition. (915) 646-441 l. OL Y 180 - Excellent condition, extra clean sail. Stits doped paint job. $950. O.B.O.

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

Rogallos ANTARES 18' - Like new. Flies very clean. Just $850. Rick (805) 963-3049 or (805) 962-2989 eve's. CAN'T AFFORD A NEW OR USED GLIDER? With only 10% down we will finance the balance or take anything in trade. 100/o 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 - Many Options. White w/purple LE. $800. (216) 856-7413. CONDOR 224 - 1979 - Mint conditon, 6 months old. Sell or trade for late model Fledge II. (805) 528-1275. 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. MOYES MAXI Ill - New sail. Custom frame. Charlie (303) 279-2873. NOVA 230 - Excellent condition. Flown for HG glider evaluation article. $800. (714) 897-5094. OLYMPUS 160 - 3 months old, hardly flown. All red with orange and yellow tips. $750. PA (717) 647-9505 after 5:00. OL Y 180 - 1979 - New quick tips, applied leading edge. Earth tones w/tapered windows, breakdown leading edge & control bar. Custom padded, doublezippered bag. A GREAT FL YING MACHINE. $850. (916) 988-5555.

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C5B - Low time. Stits doped paint job. Soaring windows. $850. O.B.0. CSA - Custom sail. $795. O.B.O. CSA - Sails white. $150. & $250. SOARMASTER - Tuned exhaust, ported. $750. Golden supine harness, brand new. $65. SUNFLOWER - 100-140 lb. range. Extra deflexors, · can put locking tips on. Flown once. $350. 0.B.O. WILL SEND COLOR PICTURES OF ANY OF ABOVE - MUST SELL!!! Mark Hays, 6430 Variel #107, Woodland Hills, CA 91367. (213) 992-4728. OMEGA 260 -

Best offer. Steve (714) 685-5150.

OWL 185 - Like new. $750. Will consider barter. Tom (904) 377-2394 or (904) 376-2637. PHOENIX 60-215 - Brand new. Flown only once. Includes cover, also Price harness w/brand new Delta Wing parachute. 26'. All for $1,000. O.B.O. (406) 586-1421, Jeff. PHOENIX 12 205 - Excellent condition. Beautiful colors, split panels. $800. (704) 568-0884 after 5:00. SEAGULL IO METER - 1978 - Custom sail, soaring windows and fairings. $1,000. Bubba (704) 875-1767 after 6:00.

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SEA HA WK 140 - 1978 - Beautiful red, black, yellow sail. Mint condition! $750. Call Jean (213) 880-4735. SKY SPORTS MERLIN - 200 ft. Excellent condition! Used one season. Any offer over $300 takes it. Must sell! (203) 889-2836. SPYDER 192 - 1979 - White, very clean. $850. 1979 CONDOR 269 - Rainbow colors. $1,150. (918) 647-9606 after 5 p.m.

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627 E. Belmont,

HANG GLIDERS OF CALIFORNIA, INC. USHGA certified instruction from beginning to expert levels. All brands of gliders, a complete line of instruments & equipment are available! For information or catalog, write or call: Hang Gliders of California, Inc., 2410 Lincoln Blvd., Santa Monica, CA 90405. (213) 399-5315. HANG GLIDERS WEST-DILLON BEACH FL YING SCHOOL. We sell and service all major brands, parts, accessories. USHGA certified instructors, observers. Free lessons with purchase of a wing. After the sale, it's the SERVICE that counts. Hang Glider West, 1011 Lincoln Ave., San Rafael, CA 94901. (415) 453-7664. Hours 10:00 - 5:30.

