USGHA Hang Gliding March 1980 by US Hang Gliding & Paragliding Association

EAGLES

THE

'Patents Pe nding (only on our EAGLE of cou rse)

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 makes the craft extreme ly stall resistant and provides pitch stability without performance loss associa ted wi th conventional tailed aircra ft . Our EAGLE has demonstrated takeoffs and land ings with no pilot input. For flight control. what cou ld be easier than a steering wheel? With o ur steerable nose wheel you can also taxi with complete control. For ground transportation ou r EAGLE completely folds up like a hang glider in on ly 25 minutes. No need for a trailer or special racks . It e ven breaks down to 12-foot lengths for shipment.

SPECIFICATIONS Empty Weight 115 lbs. Max Takeoff Weight 315 lbs . 10 hp Power PP-106 Nose Angle 145 ° Aspect Ratio 8.1 Wing Area 160 Ft.' + 18 Ft .' Span 36'

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

75'

so·

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 53395° 0 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

HUNTING 11111111~1 IPIIII 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

- - -

Address City _ _ _

- - - -- - -

State, Zip Phone No.

Age _ _

Name

----

Address

City

State, Zip

Phone No.

Age _ _

Phone No. - - - - - - Age _ _

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 pilotin -beginner, intermediate, even professional competitor-Delta Phoenix 6D has something for your own individual seasoning.

From its fully adjustable roll response to its wide range of speeds, the 60 will surprise you with its versatility and undemanding flight 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 aJJoys (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 Ollce Box 483 • Van Nuys. California 91408 • (213) 7SS.2474 • Telex No. 65-1425

EDITOR: Gil Dodgen ASSIST ANT EDITOR LAYOUT & DESIGN: Janie Dodgen STAFF PHOTOGRAPHERS: Leroy Grannis, Bettino Gray, Stephen Mccarroll ILLUSTRA T!ONS: Cathy Coleman CONTRIBUTING EASTERN EDITOR: Paul Burns OFFICE STAFF: MANAGER: Carol Velderrain Kathy Coleman (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

ISSUE NO. 86

Hang Cliding CONTENTS

FEATURES

TELLURIDE FLYIN'

FELLOW FLYERS Nature's Gliders

EXECUTIVE COMMITTEE: David Broyles Dovid Anderson Jay Raser USHGA REGIONAL DIRECTORS REGION l: Michael Pringle, Doug Hildreth REGION 2: Wallace Anderson, Jan Cose 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 8: 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 Licher. 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 FAI 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 treote further in1erest in the sport. by o means of open cummunication and to advance hang gliding methods and safety. Contributions ore welcome. Anyone is invited ro contribute articles. photos. and illustrations concerning hang gliding activities. If the material is to be returned. a s1amped. self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publica1ions. HANG GLIDING magazine reserves the right to edt contributions where necessary. The Association and publicotion do not ossume responsibility for the material or opinions of contributors.

HANG GLIDING magazine is published monthly by the United Stoles Hang Gliding Association. inc. whose moiling address is P.O. Box 66306. Los Angeles. Calif. 90066 and whOse offices ore located of 11423 Washington Blvd., Los Angeles. Calif. 90066: telephone (213) 390-3065. Second.class postage is paid at Los Angeles. Calif. HANG GLIDING magazine is printed by Sinclair Printing & Litho. Alhambra. Calif. The typesetting is provided by 1st Impression Typesetting Servi;::e. Buena Pork. Cqlif. 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 flight. Membership is open to anyone interested in this realm of flight. Dues for full membership ore S20 per year (S21 for foreign addresses): subscription rotes are $15 for one year. $26 for two years, $36 for three Y$CfS. An introductory six-month trial is available for $7.50. Changes or addres_s should be sent six weeks in advance. including name. USHGA membership number, previous and new-oddres$, and a moiling label from a recent issue.

MARCH 1980

26 31

THE ART AND LORE OF THERMAL SOARING - Part II HANG GLIDING IN NEWFOUNDLAND

Photo essay by Leroy Grannis

Article and illustrations by Barbara Graham

©Copyright by Dennis Pagen

Article and photographs by Carroll Redden

EVERYTHING YOU ALWAYS WANTED TO KNOW ABOUT THE HGMA, BUT DIDN'T KNOW WHOM TO ASK by Mike Meier ED LEVIN - First official hang gliding park in the South San Francisco Bay area Article and photographs by Terry Ferrer

A BIT OF HANG GLIDING HISTORY

Article and photograph by Dave Dunning

1979: A Pivotal Year In HANG GLIDING'$ IMAGE

by Vic Powell

DEPARTMENTS 4 ULTRALIGHT CONVERSATION 4 INDEX TO ADVERTISERS 9 CALENDAR 10 BIRD'S EYE VIEW by Lauran Emerson 12 NEWS AND NEW PRODUCTS 43 CARTOON by Harry Martin 47 CLASSIFIED ADVERTISING 53 STOLEN WINGS COVER: An unidentified pilot sets up a landing approach against Telluride's changing colors during the 1979 fly-in. Photograph by Leroy Grannis. See photo essay, page 14. CENTERSPREAD: Winter flying at scenic Sand Turn, WYO. Ron Richardson pilots the new 1980 Sirocco Ill. Photograph by Carnalla Fiala. CONSUMER ADVISORY: Hang Gliding Magazine and USHGA. Inc., do not endorse or take any responsibility 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 glider are urged to study HGMA standards. Copyright ,f; United States Hang Gliding Association. Inc. 1978. All rights reserved to Hang Gliding Magazine and Individual contributors.

CJLTRALICittT CONVERJATION Response to L.D. Hewett Dear Editor, In a recent let1er, I..D. Hewett sewrel\' criticized the USHGA for forcing American pilots to ny "obsolete" gliders. I hal'e heard similar sentiments expressed by sel'eral other pilots. I would like 10 present some facts and obsen,Hions ll'hich bear directly on the question of whether the American systems for self-regulation are "stifling competition, creati\'ity, and inno\'ation, '' as !'vlr. Hewett clai,m. First, I would like to point out that the USHGA and the HGivIA are two separate organi1.ations. The USHGA did not require that gliders competing in USHC,A sanctioned competitions be certified to "force compliance with their certification program" as :vlr. Hewett claims; it wasn't their certification program at all' The USHGA has no program for glider certification. What actual!\' happened is this: in 1976 U.S. manufacturers, concerned with learning more about thme design parameters which bear directly on pilot safety, formed the HC,ivIA, and began working on a set of airworthiness standards by which the airworthiness of a glider could be objecti,·ely determined. The rnembe, manufacturers then asked the USHGA to require certification for gliders in competition, feeling that this was the only al'ailablc lc1·erage that could be used to insure a rnfficient lel'el of compliance ll'ith the costly and time consuming certification program for the program to sur1·il'e. The USHGA reluctantly agreed, and has continued to support the HGMA in spite of the tact that they received little cooperation from the HGi\1A in the ll'ay of glider specifications necessary for meet directors to determine whether a competing glider was, in fact, certified. For this support of a worthwhile program, the USHGA should be commended rather than condemned. Mr. Hewett claims that the results of recent international competitions prol'e the superiority of foreign gliders, but I ha1·c a hard time buying that. They are certainly not superior in safety; American designs have a far better safety record. It seems to a number ol' careful observers that some foreign designs may have a slight adrnntage (perhaps 2/lO's of a point in L/D) in pure performance over some American designs, but if indeed they do I expect that it will not last through the coming model year. Mr. Hewett's contention that the glider he buys tomorrow will be "inferior to the state of the art simply because the manufacturer has had no opportunity today to observe how the ingenuity of others has paid off, and to incorporate some of these improvements into his 011·11 design" is completely ludicrous. There is nothing

to prevent American designers from borrowing freely from any successful innovations that show up on any foreign gliders, in fact it happens all the time. Mr. Hewett's suggestion that "safe but uncertified" gliders be allowed to compete, ignores the problem of how one determines that a glide, is safe. I would think that compliance with HG1vtA airworthiness standards would be a 111i11i11111111 requirement to indicate the safety of a design. I can't think of any simpler set of tests to determine a glider's safety. In fact all American designers with whom I have discussed the subject have said that the HGl\·IA program, far from stining their design efforts, has helped them, by providing a source of hard data and a set of standardized testing methods. Mr. Hewett's contention that the USHGA's abandoning of its supports ror the HGMA could "el'entuall)' save (his) life" seems completely absurd.

INDEX TO ADVERTISERS 46

Advanced Air Sports .

24 ...... 35

Agur .. Aerial Techniques ..

. .. 9

ATS Systems ..

2, 8, 41, 47 24 .. 52

Bennett Delta Wing Gliders .. Duncan ..... . Eco-Nautics Inc .. Eipper .....

IBC

Electra Flyer Corp ............... .

IFC

50 24,52

Glider Rider . Hall Hang Glider's Bible ............ .

Mike Meier Tustin, CA

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

Highster ... KwikClamp.

Dear Editor,

Kite Enterprises ....

1 would like to respond to what I view as a relatively irresponsible and shortsighted argument put forth in January's issue by a Dr. L. D. Hewett. Referring to Chris Price's concern over low American rankings in world competition, Dr. Hewett draws some very questionable conclusions as to why the USHGA's safety program is responsible and should be abandoned. He suggests that safety certification slows design acl\'ance and European gliders are better because they are not subject to this restraining influence. He further states that competition is impeded because many "great" U.S. pilots fly uncertified gliders and therefore cannot compete. I doubt that either of these assumptions has any validity whatever, because in the first instance, European certification standards arc quite rigorous and exert the same type of restraint on design advance. In the second place, there has been no demonstrated monopoly by any particular glider or manufacturer in world class competition. The "potentially valuable learning experience" that Dr. Hewett feels we should all benefit from is an ill-clcfinec! one at best. At the American Cup I had the opportunity to observe some of the dynamics of world class competition and a number of variables that influenced the outcome. It is reasonable to extrapolate from these observations to a general consideration of all international competition because the same factors are always present (along with a minimal luck factor). I personally interviewee! each of the English pilots competing in the Cup regarding a wide variety of factors relevant to their overall performance and I can assure Dr. Hewett that there was a hell of a lot more involved than simply "better equipment" or "gimmicks." first, and probably the dominant reason for the obvious superiority of the English pilots, is a matrix of what can be referred to as psychological factors. These include vigilance and attention to task, mental discipline, emphasis on competition, and group (rather than individual)

Leaf .......... .

Kitty Hawk Kites .

52 ....... 55 19,52 .......... 24,51,52 .............

Litek ..

Manta Products ..

.. ....... 40

U.S. Moyes .....

....

Ocean Pacific ..

.. BC

.. 13 .... 49 .... 51 27 45

Odyssey .. Pagen. Poynter Books . Price Company .. . Scott's Marine ... . Seedwings ..

Snyder Ent.

Soarmaster

.......... 48

Sound Design . Sport Death .. Striplin Aircraft .... . Ultimate Hi .... . Uttralite Products .... USHGA ... ..

19 49 10 19 20 I, 19,30,42

Volmer ... . Wills Wing, Inc. Windhaven ....

... 11,27 23,25,35,45

AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing 1Yi months preceding the cover date, i.e. Mar. 20 for the May issue.