MISSION SOARING CENTER Dealer of Seagull, Eipper, Manta, Sunbird and Electra Flyer. With other major brands available. Fly before you buy. End blind loyalty. Demos available. Complete lesson program. USHGA certified instructors, observers. 43551 Mission Blvd., Fremont, CA 94538. SOUTHERN CALIFORNIA HANG GLIDING SCHOOLS, since 1974. Largest and most complete hang gliding center in Southern California. Featuring Delta Wing, Seagull, Sunbird, and the French "Atlas." All other brands available. Large inventory of parts and accessories. Beginner to advanced instruction with USHGA certified instructors. 5219 Sepulveda Blvd., Van Nuys, CA 91411. (213) 789-0836. 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 VEN HANG GLIDING SCHOOL, INC. Serving Southern California. Complete line of gliders, beginner to advanced instruction. USHGA certified instructors. Write or call, Windhaven, 12437 San Fernando Rd., Sylmar, CA 91342 (213) 367-1819. CANADA HANG GLIDING SCHOOL OF UNIVERSAL SPORT. Canadian and USA certified school. Beginner and advanced instruction. Sale of major gliders, sale of Szirony Harness (the only of its kind in the industry). Built-in quick release mechanism. USA and Canadian certified instructor John Szirony, P.O. Box 227, Yarrow, B.C. VOX 2AO Canada Vancouver (604) 298-4389, 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. - Write for our

Save $75 or more! We've cut out the middleman and given you the same quality of the more expensive retail Stereopacks! Plus a noobligation 15-day money-back free trial!

complete line of gliders, power packs, ultralight equipment and lessons, (powered, towed and free-flight). Enjoy our unbeatable prices and fast service. A MOST COMPLETE SHOP. 331 South 14th St., Colorado Springs, Colorado 80904. GOLDEN SKY SAILS. Distributing Seagull, Electra Flyer, Wills Wing, Odyssey and Golden prone harness. Dealing Lancer, Eipper, J&L, Delta Wing, Manta, UFM, Highster and Sunbird. Expert repair and custom work. Largest inventory of parts and accessories in the west. Power packs available. Fast mail order service. We offer regular, advanced, high performance, and tow lessons. All USHGA certified instructors, ratings available. We use the most modern techniques and gliders, two-way radios between instructor and student. Located just west of Denver at the foot of Green Mountain. Call or write for free information (303) 278-9566, 572 Orchard St., Golden, Colo. 80401. CONNECTICUT THE HANG GLIDER CENTER. "Sooner or later you'll be our customer." Rt. 66, Exit 28, 1-84. (203) 628-8853. FLORIDA Unique powered rigid wing flight school. Get checked out in an Easy Riser, Quicksilver and P-Fledgling. Open seven days a week. Power Systems, Inc., 39-B Coolidge Ave., Dept. H, Ormond Beach, FL 32074. (904) 672-6363. IDAHO MOUNTAIN AIR GLIDER SALES. Serving the Idaho area with the best in ultralight soaring equipment and certified instruction. 1144 N. Grant, Pocatello, Idaho 83201. (208) 233-8179. IOWA THE FOUR WINDS! New and used gliders. Power units and complete powered flex wings. Dealer for Bennett, Manta, Soarmaster (we take trade-ins). USHGA Certified instruction with flight simulator Hang Ratings I-IV. Come see our showroom. It'll be love at first flight! 2708 Mt. Vernon Rd. S.E., Cedar Rapids, IA 52403. (319) 365-6057, 366-3989.

Golden Sky Sails, Inc. Introduces

The Golden Cocoon

Using your own special cassettes, strap on your lightweight unit and go! Jogging, Skiing, Skating, Biking, Hiking, Gliding, Traveling, or just plain Relaxing! You'll m,1rvel how it eliminates Mental Strain while incre,1sing your Pace, Rhythm, and Enjoyment 1 Your Stereo Porta[)ak boasts these added features: Famous AKC K-40 "open-aire" headphones, a big 3 watt/channel RMS @8 ohms, Waterproof nylon case available in red, dark blue, orange and yellow colors, Elastic waistband for freer breathing, Extra storage pouch, Long-lasting NickelC1dmium batteries with Charger, and Full Warranty! Chl·lk Jround ,ind nnnp.1rl', t hl'n ~end $ J Jll -t $3.50 ~hipping ,ind h.1ndling !C.1lif. l"l'~idl'nt~ ,1dd o'\, ~<lie~ t,nl to:

* Adjustable for length & shoulder pressure. * Spreader Gars to eliminate hip & foot pressure. * Positive retention bacl~ G thigh strops. The Golden Cocoon 1 105 00

Q..TEQEO ~PORTA

The Golden Prone ·1

PAK

SOUND DESIGN

Stereo PortaPak 6430 Variel #107 B

Woodland Hills, Calif. 91367

FEBRUARY 1980

: Tested _co 6.000 lbs. ~7~ }he Golden Prone 1 7 5 00 Super simple. ~,,_:.:->; ORDER FROM, * Comfortable. .-.~.·.'~' .~~- G Id Sk S ·J I

fJ:~~~ATION

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,~~

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en y a1s, nc. 572 Orchard Street

•. ~ ~ ~<~:~~- Golden, Col~~~~~

Blgbster Alrcralt, Inc. The Highster is the highest performing intermediate glider on the market today, and probably the highest performing wing of all g Iiders certified Iast year.

Top View of Sail

Gentle handling and stability (easy to fly), a re mated with excel lent sink rate, exceptiona I 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 _:J_L/_ at

71(}aJ).IJ))~

150 170 190 -

$1,395 $1,425 $1,455

Bottom View of Sail

In actual flight comparisons and during competition the intermediate Higbster, in overall conditions out performed the top gliders in the world. 1

JEFF i\!OTT, Instructor at Hang Gliders West, San Rafael, CA -

"In all my experience I've never run into a glider quire like the HIGHSTER. Not only do I recommend it to 111)' students as their first glider because of its predicrabiliry, bur all of us at Hang Gliders \'{lest, ,virh a rota! of 17 years in the business, personally own rhe exact same HIGHSTER that we sell co our beginners. Ir's fantastic'"

Approved by

li~;f~1~. Street Address City and State Sizes Available

1508 - 6th ST. BERKELEY, CA. 94710

150 - 170 - 190 Scale

Date

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

1 - 1 - 79

KANSAS :vtONARCH FL YING MACHINES - The Kansas City area source for all major brand gliders, power packs, parts, accessories, repairs. USHGA Certified Instructors. 7624 Marty, Overland Park, KS 66204. (913) 649-1837. 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.

motorized. Located 31, mile from Warren Dunes. We are the oldest school and offer the most professional training in the mid-west. The owners placed 1st and 2nd in Open Class and 2nd in Class I at the '77 U.S. Nationals. We sell and service all brands of kites and motorized units. If you're thinking of moving up - check with us first, your used kite may be worth more than you think. Come fly before you buy. 11522 Red Arrow Hwy., Bridgman, Mi. 49106. (616) 426-3100. SOUTHEAST MICHIGAN HANG GLIDERS. Dealer for UP, Bennett, Sunbird, Electra Flyer, Eipper and Soarmaster. Now featuring powered Quicksilvers. We have kites in stock and take trades or will sell your used glider for you. See us for ratings, repairs and USHGA certified instruction. 2485 I Murray, Mt. Clemens, Mich. 48045 (313) 791-0614.

MICHIGAN MINNESOTA NORTHERN SUN HANG GLIDERS, INC. Dealer for all major non-powered and powered brands. USHGA certified instruction. Owners/managers of the Hang Gliding Preserve, soarable ridge with tramway lift. When in the North Country stop by and test our line of gliders and enjoy the sites. 628 W. Larpenteur Ave., St. Paul, MN 55113 (612) 489-8300. MONTANA

ECO-FLIGHT HANG GLIDERS - Visit our shop in the Frankfort area, hang gliding capital of Michigan. Learn in the safety of the dunes or soar the many coastal bluffs. USHGA certified instruction. Wills Wing, Seagull, Moyes, Bennett, UFM with other brands available. Parts, accessories, repairs, ratings. 826 Mich. Ave., P.O. Box 188, Benzonia, Mich. 49616 (616) 882-5070.