HANG GLIDING

W,A, ROECKER photo by Hettina Oray

orientation. These factors alone far outweigh any other single or multiple causes that came into play, and in combination with other, more overt considerations, made the British unbeatable. George Worthington made reference to this prior to the Cup in his analysis of the field and the probable outcome - needless to say, he was proven right. The real lesson lies here. These psychological factors, in combination with the amount of preparation specifically for the American Cup, constant precision drilling, familiarity with the tasks, top-to-bottom communications, and the inherent differences between the British League system and the American regionals system, made it inevitable that the British would win. In addition, it is interesting to note that a week later, in Guatemala, these same British pilots did not come out on top. The fact that it was not a team competition, and that many of the elements were missing that had been part of the Cup strategy, put the competing English pilots on their own and removed the advantage. Even flying the "superior but uncertified" gliders that Dr. Hewett feels made the difference in world competition, the best the British could do was sixth place. The first five spots were taken by safe and certified American-made gliders. I am not implying that American designs are better because they are safer - that might be tough to prove. But to shift the blame to safetyconsciousness rather than to the human factors of mental readiness and organization is a dangerous proposal that could put hang gliding into a totally untenable position. David Wilson Flaming Rainbow University Tahlequah, Oklahoma

Dear Editor, I would like to express my support for Dr. L.D. Hewett's call for a reduction in USHGA regulation of sanctioned competition. While I (unlike Dr. Hewett) fully support certification of gliders sold to the public, 1 firmly believe that the USHGA should immediately act to allow noncertified gliders in the regional and national competitions. The USHGA is without question suppressing creativity and innovation in U.S. glider design by restricting these competitions to certified gliders. One result of mandatory certification of competition gliders is the effective prevention of new companies from entering the mainstream of the U.S. hang gliding industry. Regional and national competition success, or at least exposure, is needed by a new manufacturer to obtain the financial backing necessary to gear up for production of new and innovative designs. The time and expense necessary to certify a glider is prohibitive to most would-be manufacturers, thus they are automatically precluded from the competition exposure that is vital for their success. That this is true is evidenced in the distinct lack of new American manufacturers entering the market in the past two years. Another result of mandatory glider certification is the virtual absence of new foreign gliders from the U.S. market. Almost none of the fine gliders now competing in Europe, Canada, or

Australia are available to U.S. competition pilots. The foreign manufacturers realize this, hence they export no gliders to this country and we are denied exposure to any of the design advances happening outside the United States. The end result of the USHGA's competition policies is the existence of an inbreeding, stagnant U.S. hang gliding industry that is rapidly being outclassed by foreign manufacturers. I do not question the value of HGMA certification of gliders released for sale to the public. In this area safety and the prevention of government interference are of prime importance, and I believe that the HGMA is working diligently and successfully to further these goals. However, because of the very nature and history of the regional and national competitions, the issues of safety and governmental interference do not require glider regulation. Indeed, 1 strongly feel that both the industry and the pilots would be far better served if there were no restriction on uncertified gliders. Chuck Hobson Solana Beach, CA

Membership Drive Dear Members, Membership is where the money comes from to make the organization run. It also gives us the clout we need when dealing with the FAA or other groups. More membership will mean that we can expand our benefits. In 1980 we are pushing a membership drive. We want each new pilot to be a member of the USHGA. Renewal rates have been 620Jo each year, with only 400Jo new members - a growth rate of only 20Jo. Haven't you noticed how much more crowded your favorite soaring site has become? We know the flyers are out there. Take a look at the limited-production hawk T-shirt be Jerry Bishop, offered free in our new ad. You know why you are a member. Go out and convince a few other people to join. The reward is well worth it. You not only get a beautiful T-shirt, but a stronger association. Tell your local Director what you don't like; don't gripe to your buddies. If your Director isn't listening, or is not available, write to us at 5913 N.W. Creek View Dr., Kansas City, MO 64152. Or call at (816) 741-5968 or 587-1326. We don't take collect calls, but we will develop and forward as many ideas as possible to the Board of Directors. Dick and Terri Turner Membership and Development Committee

Medical Information Dear Editor, It has been drawn to my attention that we unthinkingly make an error that could cost us our lives. Fortunately, it is a problem that is easily solved. The problem occurs after a crash and concerns medical aid. You cannot receive any surgical care without the consent of next of kin if you are not

conscious. To solve the problem take a moment and write down the phone number and address of next of kin and put it in your wallet. The hospital will know whom to call, that is unless you fly without your wallet. In that case a pocket on your harness marked "Medical Information" would be the solution. Along the same lines information on allergies, medications currently being taken, chronic diseases, and the name of your insurance agent, will expedite emergency care. If you are living with someone include his/her name and phone number. These items only take a moment to write down and are critical to rapid and accurate medical care. John Ballantyne Van Nuys, CA

Turning: A Proposal Dear Editor, l feel, as do Mr. Heeg and Price in recent letters, that aerobatic maneuvers have their place, and to hide one's head in the sand and deny their existence and worth is to deny the value of the sport itself. There are two methods of learning and performing "radical" maneuvers in hang gliders. One is to simply fly rowdy, trashy air and attempt to survive. The second method is to fly glassy smooth air and learn how your glider performs with your input. I prefer the latter; it gives one the skills and confidence needed to maintain a certain level of comfort when he finds himself pointed straight at the ground. l would like to suggest a means by which performance data can be used in conjunction with data collected from various regional, national, and international competition meets by outlining a new task to be assigned when weather and site conditions permit. The combined data would give a more complete picture of what a glider's total performance is. Pilots who contemplate flying in turbulent air or who enjoy frequent highbanked maneuvers would have a good idea of what they were buying by having access to these data. The task is a series of maneuvers which include two high-bank wingovers and two 360° turns. Herc's how it could work: First, a minimum of 1,000 feet of ground clearance is required. Next, smooth air is imperative, as a glider in a 100° bank, stalled, is extremely susceptible to going inverted. Now: From a heading directly into the wind or toward a predetermined heading in calm air, at a given point over an observer, the pilot executes a minimum 70° bank wingover to the right and completes it in a 180 ° change of direction (finishing directly downwind), followed by a minimum 70 ° bank wingover to the left, finishing the turn in another 180° change of direction, thus returning to the original heading. This maneuver is then linked to a 360 ° turn to the right and a 360 ° turn to the left, finishing the series by returning to the original heading. All maneuvers are done as quickly as possible with a minimum loss of altitude. Stopwatches are started by three observers when the glider begins its initial turn, and are stopped when the original heading is gained. HANG GLIDING

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

Top View of Sail

Gentle handling and stability (easy to fly), are mated with excellent sink rate, exceptional LID at high speeds, and one of the quickest roll rates in production (highly maneuverable). Due to extensive research by Michael Giles, the tips have been imp roved in 1979, increasing sail area allowing the Higbster to achieve its maximum performance in lift conditions, whether ridge or thermal. All models of the Highster now have much better slow speed capabilities and take-off characteristics. Higbster sti 11 has the highest speed range of any glider tested. 150 170 190 -

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

Bottom View of Sail

In actual flight comparisons and during competition the intermediate Higbster, in over a 11 cond itions out performed the top gliders in the world. 1

JEFF il!OTT, lnsrrucrnr at Hang Gliders \v'cst, San Rafael, CA -

"In all my experience l\·e never run into a glider quite like the HIGHSTER. Nor only do I recommend it tu my srudents as their first glider because of irs prcdicrabiliry, bur all of us ar Hang Gliders \v'esr, with a rota! of 17 years in rhe business, personally own the cxacr same HrGHSTER that we sell to our beginners. It's fantastic!"

Approved by

11~4~1~. 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

A time is averaged from the three watches and entered as "time." Handicaps may be needed to account for wing-loadings. To my way of thinking, a competent pilot flying a true high performance hang glider should, with a little practice, be able to execute this series in less than 15 seconds and lose less than 500 feet of altitude. Obviously, this series is not designed for intermediate pilots, non-certified gliders, or trashy air. It is a pure delight to watch or experience when clone properly, and enough pilots exist throughout the world who are qualified to execute it that I feel its time has come. I suggest that only pilots with adl'anced or master ratings and a minimum of 100 air hours a1tempt this series, as disorientation can easily occur and mistakes can be costly.

George Worthington for several statements he makes in his letter concerning supine performance. George, in your first paragraph you state, "Steve Moore ... was unable to resist the alluring temptation to assume." In your last paragraph you say, "l personally have never flown ... supine. I feel, from long observation and thought about the question ... " Come on, George! Don't be such a fuddy duddy. Don't assume anything about supine until you try it. You might surprise yourself. As soon as the manufacturers realize that there arc supine pilots anxious for supine control bars, perhaps we'll see an improvement in the situation. Until then, any supine pilot interested in our ''short bar" may receive free details by sending a SASE to my address below. Tom Cassetta G. Scott Poley 223 East Lafrance Street Elmira, NY 14904

Dick Gammon Cloverdale, OR

Try It; You'll Like It Dear Editor, We have just finished reading George Worthington's critique of Steve Moore's "Supine is Better" philosophy and felt compelled to help Steve "carry the torch" for supine pilots. We'll not argue in terms of performance, however, because a true comparison would involve many control factors that have not, to our knowledge, been incorporated in previous testing. We believe that George \Vorthington's efforts to compare at Torrey Pines were an admirable attempt, yet similar testing at our own sites has shown supine to be superior. We do not claim our comparison to be 1he definitive answer - there arc just too many variables in any such comparison. We believe the real issue here, if it is any issue at all, is one of pilot preference. It's true, we supine pilots arc a minority, but that is how we enjoy flying. And enjoyment is why we fly, isn't it? We believe that manufacturers keep us at a disadvantage by producing excessively large control bars (suited for prone). This situation forces supine pilots to either suffer with the stock control bar, or else devise homemade modifications that are, of necessity, home-tested. (Thanks to Steve Moore for providing the inspiration, we are presently fabricating several Seagull "short bars," the prototype of which has shown supine to offer equal control, speed range and takeoff/landing characteristics to prone. We can hear Seagull screaming now. Relax boys, we changed nothing but the bottom bar.) Scott: I began hang gliding three years ago, flying supine and enjoying every second of it. Last year, at the urgings of fellow pilots, I tried prone. Lo and behold, l was an instant convert. I ran out and purchased a $120 prone harness, I bought prone wires, I even began grossing out my old fellow supine pilots. Gradually, the lure of "the birdman effect" wore off and I found that I just couldn't relax while proning out. This past autumn I went back to supine (with the short bar described above). I'm in love with flying again. Before signing off, we would like to chicle

Letter To The Czar of Mars

VOLMER AIRCRAFT Blueprints Now Available

VJ-24 Sunfun • Airplane controls • All metal. except fabric • Easy to build •Semi-cantilever.monoplane hang glider • Send $2 for brochure • Sunfun engine installation. allowing takeoffs from level ground-Brochure $2.00

Dear Czar: During our last visit to the planet Earth we made a stop in quadrant 4808. This area is known to humans as the White Mountains. As usual we observed the current activities of Earthlings. While hovering at 12,000 ft. our lookouts made note of some unusual flying vehicles the humans have employed. Upon closer investigation these new vehicles appeared to be some sort of aircraft. It is our opinion that the primary purpose of these aircraft is to get down from the top of mountains. Most of the aircraft are made by taking small rods of metal and wrapping them with fabric. These fabric-wrapped rods arc then tied together with wire. Not all humans use this mountain descent technique. The ones who do, though, arc quite proud of their aircraft. They assemble the craft ancl put them on display for hours at a time. In fact, they get so excited about their wares that they rapidly mill around from craft to craft. The humans put themselves into small bags and attach these bags to the bundle of fabriccovered rods and wire. When all is ready each lrnman jumps off the edge of the mountain from which he wishes to descend. Very few of these craft arc capable of descending rapidly. To do this, one must fly upside down and allow the wings to fold up tightly around the pilot. When one does this properly the humans become extremely excited and race down to congratulate the obviously experienced flyer. More often than not these craft seem to drift with the wind, requiring other humans to retrieve them. Some of these novice pilots drift so far that they cannot be found for hours, or even days. It is our conclusion that these aircraft serve no practical purpose. Most humans are obviously incapable of mastering the before-mentioned technique for rapid descent. We did make contact with one of our informants living on the planet. He confirmed our suspicions stating that even humans consider the pilots of these aircraft crazy. Gordon Cross

VJ-23 Swingwing • Has been soared for 42 min. on 34 ·-high hill. 23-slope. 17 mph wind • Takes off and lands in 2 steps 1n a 15 mph wind • Fully controllable 1n 3 axis • World's first high performance hang gilder • Send $2 for literature, 3-view. and color photograph • Swingwing engine installation, allowing takeoffs from level ground-Brochure $2.00

1'..11 \

W-

·}

~" VJ-11 So-Lo

---

• Build the world's first fully controllable hang glider • Standard aircraft controls • Fully engineered ,.. Can be built 1n 6 weeks spare time • Material cost approximately $400 • Send $2 for literature. specifications, and photograph

Plans, Kits & Materials

VOLMER AIRCRAFT BOX 5222, DEPT. G GLENDALE, CA. 91201

HANG GLIDING

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 1 - 2 Fourtl1 Annual New Glider Showcase. Hosted by Chandelle San Francisco with Hang Gliders West and Mission Soaring Center. Call: (415) 756-0650. MAY 23 - 25 Fifth annual east coast championship, White Lake, N.C., tow meet. 12 pilots only. Contact: Tommy Faircloth, 8-B Oakdale Apts., Fayetteville, N.C. 28304 (919) 424-4302 or 483-1971.

MAY 24 - 26 Fifth Annual Mt. Sentinel Fly-In hosted by Missoula Montana HG Assn. Intermediate (Hang Ill) required. Negotiating for power facilities. Contact: Bruce Stoverud, Rt. 2 Mullan Rd., Missoula, Montana 59801 (406) 542-2725.

Available, compact ducted fan A.T.S. SYSTEMS engine for glider, hang gliders, EAA etc. 75 # thrust, 25# weight, 1021 ANDOVER PARK EAS1 TUKWILA, WASH. 98188 shrouded. Send $5.00 for info packet. Design engr. service available.