INTERESTED IN FLYING? Write: BEARTOOTH HANG GLIDERS, P.O. Box 21116, Billings, MT 59104. NEVADA FREE AIR SPORTS - Parts, gliders. All major brands (new and used). Certified instructor Ron Rhoades. 40 S. Wells, Reno, Nev. 89512. (702) 786-7329. NEW MEXICO SKY-HIGH, INC. The glider company; certified instruction, beginning - advanced. Rigid wing parts, repairs and all accessories. Dealers for Bennett, Seagull, UP, JL, UFM. 2340 Britt NE, Albuquerque, N.M. 87112 (505) 293-6001.

plete inventory of new gliders, accessories and parts in stock. PENNSYLVANIA BALD EAGLE HANG GLIDING. Sales and lessons. An Aerial Techniques representative. 146 N. Fourth St., Hughesville, PA 17737. (717) 854-5275.

TENNESSEE AIR-POWER INC. - Dealer for all motorized ultralite gliders. Manta and Bennett products also available. Certified instruction. 3832 Guernsey, Memphis, Tenn. 38122. (902) 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. 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. LONE STAR HANG GLIDERS. Electra Flyer, Sky Sports, Seagull, Manta and UFM sales, repair, instruction. 2200 C South Smithbarry, Arlington, Tx. 76013 (817) 469-9159. UTAH THE KITE SHOP AT NATURE'S WAY. Our ECO FLIGHT SCHOOL is Utah's oldest and most experienced, with USHGA Advanced certified instructors. Complete parts and service for Electra Flyer, Manta, and Eipper. Distributor for the new STRATUS 5. 898 So. 900 E., Salt Lake City, Ut. 84102. (801) 359-7913. WASATCH WINGS INC. - Salt Lake's Hang Gliding Center. Located minutes from the Point of the Mountain. Featuring a fully stocked repair shop, USHGA Instructors, 2-way radios, lessons beginning to advanced,

NEW 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. NORTH CAROLINA MID-WEST SCHOOL OF HANG GLIDING. Subsidiary of U.S. Moyes, Inc. USHGA Certified Instructors. All levels of instruction - foot launch, tow, and

KITTY HA WK KITES, Inc. P .0. Box 386, Nags Head, N.C. 27959. (919) 441-6247. Learn to fly safely over soft sand dunes through gentle Atlantic breezes. Beginner/Novice packages and ratings available daily. Com-

THE BEST BOOKS ON THE SPORT HANG GLIDING, the first book on the sport has been· updated 9 times and now includes a special section on motorized flight. 186 pages, 350 illustrations, over 125,000 sold! The complete flying, designing, building handbook and buyer's guide. $6.95 postpaid (Californians add 42~ sales tax). HANG GLIDING MANUAL with Log. The most authoritative. compact, concise, complete and least expensive basio flight manual available. Used as a training text by schools worldwide. $1.50 postpaid (Californians add 9q; sales tax). MANNED KITING. Fly the flatlands with.the 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 24q; sales tax). SEND FOR FREE DESCRIPTIVE BROCHURE

DAN POYNTER, Box 4232-G, Santa Barbara, CA 93103 FEBRUARY 1980

W,A, ROECKER photo by Hettina Oray

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, \Vy. 82601. (307) 266-3731 or 265-7292.

Foreign Schools & Dealers JAPAN Yanaba Hang Gliding School ... 3 day pack system Mt. Kuruma Hang Gliding School ... 3 day pack system Osaka Hang Gliding School ... 2 day lesson ASO Hang Gliding School ... 1 day lesson Beginner to advanced instruction by JAA, JHA certified instructors. We offer a complete line of hang gliders, rentals, sales and accessories. JAPAN HANG GLIDERS ASSOCIATION 1-16-9, Uchikanda Chiyodaku Tokyo 101 Japan. (03) 292-0756.

Business Opportunities DEALERS OR FUTURE DEALERS; Winclhaven International has the complete line of hang gliding equipment to fit your business needs. Write for our complete catalog and confidential discount sheet to: 12437 San Fernando Rd., Sylmar, CA. 91342 (213) 367-1819.

$5.00 to: Weedhopper of Florida, Box 50961, Jacksonville Beach 32250. (904) 246-2568. NORTHERN SUN INC. The industry's most experienced rigid wing builders offer the following: Custom built CGS powered Easy Riser, $2,590. Custom built unpowered Mitchell Wing, $2,690. Call or write: NSHG, 628 W. Larpenteur Ave., St. Paul, MN. 55113 (612) 489-8300. ULTRALIGHT FL YING MACHINES OF ATLANTA. CGS powerpacks, landing gear, Soarmaster, tune pipes, harnesses, instruments etc. Pre-built by A&P and kit form. Immediate delivery, free instruction. Other kits include Mitchell, VJ, Quickie, Hummer, Weedhopper, Catto. (404) 458-4584. #4 Aviation Way, POK Airport, Chamblee, GA 30341. WINDHA VEN. The ultralite power center of California has complete facilities and information on power packages and adaptations. We sell completed Easy Risers and Mitchell wings too. Call or write: 12437 San l'ernando Rd., Sylmar, Ca. 91342 (213) 367-1819. QUICKSILVERS, Easy Risers and P-Fledges - with or without landing gear or engines. Sales and instruction seven days a week. Send $4 ($5 foreign) for our new color brochure. Power Systems, Inc., 39-B Coolidge Ave., Dept. H, Ormond Beach, FL 32074 (904) 672-6363.

Miscellaneous TORREY PINES 1979. Text by Don Betts. Photos by Bettina Gray. Pictorial review of hang gliding at Torrey

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

ODYSSEY PRODUCT PORTFOLIO. Has everything for the hang gliding enthusiast. Gliders, emergency parachutes, instruments, harnesses and accessories. Financing available. Visa and Master Charge welcome. Dealers, inquire on letterhead for discount information. For PORTFOLIO, send $1.00 (refunded on order) to ODYSSEY INC., P.O. Box 60, Wilton, N.H. 03086.

Publications & Organizations SOARING - Monthly magazine of The Soaring Society of America Inc. Covers all aspects of soaring flight. Full membershi() $20. Info kit with sample copy $2.00. SSA, P.O. Box 66071, Los Angeles, CA 90066.

Ultralight Powered Flight MOTORIZED HANG GLIDERS OF FLORIDA. Factory authorized dealer for "WEEDHOPPER" - a high performance ultralight rigid wing, tricycle gear, stick control. Complete "WEEDHOPPER" information

FEBRUARY 1980

METAL LICENSE PLATE FRAMES "I'D RATHER BE HANG GLIDING". White lettering on a blue background. $4.00 including postage and handling. Californians add 6% tax. USHGA, Box 66306, Los Angeles, Ca. 90066. The rate for classified advertising is 30¢ per word (or group of characters). Minimum charge, $3.00. A 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 l !Ii months preceding the cover date, i.e., Feb. 20 for the April issue. Please make checks payable to USHGA: Classified Advertising Dept. HANG GLIDING MAGAZINE Box 66306, Los Angeles, Ca. 90066

TYPE: 1977 Seahawk 170. SAIL PATTERN: Keel out Black, orange, yellow, orange, yellow, black. Black leading edges. Reel bag with blue tip. WHERE AND WHEN: May 17, 1979 from Virginia Beach, VA. DISTINGUISHING FEATURES: Upper wires, deflexors and bolts not taken. Mount for Chad unit on right down tube. CONTACT: Bob Hayman, 1029 Cordova Rd., Ft. Lauderdale, FLA 33316. Phone toll free: (800) 327-5826.

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.