MARCH 8-9. Region 6 Instructor Clinic in Kansas City, MO. For more information contact Dick Turner (816) 587-1326.

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MARCH 7, 8, 9. ICP by SE Michigan Hang Gliders. For more information contact SE Michigan Hang Gliders (313) 791-0614.

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• Flying Techniques hanq q/ider pilot! • Flyer Physiology That's exactly why • Top Models Analyzed ou nel;jd to read • Flight Performance THE • Flying Qualities HANG • Aerodynamics GLIDER'S • Design Paramelers BIBLE." • Human Factors • The Polar Curve • Dive Recovery • Winds and Weather \! TO RECEIVE YOUR OWN PERSOIIAL COPY, flll-!11, THEN e Structural Integrity \\ \I' CUPOUTANDMAll THISCOUPOlfNOW.D-ON'TDELJ.Y.00 • Materials and Construction ~ \'f•;:~tfil'I ~~~~!::=rr:::u-;,:~;;;iw1GaLI_,_ER·;;;'1~E!l;:;a-;-:;.~ • Sails and Airframe Flexibility · ' , , ... ,,., ·-, • Advanced Cross-Country Flying \ • History and Technical Advances ~ 1 '''°·' "· ·'0 ,,,,,"'""'"·"'°'' • Buying Yourself a Hang Glider I ,,:;,'~'..'.':/;;;':;·;;'.:;;:·;;s;;·;~~;;;~"""""'· • Plus, Seven Large Appendicies "- [ Po s~.~111H H,-,,,:;_·y p;.1?111

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.

'11~:

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I took a trial flight with your vario at Ellenville NY, After gaining 3200 feet and floating around for two hours,

I landed by the hang gliding shop,

walked in and bought the Hummingbird, State College, PA

Denis Pagen

On my first flight with the Hummingbird, I saw i t on both 1000' /min up and down and flew 25 miles, Also when I landed, i t took a fairly hard lick without damage. without it. Have made

Soaring is so much easier now, I hope I never have to fly Randy Newberry Bland, VA

several

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flawlessly, The vario gives me greater confidence in hunting for lift, 1 like to get HIGH, The vario was worth starving for 2 weeks! Jim Cooper Toronto, Canada

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Yours is the first vario I have ever tried - First day out I had some of the best ridge soaring ever and even cored a nice thermal, Like many others I didn't realize what a great help an instrument like this is in this fantastic sport. Thanks.

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I just love it!! Werner Johannessen

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The first time I used it, it helped me extend what would have been a 15 to 20 minute flight to a 40 minute flight, I'm very pleased with i t already, It helps considerably more than I expected, Rick Wallick Renton, WA

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It helped me go about 10 miles last week (my first X-C flight), Dan Sutliff Salt Lake City, UT As also a sailglider pilot, variometer works!

I'm v.ery surprised how sensitive your

Joe Buttgenbach

West Gernany

Bird's Eye View

Hawk or Penguin? by Lauran Emerson Some people never have a problem learning to launch a hang glider. They make the ground-to-air transition as smoothly as a red-tail haw! launching from her treetop perch. The hawklike approach to flight is at one end of the launch spectrum. At the other end is the penguin technique, practiced by those who have donned a set of wings but really don't want to fly. The majority of launches lie somewhere between the penguin and the hawk: between a tiptoe touch-and-go and a heartstopping dive from a sheer cliff. My own launches have always fallen short of the hawk's aggressive technique. My first experiences gave me a bad habit, and I failed to change my style as I changed wings. I planned to change, but I never got around to practicing. I saw other flyers making launches even more dangerous than mine. I just got complacent about that aspect of flight. That's why I'm sitting here with a full arm cast, trying to type this story with one hand on what IBM never intended as a onehanded typewriter. I had a bad launch habit that I never corrected. I thought about keeping the nose down before that last takeoff run, but I didn't do it. I popped the nose, stalled, crashed, and got hurt. There's no excuse for an experienced pilot to make such an elementary and dangerous mistake. I didn't think of it that way before. I didn't consider my launch flaws to be 'dangerous mistakes.' I just figured I had a bad habit that I should work on sometime. 10

That view of the problem was inadequate. Sometime wasn't soon enough. It's not soon enough for you, either, if your launch needs any work at all. When Mike Meier's article on "How to Launch a Flex Wing" appeared in the January, 1979, Hang Gliding, my Oly was six months old and I was still having trouble with my takeoffs. Mike's article was a clear illustration of how to correct the problem. It was three months before the weather broke and we could fly again, but I remembered his story and planned to practice. Whenever we went out to fly, I thought I was practicing. Before most flights, fellow flyers would remind me, "Keep the nose down. Lean into it." But, at the first instant of forward motion, those thoughts would vanish. A more basic urge would surface, motivated by the fear which had built up during my first attempts to fly. The predominant feature of those first attempts was the nose-in. Several factors contributed to the problem, but the end result was that I ate more rocks than I cared to while I was learning. My launches ever since those early days have been marked by a determination to avoid the ground, at all costs. So I'd keep the nose up. With many early gliders, that system worked all right. Then I got my beautiful, new, but statically-tail-heavy super-ship. During two training days, numerous adjustments had to be made, and I never really practiced my launch technique. When the glider and I were finally adjusted to each other, I decided to practice launches whenever I flew, instead of 'wasting time' on the training hill. That was my first mistake. For two seasons, I fooled myself into thinking that I was really practicing the right launch technique. I knew the correct theory, and I assumed I was putting it to work. But in fact, all that time, the fear factor kept me from improving my launch at all. I was more scared of nosing in than of stalling on takeoff. That priority was unfortunate, but it was based on my own experience. I had had real bruises from nosing in, and mere close calls from stalled takeoffs. The former scared me more, though the latter was potentially much more dangerous. Mike Meier began his article with the statement that "the launch is probably the single most critical aspect of hang glider flight." He notes that "many 'advanced' pilots demonstrate poor or marginal skills when launching," and suggests that one reason for this is that "pilots consider the takeoff to be a beginner-level skill" and to work on it "would thus be an admission that they are not as advanced as they think they are." He's right. That type of thinking has con-

tributed to worse injuries than mine. Recognition of a launch inadequacy is no substitute for its correction. In my own case, fear was a handicap to any orderly development of a good launch technique. For other pilots, there may be other handicaps. Whatever they are, they shouldn't get in the way of a good launch. I had more than a few penguin-style launches when my super-ship was new. After Mike's article shed some light on the problem, the bad launches were less frequent. But my accident taught me something. It's not launches that'll get you; it's a single launch, just one bad one. That's all it takes. When I can lift a glider again, I'm going to do it right. I'm going to find a small hill, and I'm going to practice the right way to launch. I'm going to hunt out that bit of hawk lurking inside me, and let it grow. Anyone who's past the beginning stage of hang gliding is pretty well aware of his strengths and weaknesses. If your launches are on the penguin side of the spectrum, it's just a matter of time till your luck runs out. If any aspect of your technique falls short of your goal, you should acknowledge your shortcoming and do something about it. Read Mike's article for an analysis of a good launch. Think about your own weakness. Pinpoint its cause. Ask your friends how they perceive your launch technique. Then find a hill where you can minimize the fear, or any other t.andicap you may have. Know what you want to do to improve your launch, and then do it. If it works, maybe you could let me know. (Star Rte., Stockett, MT 59480). It will give me something to read while I'm paying my dues as a driver this spring. ~

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to the manufacturer, Power Systems landing gear will roll smoothly on either hard surl'acc m grass, because the l6-i11ch wheels provide plenty of ground clearance and very Iii tie rolling resistance. The nose wheel is steerable for ground handling and control, and the nose wheel assembly is free to pivot at the mounting point. Shock cord mounting 10 the main ax-· le allows it to swing up to absorb bumps. On 1he ground, 1he nose gear can he l'olclcd

up into the hang cage and the glider nosed clown into the wind. In this atlituclc it will hold itsclJ' down in lighl winds. The n:ar axle attaches 10 lhe undercarriage wilh bungee cord to lake up landing shocks and smooth out the bumps or unimproved fields. In addition lo serving as the attach poinl for the rear axle, the undcrcar·· riagc holds the fuel tanks, Five gallons can be carried behind the pilot. Brian Milton is the new editor of the British hang gliding publication, Wings, and aims to have it be a flag carrier, a public magazine to be sold on bookstands. Advertising rates and space allotted will be changed, and the scope and entire reach of the magazine will be broadened to meet the world appeal of the sport.

Our apologies to Don Hanlon of Clarkston, WA for his accidental election to the Board of Directors in om December election, Due to the Region reapportionment no opening was available for Region 1, although a write-in space appeared on the ballot.

UFM of Wisconsin introduces "crosswind" landing gear for powered ultralight aircraft. The castcring wheels allow the lo keep the aircraft crabbed into the wind, level, while rolling in the re12

quired direction. Foot-launchability, ncccs· sary for no-license flight under FAA rules, is retained. Contact: UFM of Wisconsin, P.O, Box 248C, Kansasvillc, WI 53139. A full information package is available for $5.

The Soaring Society of America Bronze, Silver, Gold and Diamond badges arc now available to hang glider pilots. For more information contact Bill Evans at Soaring Society headquarl ers. HANG GLIDING

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The Los Padres National Forest is accepting applications for the position of ranger in charge of hang gliding activities at Big Sur. You must hold an Intermediate or Advanced (Hang Ill or IV) rating and be between the ages of 18 and 23. This has come about through a year and a half of effort by Fred Cole and the Forest Service whose plans include: road improvements, new takeoffs, flight path maps, etc. Applicants should send resumes to: Los Padres National Forest, Monetary Ranger District, 406 South Mildred, King City, CA 93930. Attention Jim Giachino.

We are looking for M.D.'s who are interested in a hang gliding seminar to cover such topics as hypoxia, hypothermia, high altitude retinal hemorrhage, and the management or hang gliding injuries. The proposed format is to pre-assign topics to the participants, who will develop these topics and present them to the group. Our findings and conclusions will be published in serialized form in Hang Gliding. If you arc interested, or have suggestions for seminar topics or sites, please contact Hugh Dundee, ivl.D., Star Route, Stockett, MT 59480, (406) 736-5400.

MEDIC ALERT EMERGENCY EMBLEM According to recent estimates documented by the Medic Alert Foundation, one out of every five Americans (approximately forty million) has a hidden medical condition. Medic Alert is a charitable, non-profit, and tax-exempt organization devoted to providing 24-hour a clay emergency medical identification. It is utilized by people with hidden medical conditions such as allergies to penicillin and other medication, heart problems, diabetes and epilepsy - to name just a few of the more than 200 reasons people join Medic Alert. If, due to an accident or sudden illness, a person with a hidden medical condition is

unable to speak or communicate, the ivledic Alert emblem will speak for him in such an emergency. It will provide, via a central registry, life-saving information about the victim to qualified emergency personnel within seconds. The Medic Alert emblem is worn either around the neck or on the wrist. On the back of the emblem there is an engraved emergency phone number, the hidden medical condition(s), and an ID number. In a recent twelve-month period, the ivledic Alert system, which has more than I .3 million members, was directly credited with saving more than 2,000 lives. Contact: P.O. Box 1085, Paradise, CA 95969.

LITEK VARIOMETER A light weight (20 oz.) audio visual variometer with large meter face. 12,000 feet/minute up or down. Two audio signals. One year warranty against defects. Includes Odyssey instrument bag. src: . . ·.o

GISCHARD ALTIMETER A German made, fully geared altimeti:,r that is temperature compensated. Meter face measures 2 3/8 inches in diameter. 100 ft. increments from 0-16.CXXJ feet. Zippered and lined case included.