Parts & Accessories

PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $ l. Decals, 3 !I," dia. Inside or outside application. 25¢ each. Include 13¢ for postage and handling with each order. Box 66306, Los Ange 1es, CA 90066.

TYPE: Cumulus 10. WHEN: May 12, 1979. SAIL PATTERN: Center out, white, yellow, brown. Blue bag. CONTACT: Mike Adams (805) 967-2448.

Emergency Parachutes

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., Sylmar, CA. 91342.

TEE-SHIRTS with USHGA emblem $5.50 including postage and handling. Californians add 6% tax. Men's sizes S,M,L,XL. BLUE/ORANGE. USHGA, P.O. Box 66306, Los Angeles, CA 90066.

TYPE: Cirrus SA #1425. WHERE AND WHEN: Saturday, June 2, 1979. SAIL PATTERN: Center out: brown, white, yellow, gold, orange, white. Brown leading edge. Orange and yellow are reversed on opposite sides. Reward. CONTACT: Rod Lamborn, 4016 Ralph St., Salt Lake City, Utah 84117. Phone: (801) 278-5959.

ROCKY MOUNTAIN EMPLOYMENT NEWSLETTER!! Colorado, Idaho, Montana, and Wyoming!! Current openings - all occupations!! Write for free details 10 lntermountain-3M, 3506 Birch, Cheyenne, WY 82001.

THE HANG GLIDER SHOP - now distributes Free Flight Enterprises' reserve parachutes and harnesses. Dealer inquiries invited. (213) 943-1074. 1351 Beach Blvd., La Habra, Ca. 90631.

Pines. 40 pages of photos, maps, flying regulations, and history of the area. Excellent booklet for those who have only heard of Torrey Pines. Booklet can also be purchased at site. $2.50 each (encl. pstg.). USHGA, P .0. Box 66306-HG, Los Angeles, Calif. 90066.

TYPE: Phoenix 12. WHERE AND WHEN: Point Fermin, CA, Oct. 28, 1979. SAIL PATTERN: Blue center, leading edge and tips. Center out: white, yellow, orange, red. Two star patches on right wing. CONTACT: Johnny Gauthier, 21 E. Plymouth, Long Beach, CA 90806. (213) 422-3207. TYPE: Electra Floater 205 #001699. SAIL PATTERN: Brown leading edge and keel pocket. Panels I & 2 white, 3 split brown, orange, gold, 4 & 5 white, tip yellow, gold, brown. EQUIPMENT: Hummingbird vario #BI 006, blue Price harness with Bennett parachute in white container, Sears walkie talkie and white helmet. WHERE AND WHEN: Fishers Peak landing field, Low Gap, N.C., Oct. 8, 1979. $300 reward. CONTACT: Randy Newberry, P.O. Box 65, Bland, VA 24315. (703) 688-3703 collect. TYPE: Phoenix Super 8 Reg. SAIL PATTERN: Keel out; black, red, orange, yellow, black tips and leading edges. WHERE AND WHEN: IO miles north of Poncha Springs, Colo. on US 285 on July 11, 1979. DISTINGUISHING FEATURES: SIN 340. CONTACT: Jim Zeise! (303) 539-3335. $100 reward. TYPE: Phoenix 60 155 SL #36. WHERE AND WHEN: Salt Lake, July 8, 1979. SAIL PATTERN: Red keel panel, split gold, remainder black. CONTACT: Diann Ferris, 334 4th Ave., Salt Lake City, Utah 84103 (801) 322-3712. TYPE: CGS Falcon Five Plus, quick set-up. SAIL PATTERN: Keel out - Light blue, dark blue, red, black, white. No cover bag. WHERE AND WHEN: Lexington Reservoir near San Jose, CA June 7, 1979. CONTACT: Mike Ziaskas, 200 Hollis Ave. #30, Campbell, CA 95008, (408) 379-6500, or Art Markiewiez at (714) 968-6129.

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: Dragonfly MK!. SAIL PATTERN: Purple leading edges and center, red wing. DISTINGUISHING FEATURES: Bennett tensioners, l/8" wing wires. CONTACT: Bob Henderson, 10842 NE 68th, Kirkland, WA 98033 (206) 828-0570. TYPE: CGS Falcon V. SAIL PATTERN: Black leading edges and keel. Keel out: orange, yellow (three panels), tips: orange, yellow, orange. DISTINGUISHING FEATURES: Flybox set-up, vario bracket, CG Falcon V in ripstop on right wing. Blue bag, red flag (#0491). WHERE AND WHEN: San Diego, CA 92120. (714) 265-0455. TYPE: Wills Wing XC 185 #2277. WHERE: Lauden, Tenn. DESCRIPTION: Al! blue color panels, white leading and trailing edges. CONT ACT: Mel Charles, Rt. 2 Box SIA, Oliver Springs, Tenn. 37840. Reward. TYPE: Phoenix 6B serial #182. SAIL PATTERN: From tips in; black, gold, orange, lime, dark blue. Black patch on one wingtip. CONTACT: Scott Hunter, 220F West Tujunga Ave., Burbank, CA 91502. As a service to the hang gliding community, HANG GLIDING Magazine publishes 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. New listings appear at the top of the column.

t3 ON , ?. OL.YMflLJ

10M,10

I.LOWING GL.10 180. SKY S SIRO S R UP FIREFLY WI WIN ,

FlOX 4207, SCOTTSDALE. APIZONA /352E'>B · (602) 91187494

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Edited by John Ballantyne Sky Line Capitol Hang Glider Association P.O. Box 64 Annandale, VA 22003 Editor Barbara Coberly Business matters at the last meeting included announcements of the Ellenville Balloon Festival on Sept. 28, the Hammondsport X-C Fly-In on Oct. 13 and a letter from Fredric Reutch of Switzerland wherein he detailed an unfortunately repressive governmental environment that inhibits hang gliding in that country. It is easy to see that type of situation as a harbinger of what may someday happen here in the good ole U.S. if the FAA becomes too involved in hang glider operations.

Ultralight Pilots Association 908 Lexington Ave. Charlotte, NC 28203 Now that we are USHGA sanctioned, here are some newsbriefs that have been happening in our club. We started at the first of last year. Our officers are Scott Lambert, president, Doug Williamson, vice president and Dave Canup, secretarytreasurer. We have monthly meetings and films and about 20 members in the Charlotte area. The club has had several cook-outs, a towing and tandem demonstration and we hope to pull off a charity fly-in in February in memory of our good friend Steve Green.

Ultralight Flyers Organization P.O. Box 81655 San Diego, CA 92138 Editor Becky Matros Meeting Oct. 24, 1979 We discussed the huge success of the Big Black Fly-In. There were 109 official contestants, and enough money was generated to meet all expenses and to cover the cost of the insurance for Big Black and Butterfield. It was moved and passed that Rich Matros look into making arrangements for club members to give blood donations so that all club members will be covered in an emergency. Becky Matros is going to research getting an answering service for the club to facilitate cross-country flying. FEBRUARY 1980

Hudson Valley Hang Gliding Association Editor Lori Mccarron We have done a lot of flying recently as a hedge against the cold and snowy winter. Oct. 21, we all received or renewed our turbulence rating at one of our nearby 1,400-foot AGL soaring sites. The air on the mountain was fairly smooth, and most got 1,000 to l,500 feet over takeoff, but the trip out to the landing area will not be forgotten soon. Several people have ordered parachutes since then. Through the dedicated efforts of President Ed Green, we have convinced the state of New York to allow flying at the state park near us. This is the first time in our area that state lands have become available for flying. Details are still being worked out.