COLVER VARIOMETER An audio and visual variometer with a dual audio range for achieving the ultimate in sensitivity. A dampened visual display gives excellent petformance results. Two power sources and earphone jack. SfV'.J '.J D3-2".:((

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MARCH1980

Photo essay by Le roy Gra nnis

All flyers have a particularly fond memory that they store a\ ay in their computer and recall while sitting around a fireplace, or lying on their back gazing at cloud in the sky. The Telluride Invitational do-your-own-thing fly-in will certainly rank highly with all who attended. The annual manufacturers' team competition has always been one of the favorite meets of the circuit, and when they dropped their support in 19 9, Telluride almost became a memory. Chris Dusatho and the Telluride Air Force decided to keep things going and with lots of support from townspeople , came up with the idea for an invitational week-long fun event in late eptember. What a perfect etting. The trees were turning color, the air \ as clear and crisp, and best of all, the flying was great. Some of the highlights: Barry Gordon and Jack Carey had four-hour flights. Bill Rademacher and Gred Duhon flew above 18,000 feet. Phil Ray flew to Ridgeway twice 14

and landed. Dale Buchler landed in Silverton. The women - Brenda Dugan Lois Carroll, Cyndee Moore, Liz Sharp and Linda Tracy howed the men that they could handle the high altitude with the best. The town merchants came through with many nice prizes that were dispersed by Chri Dusatho for good landing, aerobatics, duration and distance. The lack of competition did awa with the noticeable tension of previous years. E eryda wa free flying and party time. P ilots walked around with far away tare and half smiles, remembering the pecta ular panorama of the Rockies that had been their alone while oaring at 2,000 to 3,000 feet above the 12,000 foot takeoff. The people of Telluride , the Telluride Air Force and Chri Dusatho as chairperson are to be congratulated for pro iding the organization and setting for a once-in-aIi fetime hang gliding happening . ...HA GGLIDING

BELOW LEFT: Telluride skyline . BELOW RIGHT: High altitude takeoff. CENTER LEFT: Liz Sharp gives us an aerial view of takeo ff. CENTER RIGHT: Left to right; Terri Dunham, Vicki Jones, and Katie Grannis attach colored streamers to tennis balls for pilots to drop on the town . BOTTOM LEFT: The author, Leroy Grannis, checks out one of his famous kite -mounted cameras. (See the cover of January, 1980 Hang Gliding .) BOTTO M RIGHT: An Antares silhouetted against Telluride 's changing colors.

As we glide merrily on the wind, we notice our fellow voyagers of the air - the birds. If we were Oying in other parts of the world, we might be joined by a frog, a fish, or a snake or two. We are not alone in the air! Our wings do not put us in the realm of birds, bats and butterflies - creatures that can maintain napping flight. But we join a number of lesser-known critters that use volplaning to get around.

FELLOW FLYERS Nature's Gliders Article and illustrations by Barbara Graham

F/.. YING FISH more until flying speed is again reached. Moving up the evolutionary scale somewhere between fish and hang glider pilots, we come to the Flying Frog. This tree-dwelling amphibian has elongated toes, as well as specialized flaps of skin on the

limbs to provide additional air surfaces. The frog launches out of a tree and sails down at what is probably less than a 4: l glide. The Flying Dragon is found in Java, the, Celebes, the Philippines and South India. Draco Volans has an interesting adaptation to achieve flight. A small to medium-sized lizard, it has modified false ribs supporting a thin membrane of skin. At rest, the ribs are folded along the sides of the body. Launch is merely a leap out of a tree. The wings are spread in the air, and the tail serves as a rudder. Landing in another tree,

The first true gliders were the pterosaurs. They had one long finger supporting the web of a wing membrane, unlike the bats, which have four fingers as battens. Their size ranged from a small Oyer with a twofoot span, to a recently discovered monster with a span of 50 feet. It is agreed that they were true gliders, and did not utilize flapping to sustain flight. The Flying Fish is a fairly well-known glider. The California Flying Fish, Cypelurus, is found from Point Conception to Baja. The pectoral and pelvic fins are enlarged, giving it two pairs of wings. The fish drives its body out of the water, spreading the pectoral wings. It uses its tail to propel it forward 100 feet or so, until flying speed is reached, then it fans the second pair of wings and lifts off. A standard flight might stretch 50 yards and last three seconds. They generally launch into the wind, and can adjust the angle of their wings in flight. Often the tail will drop back into the water, and the fish will taxi some 16

HANG GLIDING

they are not related. This nocturnal animal's biggest enemy is the owl. Also found in Australia, the Pigmy Glider is a tiny relative of the Flying Phalanger. It is only six inches long, including the tail. Its soft, downy fur muffles the sound of its flight in the same way that the owl's flight feathers have a delicate fringe to allow it noiseless passage. Although not to be considered true gliders, the Ballooning Spiders definitely deserve mention. At certain times of the year these small, black spiders climb to the top of a twig and send up fine strands of webbing for the wind to catch. They take to the air in millions, borne on the wind by their webs, hooking thermals and going up thousands of feet. I once watched the rigging of my Antares become festooned with spider webs, glistening in the sun in a thermal above Black Mountain in Ramona, CA. Upon returning to earth, presumably they pack up their webs, abandon this aerial foolishness, and return to the rather staid business of being respectable spiders. So, the next time you are cruising along and happen to pass a frog at six grand and climbing, there's no cause for alarm. It wasn't something you drank or smoked. the reptile executes a sharp stall always landing head upward. A typical flight may go 60 feet or more. These Flying Dragons are insectivores, so there's no need to worry about being carried off for dinner. The standard Rogallo of the animals has got to be the Flying Snake of Asia. Less efficient than most, the Flying Snake, Chrysopelea, utilizes the Cobra tactic of spreading and flattening ribs. It carries this one step further: rather than a hood, it flattens the entire body. Landing must be a painful affair. As one who has somehow neglected to get my feet clown in time, I can imagine what consistent gear-up landings can do to your stomach! In Utah, I once caught a Flying Squirrel in a rat trap. This little fellow has a loose membrane attached to the fore and hind legs. When it glides, the legs are extended, stretching the membrane taut. To acid a little bit more span, a bone in the wrist is modified. It stands out past the arm laterally, and the membrane is attached there. A nocturnal animal, the Flying Squirrel has been known to kill and eat small birds and eggs, although it is primarily vegetarian. A similarly designed mammal, the Flying Lemur, is found in Thailand, the Philippines, Burma and Java. Not a true Lemur, it has its own family, Dermoptera, or Skin Wing. A fairly efficient glider, in no wind it can fly 70 yards. Like the other gliding mammals, it steers with its tail and landing is a sharp stall, head up. One characteristic of the Flying Lemur indicates a possible link with some hang glider pilots (Homo SaMARCH1980

piens Volans). It can hardly stand upright, and is virtually helpless on the ground. Anyone who has ever seen pilots stumbling around at Torrey Pines will agree that there is a similarity here. In Australia and New Guinea, there is a glider with the flashy name of Flying Phalanger. Also called the Sugar Glider, this animal is a marsupial, related to kangaroos, koala bears and opossums. It is another copy of the Flying Squirrel, but

After all, we're not the only ones who want to go cross country! ~ Bibliography

Birds - Their L(fe - Their Ways Their World, 1979, Reader's Digest Association, Inc.

Encyclopedia of Animal Life, Vol. 16, 1969, Greystone Press, New York. 17

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THE ART AND LORE OF THERMAL SOARING - Part II ©Copyright by Dennis Pagen Nineteen hundred and seventy-six was the year of the thermal for me and many other hang glider pilots. Previous to this, we earned our hours aloft soaring in the old familiar ridge lift. We were apt to shun those kite wrenching bumps that we noll' know introduce a thermal. It's not that we ll'ere ignorant of the existence of thermals, but we were unsure of their extent, utility and potential; and remember, our gliders were barely emerging from the stone age. However, with the birds as our guides and sailplane pilots as our mentors, 11e soon learned to fly that upward spiral in thermal lift. The practice started in the west where thermals are more abundant and workable, then spread eastward like a disease. By the spring of the bicentennial year, the whole country had caught the thermal bug and no one wanted curing. l recall an exciting learning experience that occurred at Grandfather l'vlountain in September, 1976. Pilots from across the U.S. were gathered at this rugged site to compete in the first i\fasters competition. The pre-meet practice clays were also downwind clays, until a midnight cold front blasted through. The winds were howling the next morning, then suddenly diminished around noon. Pilots scrambled to assemble their gliders. Steve Coan, flying a Bobcat was the first to step into the cool air in front of the 500-foot vertical cliff. I followed shortly in my Phoenix 68. Soon the sky was filled with pilots struggling to maintain in the light ridge Ii ft. Gradually the air became more buoyant. l glanced over my shoulder and saw two pilots circling near a massive treeless craig about a half mile from launch. Since they were higher than I, I banked over to join them. As I approached, I recognized Charlie Baughman and Roland Davies coring thermals in their formidable Moyes Maxis. l watched their technique, then started carving my own arcs around the narrow corridors of the rocky spires. Being so close to the towering walls allowed me to accurately observe my vertical progress (variometers were not yet a fixture on every control bar). Within minutes, I learned to judge the size of the thermals, relate their strength to their punchiness and determine their cyclic nature. Eventually, I was rising in smooth circles above and behind the mountain with Charlie and Roland. MARCH1980

After about an hour, I had earned my Raven (the Grandfather Mountain soaring all'ard), and flew back to launch to watch the takeoff activity. Suddenly, I blundered into a powerful boomer. "This is my ticket to heaven," I thought, and started cranking. I passed in and out of the rowdy thermal several times before I centered in the core. The turbulence was disconcerting, but I held on to the blue lift. I continued upward for 10 or 20 circuits until the thermal dispersed. I was about l ,500 feet above and a quarter mile behind the mountain crest. The 1·iew was spectacular. This heady experience of mine is duplicated in one form or another by every pilot learning to fly thermals. Most of us can point out one or two early flights when we really wired into the sense and feel of thermal flying. In the flight described above, I enjoyed one of my first large altitude gains as well as learned a tremendous amount about the behavior of thermals. The learning process is easier now since new pilots can benefit from the abundance of information available today. This series of articles is intended to augment the acquisition of thermalling ability. By studying the nature of thermals, a pilot can experience sooner that one great flight that brings it all together like Zen enlightenment.

THE THERMAL LIFE CYCLE Last month we developed a picture of the birth and driving force behind a thermal. We learned how the sun forms a heated layer of air above the ground that, in effect, results in instability. The concept of lapse

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;:su p.F.l=GE..

HOT

altitude), a thermal 1vill continue to rise. Now, what about the life span and demise of these aerial entities? We can separate a thermal's history into three stages. ST AGE l: The thermal is "born" from a heated layer of air on the surface that contracts to form a bubble and begins to rise quite rapidly, picking up speed until its drag slows it down. Thermals in this stage tend to be strong and turbulent, as can be attested to by pilots who have entered a thermal as low as 50 feet above the ground and worked it skyward. The thermal contracts initially as it assumes a spherical shape, then expands fairly constantly with height. The maximum velocity a thermal reaches depends on two things - its size (radius) and its buoyancy. It is found that larger thermals rise faster than smaller ones if all other factors are the same. The size of the thermal mainly depends on the size of the surface from which it originated. Isolated thermals can range in size from a few feet to several thousand feet. If less than a hundred feet in diameter, a thermal will probably be of little use since the strength will be low and it will be difficult to remain in the lift. The buoyancy is determined by the difference in heating of the thermal and the surrounding air. As mentioned last month, this is a function of the lapse rate, and again, the nature of the heating surface. If a good thermal ground source is protected from the wind by trees, hills or some other solid object, it will tend to heat the air above it for a longer period of time before the thermal bubble breaks away and floats upward. A thermal produced under these circumstances will be very strong since it

COOL-

F' I &U P--E

rate as a measure of this instability was introduced. We found that as long as the lapse rate was great enough (that is, the temperature drops signifiantly with

will be much warmer than the surrounding air. On the other hand, a wind-swept field will produce weaker and smaller thermals at a faster rate than the "protected" field.

Only a very shallow layer of air can be heated in the latter case, as the wind constantly triggers the thermal release. In general, a calm day will exhibit larger and more powerful thermals. ST AGE II: The thermal has consolidated, but slows more and more as it grows larger and erodes away. This is the state of thermal development in which most flying takes place. If the thermal is strong, the pilot will be able to rise into the top of the core and continue upward, enclosed within the bubble (see figure 2). On the other hand, if the thermal is weak, at some point the upward moving air (lift) may not be able to sustain the glider since the thermal itself slows its ascent rate, even though it continues to rise. This second stage may begin as high as 300 feet above the thermal generating surface, but is usually lower.

,,,,,.----

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Since the temperature aloft is fairly constant over a wide area, all the thermalproduced cumulus clouds have bases at the same altitude. Cumulus clouds are the individual puffy clouds that look like cotton floating in the blue sky. The presence of these clouds is one of the signs of thermal activity. The second cause of a thermal 's dissipation is an inversion layer. As explained last month, an inversion exists when the air actually gets warmer at some altitude. When the thermal meets this layer, it may slow down or stop rising since it only remains buoyant if it is warmer than the surrounding air (see figure 4).

.·~

'/;/, G-RDUN p/,,'//, FIG- URE:: :5

iJY

THE IDEAL THERMAL

~ I G-U R.E. 2...

STAGE III: The thermal dissipates from one or more causes. To understand this process, we must understand the mechanisms of both cloud formation and inversions. When a thermal rises, it may carry moisture aloft in the form of water vapor. This moisture cools along with the thermal as the whole mass rises. Eventually, the water vapor is cooled to the point that condensation occurs. When this happens, small water droplets form and are seen as clouds. In addition, the "energy of vaporization" is released into the air which greatly increases the thermal's buoyancy. The sudden surge of energy into the relatively small thermal volume results in great mixing which effectively dilutes the thermal with cool surrounding air. This dilution along with the sudden change of water vapor to water droplets quickly decreases the buoyancy of the thermal and stops its rise. This process is illustrated in figure 3. Note how the thermal stops in a cloud even though the lapse rate continues to be favorable. The dew point is the temperature at which the water vapor condenses.

as the heat carried aloft raises the dew point to a greater altitude. Occasionally, a thermal meeting an inversion will have enough momentum to punch through and continue to rise in unstable air above the inversion. In this case, the thermal will meet its end as in figure 3, or dwindle as explained below. The third and final way a thermal dissipates is to simply melt away. As the thermal rises, it expands and creates more drag as it tries to push upward. Also it mixes with the surrounding air as it progresses. Gradually, this mixing cools the thermal so that it dies a quiet death. When no moisture is present, a thermal is known as a "blue" or "dry" thermal. A blue thermal rising in an atmosphere free of an inversion will gradually erode away as shown in figure 5. Even a moist thermal will undergo this process if it is weak and slows before it meets the dew point.

GROUND//////

r\G-U~

Inversion layers are common in the upper levels. Often, they are accompanied by turbulence produced by shear action (layers moving with different velocities) and the breaking apart of thermals. When moist thermals are arrested in an inversion layer, the relative humidity of the layer gradually builds up until strata-cumulus clouds (puffy layer-type) form. The development of such a cloud layer may effectively block the sun's heating and shut off the thermal activity. This state of affairs is known as "overdevelopment," or O.D. In addition, the heat the thermals carry aloft is dispersed throughout the inversion layer making it thicker and more pronounced. Thus, the maximum height that can be gained in a thermal may become lower as the day wears on. On the other hand, if thermals are ending in cumulus clouds, the cloudbase may become higher

In our discussion to this point, we have considered our thermals to be well formed and well behaved with a single core and uniform shape. We call this nice bubble an ideal thermal. There is plenty of evidence that ideal thermals do exist in nature a certain percentage of the time, especially in the lower reaches where hang glider pilots are apt to meet them. Experiments with smoke generators and sodium solutions in water provide a good picture of an ideal thermal's behavior and form. For an ideal thermal to exist, there must be uniform heating throughout the thermal mass (determined by the uniformity of the surface forming the thermal), light or negligible wind, fairly consistent lapse rate and good separation of thermal sources. Learning the techniques for working an ideal thermal comes first, so let's draw a picture. In figure 2 we see an ideal thermal rising in the free air. The arrows indicate the air flow. The longer the arrow, the faster the movement. From the figure, we can see that the fastest vertical movement and thus the greatest lift is in the center (A). We call this the core and unlike the core of an apple, it is the thermal's best part. HANG GLIDING

As the core rises it spreads out at the top of the thermal, moves out to the sides, down, then towards the center for another round. The whole thermal is constantly turning itself inside out like a smoke ring. Due to this "vortex ring" action, the entire thermal only rises about half as fast as the upward flow in the core. A pilot positioned at A or B in figure 2 will rise at the rate of the upward flow minus his craft's sink rate. If the upward flow is sufficiently strong, he will rise rapidly into the thermal to point C, at which time his upward progress slows to the rate of the thermal as a whole. A pilot flying at point D would find much less lift than at either of the previous three positions (despite the downward point arrows, the air is not necessarily sinking at D since the entire thermal is moving upward). A glider at E, however, is in sinking air surrounding the thermal. This cooler air is usually sinking most vigorously on the downwind side. In addition to the up and clown air, a thermal also exhibits general areas of turbulence. These are the areas of mixing along the top and sides of the thermal. Often, a sudden surge of lift is encountered when passing from the sinking air around the thermal to the lifting air inside. This sudden lift may be very abrupt or barely noticeable, depending on the thermal intensity. The possibility of multiple cores are additional sources of rollicking air.

ing Conditions by this author.

quite turbulent. Often, the disturbance created by one thermal releasing or passing overhead may trigger the release of another thermal. These thermals then join together to form a larger, more vigorous thermal with multiple cores. At times, the air overlying a large area on the surface may become heated to the point of instability. If a light surface breeze is blowing, this air may move along until it meets a hill or slight rise which starts the air

Next month we will explore methods of detecting a thermal's presence and flying techniques for individual thermals. For now, the pilot inexperienced in thermals should study the nature and behavior of these denizens of the atmosphere. The more you know about such creatures, the easier it will be to learn to predict their habits. When flying, practice 360 ° turns and reversals both on the ridge (in light conditions) and over the landing area. Performing smooth, continuous coordinated turns is one of the most important skills in thermal flying. Watch your drift as you practice circling, and learn to flatten out either the downwind or upwind portion of the 360 to increase or decrease your downwind track (very useful when centering in thermals). Finally, get used to handling mild turbulence so when that clay comes when you hook a big one, you can take a comfortable thermal ride up and away. ~

THE REAL THERMAL It should be clear from the above that even an ideal thermal can be quite boisterous. If a fresh wind is blowing, the thermal will be less uniform and more turbulent as the flow gets blown around. The presence of wind will cause the thermal to drift and tilt as shown in figure 6. This further complicates the matter of finding and following the thermal core.

FIG-URE. 6

More often than not, a real thermal will have multiple cores, or at least several areas of strong lift. This is caused by the action of wind as well as the joining of two or more thermals. If the wind is really vigorous, the patches of lift will vary constantly and be MARCH1980

mass moving upwards. In this case, a column thermal results, being continuously feel by the unlimited supply of air at the surface. This is illustrated in figure 7. Another important thermal phenomenon is cloud streets. This refers to the lining up of thermals in the direction of the wind like rows of soldiers with curious white hats. Cloud streets occur during specific conditions (a strong wind gradient, about a 15 mph wind and an inversion aloft), but are actually quite commonly observed. Generally, areas of great lift occur under the rows of clouds, while insidious sink lurks between the rows. Figure 8 shows a typical cloud street pattern. When flying cloud streets, it is desirous to stay under the row of lift, so a downwind path is usually taken to achieve the most distance. Of course, if your launch site is between rows, you are probably out of luck since the streets can be spaced as much as several miles apart. Be aware that on a dry day, thermals and streets may exist without the telling presence of clouds. In this case, they are called "blue streets" and "blue thermals." For more information on these and other types of thermal forms, see Fly-

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ABOVE: Preparing to launch from Pine Tree. Note 1, 200-foot ridge extending for ten miles in background. RIGHT: Landing area with part of Mt. Sykes in background.

As in many other areas, hang in Newroundland is just bci11g pioneered by a lmndful or new, self-taught pilots. For this reason, very little is known about this area the flying fraternity. Newfoundland is a I ranquil island pro· vince located on Canada's Atlantic coast. and paved roads make access to many of our flying sites convenient to unyonc from the mainland. Most of the flying areas arc owned by the provincial government and arc rrec for anyone to use at their leisure. Cape Anguille is one of I he more popular sites, as it offers safe flying to all levels of pilots. can progress rrom the 3() .. foot training hill up through various levels to the I ,(){)().foot takeoff The top of this four .. milc is 1,200 feet above I he t () acres of landing fields which arc the ocean. Free is available in a meadow halfway up the usual after a Most of the west facing takeoff's at

arc clear, steeply-rounded, grassy hills. The northwest race is a cliff launch over a rocky, tr·ce-covcrcd hill 8()() feet above the Uulf of St Lawrence. One of my most memorable flights from this site was off the northwest face early last spring, when the wind had forced sea ice tight against the land. /\s far as the eye could sec, the bright sun sparkled off the white ice broken only by beautiful shades of blue and green from the thick er ice floes. Mother Nature had outdone herself on this display and lcl't it for me alone to witness. Another time, Simon Mitchell and I had spent most of our mutt unprint · ables al the thick fog held on the west face a very usable 15-20 mph wind. Suddenly, ns if someone felt we had served enough cleared as the wind shift cd penance, the slightly to the north and we were able to take off. Mother Nature did her thing as the

sun, now over the water, caused the hills and clouds to turn every shade of color ever imagined. We both stayed up over this trce--covcrcd fantasy until darkness forced us to rct urn to reality. Another popular site in Newfoundland is Mt Sykes; a 1,300 foot inland mountain with the Trans Canada Highway along its four--mile base. Because of the rugged terrain and strong thermals, pilots should exercise ext rcme caution when flying from this mountain. rocks both the north and west faces cause knots in my stomach and in my mou I h as I prepare for takeoff. After that initial step is made and pressure on the harness straps lifts me skyward, breathing resumes and full appreciation of the spectacular scenery spread below is realized. Vehicles on the highway appear to be bits of assorted color on I he asphalt ribbon stretching for miles in both directions. The HANG GLIDING

landing areas we on the way up now seem f'rigl1tcningly small; a good approach is essential. One rrnst rating evening Simon and I took off from the north race or Sykes into a mph northwest crosswind. Al'tcr a couple or passes the wind made an abrupt change 10 wcs1, As I watched from the far encl, Simon quickly Clew around to the west face and into glassy smooth lil't ! Rcali1i11g that my altitude would not Jct me reach this lift, I headed for the landing area shouting obscenities about my poor judgment and Simon's good luck. The rest or that cvrning was spent enviously watching my lucky friend floating effortlessly far out from tile ridge and explaining lo wlrnfros that he definitely was not in 1ro11blc and could come clown whenever he chose. On several other occasions a1 Mt, Sykes we both watched the golden sun slowly sink below 11s and marveled at 1l1c breathtaking beauty displayed beneath our Hntil dusk would rorcc 11s back to earth, The larger hills arc cert a inly more clrnlknging and more dramatic 10 fly, but our mos1 amusing flights have been from a small, sandy, sea-side cliff at Por1 J\11 Pon. Because it is so low, one never gets more than 100 reel over the ridge, which runs

ABO VF. Simon Mitchell flying the north face of Mt. Sykes in a British Moonracker. BELOW: Car roll Roddon takes off from the west face of Mt. Sykes, flying a Phoenix 6C.

predictable weather. Consequently, gas bills for 1hesc mon1 hs soar higher I han our kites as we follow the winds to f'Jyablc hills, Excellent trout and salmon fishing help sec us I hrough the blown-out days in s1m1 .. mer, During lhc winter we m11st make a dil' ficult decision between skiing and flying, as facilities for both nordic and alpine arc nearly perfect. My wife and several of our friends pride themselves on !heir jams and jellies made from the numerous berries 1hal abound throughoul Newfoundland. With delicious homc,cookccl meals, my wing loading could easily become a problem, Aithough om membership is small, :1 provincial hang gliding association, wi1 h Ken Meeker as president has been l'ormcd and is currently in the process of incorporating, We have already leased a l'lying site just ten minulcs from I he cil y of Corner Brook and arc working wit Ii tile provincial government in an attempt lo reserve some or our bet rer sites, so the enjoyment or future pilots will be assured. We welcome visits from any outside pilots wishing to share this clean air space. J\ny questions directed to myself al Box 276, Corner Brook, Nrld will receive a prompt reply.

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close to a ballpark and playground. The children and 1hcir dogs run along the ridge top calling up 10 ns; Ilic 111orc reserved adults of'ien come over to voice their co111mcnts which always came one to chuckle, ii' only Io himscl L There arc numerous other good sil cs throughout Newfoundland; some with easy accesses, olhers with more difficult ones. One just recently located is l ,2(X) feet high and more than lcn miles long with a road to the tree cleared top! Ten miles or usable riclgct My MAPClll9BO

races just lliinking of soaring I his majestic mountain. Other sites arc either lower or shorter, hut offer flying in nearly every wind direction. l'ractically all of our sites arc treecovered and om Tree Toppers membership list includes mosl of' the local pilots. Camping (!'rec in most areas) is available near all sites; this keeps expenses of visiting pilots at a minimum. We fly year round in Newfoundland, but late spring and early summer bring un-

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I '11

' WUAT IS

HGMA?

The (~lidcr Manu fact mcr's Asso· ion of mannfacturcrs ciation is al! and imwho have gotten together to plement a set of airworthiness standards for

WHO

every year as a rewlt of new the complex puzzle of hang Many of the gliders which were certified in accordance with the first set of HGM!\ standards (1977) would not pass the 1978 st,111dards, and few if any would pass the I 979 or l 980 standards, which arc much stricter.