The Lilydale Park Board has asked NSG to submit a critique evaluating the Lilydale site in terms of usage by NSG in its present status, and if usage would increase should a new and better launch site become available. Brooks Beebe, who has put a lot of time and effort into getting this site off the ground, is helping to put together a committee to visit the site, study the proposed launch area and then write an honest evaluation. The site is rarely flown at present. This evaluation will also determine whether NSG will reinsure the Lilydale site next spring when renewal time comes around.

r GET ORGANIZED! Here s a set of 4 sturdy hies that holds over 4 years of yow lr1vo11te 8'·1 , 11 magazines

4 MAG FILES $4.95 Send $4.95 plus $LOO for poslage and handling lo.

DOM INDUSTRIES P.O. BOX 388-V DOVER, N.H. 03820

Connecticut Hang Gliders Association 23 Audette Dr. Wallingford, CT 06492 Editor John Hamelin

•

Paul Rikert from the SNYHGC made a report of the new proposed flying conditions being considered at Ellenville. In brief, the situation is this: Bob Dornick plans to charge $45 a year or $5 a day to fly the top launch. The New York Club is considering this, but they want certain rights and guarantees spelled out first. To this effect they have engaged an attorney. During the discussion it was not entirely clear whether Dornick in fact owns or has the right to charge for the use of the actual launch. As a point of information, the road launch remains free. Paul wanted some expression of opinion from us on how we felt about this development. CONFUSED BY ALL THE GLIDERS AND RELATED EQUIPMENT?

Northern Sky Gliders P.O. Box 364 Minneapolis, MN 55440 A board of directors meeting took place Oct. 30, 1979 during which several sensitive items were discussed. One of these items -the banning of powered ultralight flying at any Northern Sky Gliders leased, insured or managed site - will be brought to a vote before the general membership at the upcoming meeting.

CALL OR WRITE TODAY! Scott Lambert Scott's Marine, Inc. 908 Lexington Ave. Charlotte, NC 28203 (704) 376-7348 Send for free catalog Dealers for: Moyes, Seagull, Wills Wing, Manta, UFM, Pterodactyl, and Soarmaster

The 1980

ledge 2

E PERFORMANCE - WE 'VE MADE I

QUICKSILVER C (MODIFIED)

The hang glider for airplane pilots is the airplane for hang glider pilots. The Quicksilver Is the fixed wing that offers flex wing portability, setting up In fifteen minutes without tools. It is the only ultralight anything with a tail for the maximum in assurance of stability. The Quick' has a safety record that challenges all other designs. The Quick' is the only advanced craft offered in budget-saving kit form . . . it has been for seven years. But, don' t worry, 20-25 hours is all you must invest as we've done all the difficult steps for

you. ~IDEA-GRAPHICS and EIPPER-FORMANCE INC .

Fly it with power, as so many have done, or fly it without. You' ll become advanced easily in this simple to learn to fly glider. It can be all the gliders you'll ever need to own. There's a good feeling about flying an Elpper.

@ppar Fo,mcmcc inc 1070 Linda Vista Drive San Marcos.Ca. 92069 (714) 744 -1514

Wing Span .. ............. 32 ft. (9.6 m) Wing Area .. . ....... 160 sq. ft. (14.4m2 Aspect Ratio . . . . . . . . . . . . . . . . . . . . . . 6.4 Empty Weight . .......... 68 lb . (30 kg) Pilot Weight Range . . . . . . . . 120-220 lbs. (54kg-100kg) PERFORMANCE Cruise Speed . . . . . . . 22 mph (35 km/hr) Maximum Speed ... . 40 mph (64 km/hr) Stall Speed ......... 18 mph (29 km/hr) Best L/D . . ........................ 7:1 Minimum Sink . ............. 250 ft/min (1 .25 m/sec) ENGINE -

Chrysler 82026 Two Cycle

Power ... . .. . ..... . ... 13 h.p. (9.75 kw) Thrust. ................ 110 lbs. (50 kg) Fuel Capacity ............ 1.7 gal. (6.5 I)

sunww • IUNMD llfflCIS

OCEAN PACIAC SUNWEAR

M3t2 Chllmllers Road

Tustin, Cal if. 92680