TO THE HGMA?

is open to any company, domestic or foreign, that is in the business of manufacturing gliders. There arc currently sixtccl! members.

STHICTJ<'.11: 1980 STANDARDS WILL MEAN SAFER GLIDERS, WHY WEREN'T THE 1980 STANDARDS ADOPTED IN 1977'!

' There was no one around who could have written them. Each year the standards reflect the statc-of·thc-·art undcrotanding of exactly what constitutes hang air· worthiness, and how lo test for it in a glider. In 1974-75 the big concern in hang gliding safety as it related to glider design was over" full luff" dives; and so the first set of airworthiness standards incorporated a requirement that the glider "must demonstrate recovery from a dive in which the keel, or m01c reference, makes an angle of at least 75"

LONG HAS THE HGMA BEEN IN EXISTENCE'!

The HCiMA was formed at a meeting of m,mufacturcrs that took place Oil August 19, 1976 in Telluride, Colorado. Prior to that t imc, a loosc·knit, and rather incffcc tual manufacturer's association called the HMA (same name, clirferent initials) had bcrn working for years to and implement a series of construct ion standards for What the HGMA has done instead is to create airworthiness standards which consist of specified tests and methods or documentation for those tests which serve to verify the airworthiness of a of hang glider without to its specific construction details. MEAN THAT ALL

(;umms DESIGNED SINCE AIJGlJST 19, 1976 ARE No. NOT'! There arc several reasons. In the first although and airworthiness arc related, they arc not the same thing. In the second place, the HGMA program is one of voluntary compliance. Anyone may manufacture, and sell a hang glider in the United States whether or not the glider is certified as complying with the HGMA air· worthiness standards. Finally, the stanMARCH 1980

TOP: UP 166 Mosquito at 65 mph during positive loads test. ABOVE: 216 Pirnfly 28 during positive loads lost at 60 mph. Note that car is starting to roll and Roy 11aggarc1 is boing lifted from tile roof of tile car. Most designers claim that the vehicle tests are the most dangerous aspect of certification'

with the horizon. In 1976 therc wns a rash of glider st met mal failures under positive load, and the original 197'7 standards included requirements for positive loads that arc unchanged today. However, in 1976 the prnhlems of 1urbulenee,ind11eed pitehovers and the corsl rue! ural failures under the resulting ncgat ivc load were rela1 ivcly unknown and poorly under· stood. J\f'!cr a series or such pilchovcrs and strnctmal l'ai111rcs in 1977 and 1978, and a ft er ext cnsive theoretical analysis of the problem Ciary Valle and others, the 1979 standards were revised to include specific aerodynamic and structural tests rckvant to the pitchovcr problem. These standards were fmther upgraded for 1980. IL is trcmcly cncourging lo note that, to 1hc best of' our knowledge, no glider certified 10 1979 standards has pitched over or su ffcred a structural failure.

No. 11 's not accurat c to scparal c gliders into and "nnsafc" categories. In

the same conditions, difforcn1 gliders may exhibit significantly different probabilities of pitching over and/or failing structurally. However, all will exhibit some probability of pitching over and/or failing structurally. It is the of each pilot to decide what probability of pitching over level of safety for represents an him, and then choose his glider, his flying ,ites, and the conditions he flies in ap·· propiately. personally would no longer care to do any extensive thermal soaring in glider tha1 could not be certified to the 1979 or 1980 standards.

flight, dive (this means pilot full forward on the bar), and landing, and 1hat transitions from one flight mode to a not her, including turns and slips, do not rcqnirc an exccp1ional degree of skill, alertness, or strength

HOW DOES THE

The s1anclards require that certain tests be performed and documented on a glider of 1he type for which certification is being requested. These tests arc of two types: flight tests and vehicle tests. The flight tests, which must be docu· men1cd on film, must demonstrate that the glider is safely conlrollablc and maneuverable during takc-orr, gliding

CLOCKWISE FROM UPF'EA f1/Gfir: Tom F'ric<, adjusts instruments during f/GMA certification of the Electra Plyer Pleater. Negative 150 ° structural test being performed on Electra Floater. Noto extreme distortion of glicier. Negative ao load test on Floater. 146 Mosquito (iuring negativH 150 ° test at a2 mph. Noto HxtromfJ distortion. PositivH load tHst on Floater. Note /Jo wing of fro11/ /E1acJiaq edges. O

HANG GLIDING

on the part of the pilot. In addition, the film footage of these maneuvers must demonstrate that the glider is inherently stable about all three axes, that the glider coordinates itself properly during transitions from one flight mode to another, and that the glider exhibits suitable control "feel."

IS THAT ALL? No, that's just the beginning. The stall speed of the glider at maximum recommended wing loading and the maximum (steady state) dive speed at minimum recommended wing loading must be measured and documented by filming an airspeed indicator on the glider. This instrument must be calibrated for instrument error, and the readings must be corrected for position error, i.e. the effects of the glider on the airflow around the glider. The stall speed must be less than 25 mph (this is because the standards apply to hang gliders which are defined as foot-launched aircraft), and the top speed must be at least 35 mph. The LID of the glider must be shown to be at least 5:1. It must be shown, by filming from a glider-mounted camera, that the glider has an inherent tendency to seek and hold a specific trim speed, that the pilot must pull and hold the bar in to achieve and maintain speeds above trim, that the pilot must push and hold the bar out to achieve and maintain speeds below trim, and that when pilot pressure on the bar is relaxed, at any speed within the normal operating speed range, the glider must return to within 10% of its trim speed. Following a stall in straight and level flight, the pilot must be able to recover, using normal control actions, without the glider rotating more than 15 ° in roll or yaw. During such a stall the glider may not exhibit any uncontrollable tendency to spin. The glider must also be stalled in a coordinated turn of 30° bank, and must not exhibit excessive loss of altitude or uncontrollable rolling or spinning tendencies during recovery. It must be demonstrated that the glider is spirally stable, by showing that the pilot is centered or below center on the bar during a coordinated circling turn of 15 ° to 20 ° bank. It must be shown that the glider can accelerate from a speed just above stall speed to over 30 mph in less than four seconds. It must also be shown that following a coordinated 360 ° turn at 45 ° bank, the pilot can reverse the turn to 45 ° bank in the opposite direction in four seconds or less, at minimum recommended wing loading, without experiencing dangerous skid tendencies. MARCH1980

The test pilot must attempt to spin the glider. If the glider won't spin, it is designated as being "characteristically incapable of spinning." If it will spin, the pilot must demonstrate recovery from a spin of x degrees of rotation in not more than half that much additional rotation, except that spin recovery may never require more than one full turn (360°). Finally, the glider must be flown into a dive in which the keel makes an angle of at least 75 ° with the horizon.

top speed is 45 mph, the multiplication factor is (45/18)' or 6.25. If the glider weight is 60 pounds, and the maximum recommended pilot weight is 210 pounds, then the glider's ultimate load capability must be 270 x 6.25 or 1,687.5 pounds under positive load. This load can be measured directly or indirectly. Direct measurement can be done by suspending the glider upside down and piling sandbags on the sail according to a specified load distribution which simulates the load distribution in flight. Direct measurement can also be done by tethering the glider at the pilot hang point, to a test vehicle, with a tensiometer in line with the tether. The readings on the tensiometer can then be filmed. The load can be measured indirectly by lashing the glider securely to the test vehicle at a fixed angle of attack equal to the stall angle or 35 °. The glider must then be driven at a speed equal to its maximum dive speed plus 15 mph (or plus 300Jo - whichever is greater) and must hold this speed for three seconds without failure. There is a similar test for negative loads, where the angle of attack is -30 ° and the speed required is 700Jo of the speed used in the positive loads test. The final loads test, and by far the most difficult, is the infamous "negative 150" test. This test is designed to simulate the

AFTER IT PASSES ALL THESE TESTS IS THE GLIDER CERTIFIED? No. So far we have discussed only the flight maneuvers, which have remained essentially unchanged since 1977. The toughest part of the standards is the vehicle tests. These are of two types: loads tests and pitch tests. In the positive loads test, the glider must be able to support for three seconds, without failure, a load equal to the maximum gross weight of glider and pilot, at the maximum recommended wing loading, multiplied by the factor (V dlVs)', where Yd is the maximum speed of the glider and Vs is the minimum or stall speed. In other words, if the stall speed is 18 mph, and the

NEGATIVE SLOPE: CM INCREASES AS ANGLE OF A TT ACK DECREASES

C~10 > .05

SLOPE NEGATIVE PlTCH UP TENDENCY WEAKENING BUT CM STILL POSITIVE

ANGLE OF ATTACK

-30°

.05

-20°

-!00

JO'

20°

NEGATIVE C:,,1

(PITCH DOWN TENDENCY) ABOVE TRIM

ACCEPTABLE BY 1980 STANDARDS PITCHING MO~IENT

COEFFICIENT

UN ACCEPT ABLE BY 1980 STANDARDS .05

Ci\-10 < ,05 (UNACCEPTABLE)

POSITIVE C~! AND NEGATIVE

POSITIVE SLOPE ABOVE 0° (UNACCEPTABI E)

SLOPE OVER NORMAi. OPERATING RANGE

Ii -30'

-20°

CM NEGATIVE ABOVE -20° (UNACCEPTABLE)

TRIM CM~ 0

!00

]0°

TYPICAL FOR A 1971 VINTAGE CERTIFIED GLIDER, WHICH WOULD PASS ALL CURRENT FLIGHT TESTS, BUT WOULD HAVE A HIGHER LIKELIHOOD OF PITCHING OVER THAN A 1980 OR 1979 CERTIFIED GLIDER.

unique loading situation the glider experiences during a tumble. The glider is mounted on the test vehicle, tail forward, and tail down 30 ° below the horizon, so that the load is negative, and the trailing edge has become the leading edge. The speed required for this test is 50% of the speed used in the positive loads test. This is the effective position of the glider (relative to the airflow) during a tumble, after 180° of pitch down rotation from a normal flying attitude. It is in this situation that gliders fail during a pitchover. The reason that this loading situation is so much more adverse for the glider is that the load is selfaggravating. During nose-forward positive or negative loads, the flexing of the rear leading edges tends to reduce the angle of attack and the effective area of the rear portion of the glider, thus relieving the load. However, during tail forward loading, this same flexibility causes an increase in both the angle of attack, and the area presented in the rear of the glider. Because this flexing was caused by the initial load, and in turn serves to increase the load, which then increases the amount of flex, which then increases the load, etc., the load is selfaggravating, and tends to lead to a catastrophic failure, usually of the rear leading edge. This is the structural test that older glider designs would have trouble passing, especially gliders with long, flexible leading edges. Negative deflexors do little or nothing to strengthen a glider against this type of failure; the answer seems to be stronger, stiffer leading edges. This is the major reason why the newer glider designs are five to fifteen pounds heavier than gliders of a few years ago. DOES THAT MEAN THAT A GLIDER WHICH WILL PASS THIS TEST WILL NOT FAIL DURING A PITCHOVER? No. 1t does mean that it will be far less likely to fail.

WAIT A MINUTE. I THOUGHT WE MEASURED THAT TENDENCY WHEN WE DOCUMENTED THE RETURN TO TRIM TENDENCY DURING THE FLIGHT TESTS. AREN'T ACTUAL FLIGHT TESTS MORE ACCURATE THAN SIMULATED VEHICLE TESTS? During the flight tests we documented the pitching characteristics of the glider within the normal operating range of angles of attack, which is always well above OO angle of attack. It has been determined through analytical modeling that the glider's pitching moment at angles of attack around OO is important in determining the likelihood of a glider pitching over in turbulence. WHAT ARE THE REQUIREMENTS FOR THE GLIDER'S PITCHING MOMENT COEFFICIENT? The tests must be run at at least two speeds: 20 mph and 30 mph. Graphs of the pitching moment coefficient must be plotted from the forces measured during the tests, and those graphs must conform to the following requirements: The pitching moment coefficient must be positive (meaning that the glider is trying to pitch nose up) from the trim angle of attack down to OO angle of attack. Also, the slope of the curve in this region must be negative, which simply means that as the angle of attack becomes lower, the pitching moment coefficient, and hence the glider's tendency to pitch nose up, must become greater. In addition, the pitching moment coefficient at 0° angle of attack (more accurately at the zero-lift angle of attack) must be shown to be at least .05 (corresponding to a force of about 12 to 25 lbs., depending on the glider design, at the control bar) at 20 mph, and at least zero, (i.e. not negative) at 40 mph. Finally, if the slope of the pitching moment coefficient graph becomes positive below O angle of attack, that is if the pitch up tendency begins to decrease in strength as the angle of attack is further lowered below O0 , then the coefficient must remain positive, (the glider must exhibit some pitch up tendency) down to -20° angle of attack. The diagrams illustrate acceptable and unacceptable pitching curves. O

O.K. THE GLIDER HAS PASSED ALL THE FLIGHT AND LOADS TESTS. IS IT CERTIFIED NOW? Not quite. The final requirement is a series of vehicle tests in which the glider's pitching moment coefficient is measured and plotted as a function of the glider's angle of attack. PITCHING MOMENT COEFFICIENT? WHAT'S THAT? The pitching moment coefficient, Cm, is a number, which measures the glider's inherent aerodynamic tendency to pitch nose up or nose down at a given angle of attack and airpseed. 34

O.K. WE'VE PERFORMED ALL THE FLIGHT TESTS, ALL THE LOADS TESTS, AND ALL THE PITCH TESTS. IS THE GLIDER CERTIFIED NOW? No. The next step is to splice all of the documentation film together into an organized package, with film titles for each section. Then a report must be written, ex-

plaining the testing and documentation procedures for each section of the film, and including the pitching moment graphs. An application must be filled out listing the construction details of the glider, glider dimensions, tubing and cable sizes, etc. The manufacturer must supply three-view drawings or photographs of the glider, and file a statement which says that the information contained in the application and documentation package is true, and that the glider meets all HOMA airworthiness standards. The application and documentation package are submitted to the HGMA review board, which is a seven-member board elected by the HOMA general membership. The review board reviews the material to see that it is complete, and in the proper form, and that the documentation is indicative of compliance with the standards. If it is found to be so, a certificate of compliance is issued for the glider in question. THE CERTIFICATE OF COMPLIANCE SIGNIFIES THAT THE HGMA HAS DETERMINED THAT THE GLIDER IS SAFE, RIGHT? No. The certificate of compliance signifies that the manufacturer has declared that the glider meets the airworthiness standards, and that the HOMA has reviewed formally the content of that declaration, and found it to be in order. IS IT POSSIBLE TO FAKE THE CERTIFICATION DOCUMENTATION THEN? It's possible, but unlikely. For one thing, the review board scrutinizes each package carefully. For another thing, it is not in the best interests of the manufacturer to falsify the documentation. If a glider is involved in a serious accident, and it appears that the glider was a contributing factor, the HOMA will issue a question of compliance on that glider, which may lead to actual HOMA supervised testing of the glider in question. If it is found that the original certification was obtained fraudulently, the HOMA will revoke the certificate in question, and will not consider any applications from that manufacturer for a period of up to one year. ARE THERE ANY OTHER REQUIREMENTS FOR CERTIFIED GLIDERS? Yes. Each certified glider must bear a placard which states the stall and maximum speeds, the pilot weight range and skill level, the limit load factors (maximum loads expected in flight and 67% of ultimate HANG GLIDING

---·

loads) and the approved flight maneuvers. Each glider must also come with a flight manual which must contain all information necessary for safe operation of the glider, including specifically the information on the placard, an assembly and pre-flight procedure, and a recommended maintenance schedule. Finally, each glider certified to 1980 standards must bear a sticker attesting to the fact that it has been test flown by a factory trained pilot prior to shipment from the factory.

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DOES THIS MEAN THAT ALL MANUFACTURERS NOW HAVE TO TEST FLY ALL PRODUCTION GLIDERS? No, only those certified to 1980 standards.

THIS CERTIFICATION PROCESS SOUNDS PRETTY EXPENSIVE. It is.

IT ALSO SEEMS THAT THE HGMA IS ONLY A BUNCH OF MANUFACTURERS WHO GET TOGETHER TO TELL EACH OTHER THAT THEIR GLIDERS ARE SAFE FOR PEOPLE TO FLY. CAN THIS SITUATION REALLY OPERATETOTHEADVANTAGEOF THE PILOT BY LEGITIMATELY INCREASING THE SAFETY OF THE SPORT? It already has. It's quite true that the HGMA has experienced numerous and significant problems in the past, and that the certification program has often not lived up to the ideals expressed in the airworthiness standards. However, the HGMA has survived, and every year the airworthiness standards and the review procedures for granting certificates of compliance have become more rigorous and more meaningful. The standards and review procedures for 1980 are at least as rigorous and meaningful for hang gliding as the FAA standards are for general aviation. We have already seen an apparently total elimination of design-related accidents involving gliders certified to the 1979 standards. The important thing for pilots to remember is that the HGMA airworthiness standards can only do so much to insure pilot safety. The lion's share of responsibility for the safety of the pilot will always rest with the pilot himself. Each pilot's safety will ultimately depend most heavily on the individual decisions that he or she makes about when, where, and how to fly.

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MARCH1980

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The first official hang gliding park in the Soul h San Francisco Bay area was on Sept. 29 at Fd Levin County Park i11 t hc foothills of the Diablo Range east of Milpitas, CA. Wings of Rogallo Northern California lang (]!iding Association, (WOR) has been hy Santa Clara County Parks and Recreation Department, through special use permit, to administer and direct hang gliding activities within Ed Levin Park. The site contains a 1,700-foot AGL launch from Monurncnt Peak facing southwest, soarablc in southwest winds pre and post-frontal, with ridge lift and thermal action. The range of which ii is a part at the north end in Oakland, C:J\ tending southeast to Hollister, at the south, The area, rest rooms and even a tree-encircled lawn for 1hc wuf.· fos 10 view the spectacle of' hang flight. ""~"""'· day ceremonies were attended WOR club members and Santa Clara County and Parks Department dignitaries. The first official fljght was taken by club president Pat Dcnevan. About twenty members of the club flew that first day. Most of the pilots landed in the designated landing area, but there was something unusual happening in a section of 36

HANG GLIDING

the zone. WOR had erected a 16· foot high rihbon in hopes tlrnl one of the firsl to fly would cut it with their it as the official or glider, the site. !'at Dcncvan went f'or it and ['Jew under the rihbo1110 the cheers of lhc crowd. (He though I he had cut it with his . ) Sco1! Benedict was next to try and also flew under it to even more cheers from the crowd. The third pilot, Fred speared the rib· Hutchinson, bon. This time the crowd let out an audible "awww" as the ribbon f'loatcd to the ground. The spectators loved the show of flying skills and county officials went home satisfied that had made the right dcci· sion in allowing hang gliding within the park. This excellent site was acquired through the and or the WOR site commitlcc headed by (icorgc Pierson. Pal Dcncvan states, "We can work with local governments to get local sites opened up. If we cornc across as an intelligent, group, then the govcrnrncnl will respond accordingly, be they county, slate or federal." It took a year's worth of by the site commiltce to convince the Santa mcnt to allow gliding al the There had been some flying activity from the Peak in the "standard" but the silc had been closed for three years clue 10 a disgruntled landowner In 1978 the counly purchased 1hc land which included the road lo the launch and the landing area. The rest was up to WOR. A major factor in securing 1hc site was the USHGA liability insurance. Assured that all pilots would be USHGA members before allowed to fly there, the county officials were amenable to hang in the The park is considered Ill) site! mediate launch from the top under of a "blue sticker" pilot. A color-coded helmet sticker system is presently in use so we can jus1 look at a pilot's helmet and not MAl<CH 1980

have 10 ask for his/her USHGA card. ll is 10 have a four-wheel drive vchi· clc, but most two-wheelers will make it to the top. I even saw a caclillac with a glider up there. It is a 20-minutc turnaround with a three lo one glide lo the bottom. The silc feat urcs areas for beginners, novice and ad· vanccd pilols, including a 50-foot training slope and 400 and 600-fool launches, as well as lhc 1,700-foot top takeoff Prospect ivc pilots must have t Ii.cir USHGA cards on hand and have the appro· prialc skill mt for the area they wish to ID helmet stickers, based on lhc pilot's card, will be given lo those interested in this great site by officers of the WOR hang gliding club. Pilots need lo be familiar with the park

site procedures (copies can be obtained from WOR or Mission Soaring Center). We should be aware of all the aviation activities in and around the area. From I he lannch, on any day, you will sec commercial light planes, helicopters, sailplanes and motorized ultralights. We arc restricted 10 a 2,000-foot limit above the launch due to a well-used Vector and approaches to San Jose and San Francisco airports over Monument Peale The place lo sky out is north and south of the Peak. Flights of over 50 miles arc possible here! Sailplanes have flown over 300 miles from these hills. WOR invites qualif'ied pilots lo come and go for it. Contact the Mission Soaring Center at (415) 656-6656.

OPPOSITE PAGE TOP. F·red i'/utchinson flies with Pat Devevan. The first official flights from Monu· men/ Poak. FJOTTOM: Scott Benedict launches from tho poak. T/ilS PAGE, TOP LEFT· l°rocf Nutch· insoo about to broa/, the 16"foot high rilJIJoo as part of the official opening of the park site. R/GffT: Prod lJroaks the ri/Jbon. ABOVE: Lookinu at the Peak from tile landing ?one.

•• On the weekend of Nov. 10 and 11, just a few weeks after the official of the of

Monument Peak, to if it was feasible to hold there. For the 40 who entered, the format was a bit different than that of most tions. Out of the three tasks per flight distance and spot the pilots could choose which tasks to concentrate on the most, because winning two out of three tasks would win the match. In the first wanted to fly as it was mutual. The later rounds were chosen from narnes selected from a helmet. The club committee mem-· included Pat

tion commenced late Communication between launch and landwith walkie-talkies was up from South San Jose to

Airport. This was remedied two trucks with CB's one at launch and the other at land· Wind conditions varied from in to no wine! to downwind, while the and occasional wind dummies took off. As launch director, I witnessed some wild downwind takeoffs as conditions deteriorated. So the who flew late chose to launch from the backside and crank a 180 through a small gap in the to get out in front of the Peak. one pilot his takeoff run, stalled and crunched his control bar. Some of his was saved because he was the very last to launch and was only witnessed by two other conditions were a carbon copy two rounds were comthe downwind blues. was just fine until we had a near midair right out in front of the launch. One pilot a turn in front of the second pilot, who had launched only seconds afterwards. each turned then turned back What a way to

psych out your opponent! Flying within spitting distance of each other, they didn't even have to yell. just exclaimed back and forth in a normal touc of voice! Apolo-· were in order after they landed and pilots were warned to clear their turns. with some great pilot-to-pilot matchups, there was the usual competition tension at launch, but the landing zone had a carnival-type as the com· petitors unfurled their Pilots were glad to fly no matter who won!

HANG GLIDING

'-11101 rlsm'o

two rounds

with many wind dummies between heats, There international air about this meet,

MARCH1980

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-. .. ...

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fJNIS 43

I guess we all dream of a new site. However, most of the hang glider in the central Arkansas area arc familiar with Roger's (named affecfor the owner who lets us fly Ihere). W(: had all talked about its possible, though limited, as a site. We looked on it as no more than a good training hill ... a place 10 get your first taste of a little altitude and to get used lo flying over trees. Every flying site in Arkansas reover trees. Approaching the ridge from the freeway (it is only miles northwest of Li!tle Rock) one isn't exactly overwhelmed by its grandeur. all of 250 ft. at its it is a tree-covered slope southwest and rnnning northwest to southeast for two miles. The dirt road to

the top is readily accessible from the highway, and many times I've finished work and driven out there with a friend or two for a few afternoon sled rides. I had always wanted to he the first person to soar it, but had never managed more than "practice launch from the small takeoff ramp, fly out over the trees and set up for in the big field by the flooded rice fields. I had flown through small areas or lifl several times, but had clcciclcd that the place wasn't steep enough to create any lift. That was over a year ago. I was glad to move up to some of the better sites in Ar· kansas: Petit Jean Mtn. (800 ft.), Blan· chard's Bluff (1,000 ft.), and Magazine Mtn. (2,!00 rt. at the launch). But that's another story.

So, wasn't too excited that morning in early October when I got a call at work from my old friend and flying buddy Lyle Cogbill. "Hey, Dave, let's go to Roger's to day, I've been checking the wind, it's about 20 mph on the ground right now. l bet I can soar that "1.yle, you're crazy, nobody's ever soared Roger's, it isn't steep enough to create enough Ii ft " Well, you never know 'ti! you get there, so we drove out 10 it right after getting off work There was about an hour and a half or daylight left when we got to the launch area and set up Alpha Ironically, Lyle was one of the first pilots to fly this site, back when there wasn't a ramp there at all. He'd built the first small ramp and I had enlarged it some when I started \raining there. Lyle had rapidly, flying at Petit Jean Mtn. after only a few flights from Roger's. We were all amazed when conlinuccl with the sporl after having glider tuck and break on him at 1,500 ft. out at Mt. Magazine in the summer of J 978. He'd spun into the trees withollt chute and walked oul with only a few scratches (sec George Worthington's article in Ci/idinp:'s 1979 issue). But, that too is another story. HANG GLIDING

After a quick but thorough pre-flight inspection of the glider, I helped Lyle walk it out onto the ramp and gave him a harness check after he'd hooked in. We checked the wind speed and direction. It didn't seem to be as strong as when we'd first arrived there, and wasn't quite straight in either. Almost, but not quite. "Well Dave, what do you think?" "Lyle, I'll tell you what ... as the senior pilot at this particular site, I think you should launch and turn left as soon as you go prone. If you're not going up by then, turn out and head for the field. If you do get some lift, work it and try to get up." We both laughed. Lyle is much more experienced at flying than I, but I've had more sled rides at Roger's than anyone. We checked the conditions again; the wind was nice and smooth. I was making the O.K. sign around the nose wires with my fingers to show Lyle I wasn't putting any holding pressure on them. I told him I'd go to his left when he gave me the signal. He waited a few moments, then yelled "O.K., Go!" and I dived out of the way as he launched. I rolled over and watched as the kite rose off the end of the ramp; Lyle started turning left. "Go Lyle, good takeoff!" I yelled and thought, "He just might do it.'' He headed down the ridge, maintaining altitude but not gaining any. The trees looked uncomfortably close. I ran over to the van to get my cameras; it was about 6:15 p.m. and there wasn't much daylight left. The western sky was already turning red. I grabbed my camera bag and waited a few seconds, listening. Hearing nothing but the wind, I ran back out on the ramp. He was up, lifting about 50 ft. above the top and turning to fly back over the ramp. As he approached he steadily gained altitude. He was about 150 ft. above the ridge when he flew over my head. "You're doing it Lyle, you're the first man to soar Roger's Ridge!" I yelled, "How's the air?" "Pretty smooth, only a few bumps. TAKE SOME PICTURES!" I started filming with my 8mm movie camera and shooting stills with my little Pentax. He cruised up the ridge again, away from the ramp. The lift seemed to be better in that area, but he didn't gain much more altitude. I jumped in the van and drove along the ridge road, stopping to shoot pictures every now and then. I was filming from on top of the van when he flew by again. "ls there a full moon tonight?" he yelled down. "Yeah, almost; it was full two days ago. Stay up as long as you can!" Well, he tried. He made several passes back and forth along the ridge, then the sun MARCH1980

began to set. The wind disappeared as though shut off by a big switch. I watched him head out to the landing field. I stood on the van and filmed his landing, but by then it was pretty dark and I knew I was wasting film. l drove down to the base of the ridge. The road out to the field has a large gulley washed out by years of rainwater draining off the ridge to a small lake at its base. I parked the van and jogged out to the landing area with the kite bag and a water bottle. He was in high spirits as he folded up the glider. "I can't believe I just did that; how long was l up? Did you time me?" "Yup, a little over 30 minutes. You launched right at 6: 15 and touched down at 6:50. Congratulations man, you really did it. Now let's get this kite out of here before these mosquitos eat us alive." Back at the van we found Mr. Rogers and his wife Verda Mae waiting in their pick-up truck. They live right behind the ridge top and had seen Lyle flying above it. They've watched hundreds of flights from the ramp, but, "That was surely the first time anyone's ever flown like that around here!'' Mr. Rogers wondered how come Lyle hadn't flown over and landed by the house? Lyle promised that the next time, if the wind is a little stronger and he could get a bit higher, he'd do just that. ~

CONFUSED BY ALL THE GLIDERS AND RELATED EQUIPMENT?

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

INDHAVEN HAS IT ALL IN CATALOG 1979

INDHAVEN 1979

(.) -FREE-

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

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

-SEND TODAYWINDHAVEN HANG GLIDING SCHOOLS, INC. 12437 San Fernando Rd. Sylmar, CA 91342 NAME ADDRESS CITY------------~ STAT _ _ _ _ _ _~ ZIP lu!E

Advanced Air Sports Products 990 East Lakeshore Dr. Lake Elsinore California 92033 Formerly Free Flight Enterprises.

(71 4 ) 674-1494

NOVA 230 - Excellent condition. flown for HG glider evaluation article. S800. (714) 897-5094.

CLASSIFIED

Schools and Dealers ARIZONA

ADVERTIS.INQ

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

CONSU\!ER 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

CHANDELLE SAN FRANCISCO - Since 1973 the largest center for skysai\ing in Calif. Complete USHGA certified lesson program, beginning to advanced. Large pans and accessories inventory. New and used gliders in stock, Lancer, Moyes, Wills, UP, fledge, Sunbirc!, Electra, Bennett, Seagull. Overlooking Fort Funston. 198 Los Banos Ave., Daly City, CA 94014. (415) 756-0650. 180 - E.xcellent condition, extra clean sail. Stits doped paint job. Ilest offer.

Rogal\o,;;, mils badly torn or torn loose from their an-

chor points front and back on the keel and leading edges. If in doubt, many hang gliding businesses will be happy to gi\·c an objccti\·e opinion on the condition of

equipment you bring them to inspect.

ELSINORE VALLEY HANG GLIDING CENTER. Certified, experienced instruction, sale-" for all major manufacturers and repair facilities. Call (714) 678-2050.

Rogallos ALPHA 215 - Good condition. No crashes. Blue, purple, white. S750. Kurt (213) 694-7314, (714) 772-4949. BROYLES TO\\' BAR -

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

New, large bar for Seagull

FRESNO HANG GLIDER SHOP - 627 E. l3elmont, Fresno, CA 93701. Ask for Ken Flowers, (209) 264-8002.

Aircraft. Includes tow bridle, J,(X)()' line, boat release.

S325. (813) 597-8748. CA"l'T AJ-'FORD A NE\\' OR USED GLIDER? \\'ith only 10% clown \\'C \\ill finance the balance or take anything in trade. 10°'0 off of any new glider, power

pack or parachute with this ad I Contact LEADING EDGE AIR !-'OILS, INC. (303) 632-4959. CAN \\T HELP YOU GET INTO THE AIR" Do you want to 111, but arc short of funds" \\'e will trade anything 10 help you lly. Contact Delta \\'ing Kites & Gliders, (213 J 787-6600.

CONDOR 22--l - A-;ymmetrical sail design, fairing-,, 2024 leading edges. Lots or TLC means it's in e.xcellcnt condition. S1095. (406) 494-3778.

- ---- -----CU\!ULUS 5-8 - Harness & paradlllte. E.xcellem condition. S900, or best offer. (714) 595-5776. "

HIGHSTER 184 - Little air time. Custom sail - eas1 to llL S750, or best offer. (213) 347-7664. · LOOKING FOR A USED GLIDER? Trvine to sell vour old wing? FREE listing on our used gli~lcr~board, ~\li\sion Soaring Center. 4355 I \!ission B\1d., fremont, CA 94538. \10YES \!AXI Ill (303) 279-2873.

New sail. Custom frame. Charlie

A unique opportunity to purchase up to one-third interest in America's first and best-known flight park. For further information please contact:

BILL BENNETT (213) 989-4745 day or night

C5B - Low time. Stits doped paint job, soaring windows. Best offer. CSA Custom sail. Best offer. CSA - Sails white. Best ofrer. SOAR\!ASTER - Tuned exhaust, ported. Ilest offer. GOLDEN SUPINE HARNESS - Brand new. Best orrer. SUNFLO\\'ER - 100-140 lb. range, extra detlexors, can put locking tips on. Flown once. Best offer. WILL SEND COLOR PICTURES OF ANY OF ABOVE \!UST SELL!!! \!ark Hays, 6430 Variel No. 107, Woodland Hills, CA 91367. (213) 992-4728. O\IEGA 260 -

Best offer. S1e1·e (714) 685-5150.

O\\'L 185 - Like ne11. S750. Will consider barter. Tom (904) 377-2394, (904) 376-2637. - - - - - - --~---PHOENIX 12 - Few lligh11, good condition. White, three shades or blue. S700, or trade. (714) 796-7657. PHOENIX 12 205 - Excellent condition. Beautiful colors, split panels. S800. (704) 568-0884 aFter 5:00. SKY SPORTS \!ERLIN - 200 ft. bcellent condition! Used one season. Any offer 0\ er S300 takes it. /\lust sell! (203) 889-2836. SUNBIRD - Strata. Hang glider excellent - new condition. All II hite, purple wing tips. Harness, Volmer variometer, soaring panels, large control bar. S1500. (408) 987-1964 or (415) 949-0563. \\'INDHA VEN \\'INTER SALE - fledge I S700. Noia 190 S995. N01a 230 S995. Nova 210 SI 195. 10 \!eter Sl355. IO \frter $995. Seahawk 200 SI200. Floater 185 S850. PHx 8 sr S500. Ph.x 6c S600. Easy Riser 11/box S900. Will ship anywhere. Call or write \\'indha1·en Int. 12437 San Fernando Rd., Sylmar, CA 91342 (213) 367-1819.

Rigid Wings CATTO CA-14 with engine, prop, harness. Good condition. S800. (213) 797-6084 L.A. FLEDGE 118 - One year old. S800. Dave (805) 966-1414 clays, (805) 962-6461 eve's. \1ANTA FLEDGLING 18 - Kasperized. Makes excellent motorglider. $600. David Lindberg, Snohomish, WA 98290 (206) 568-6926. \I ITCH ELL WING 8-10 - Plans, one set & instruction manual. S50. (714) 775-0672. SOAR:v!ASTER with expansion chamber, tack & temp gauge. $500. Dave (805) 966-1414 days or (805) 962-6461 e\·e\.

MARCH1980

CHANNEL ISLANDS HANG GLIDER EMPORIUM - In business since 1974 representing all brands of gliders, instruments, and accessories. Complete lesson program available. Full line of gliders, varios, harnesses, helmets, chutes, spare parts, etc. in stock. Call or stop by - 613 N. Milpas, Santa Barbara, CA 93103 (805) 965-3733.

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 orCalirornia, Inc., 2410 Lincoln Illvd., Santa Monica, CA 90405. (213) 399-5315. HANG GLIDERS \\'EST-DILLON BEACH FLYING SCHOOL. We sell and service all major brands, pans, accessoric\. USHGA certified instructors, observers. Free lessons with purcha5c of a wing. After the sale, it'-; the SERVICE that counts. Hang Glider West, IOI I 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 arnilable. Fly before you buy. End blind loyalty. Demos available. Complete lesson program. USHGA certified instructors, obser1ers. 43551 Mission Illvd., 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 instruclion 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 llying instruclion and much, much more' Call (213) 943-1074. 1351 Beach Blvd., La Habra, CA 90631. ------------~

WINDHA VEN HANG GLIDING SCHOOL, INC. Serving Southern California. Complete line of gliders, beginner 10 advanced instruction. USHGA certified instructors. Write or call, Winc\hal'en, 12437 San Fernando Rd., Sylmar, CA 91342 (213) 367-1819.

TRYING TO SELL YOUR GLIDER'! Try Hang Gliding classifieds. They get results: 47

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

HA,

COLORADO LEADING EDGE AIR FOILS, INC. - Write for our complete line of gliders, power packs, ultralight equipment and lessons, (powered, towed and free-night). Enjoy om unbeatable prices and fast serl'ice. A MOST COMPLETE SHOP. 331 South 14th St., Colorado Springs, Colorado 80904.

Certified instruclion with !light simulator Hang Ratings !-IV. Come see om showroom. It '11 be love at first t1ight! 2708 i'v[t. Vernon Rd. S.E., Cedar Rapids, IA 52403. (319) 365-6057, 366-3989.

in the 'iafcty or the dunes or soar 1hc many coastal

bluffs. USHGA certified instruction. Wills \\'ing, Seagull, Moyes, Bennett, UH,! with other brands available. Parts, accessories, repairs, ratings. 826 iV1ich. Ave., P.O. Box 188, Benzonia, Mich. 49616 (616) 882-5070.

GOLDEN SKY SAILS. Distnbuting Seagull, Electra Flyer, Wills Wing, Odyssey and Golden prone harness. Dealing Lancer, Eipper, J&L, Delta Wing, Mania, UFM, Highster and Sunbircl. Expert repair and custom work. Largest inventory of parts and accessories in lhc

west. Power packs available. Fast mail order serl'ice. 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 bel\vccn instructor and ,;;tudent. Located just west of Dc11\"cr 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.

IOWA GLIDER, INC. Powered rigid microlights, custom building, equipment and accessories. Staffed by full time, full service factory reps. 1324 Grand, Des i\loincs, Iowa 50309 (515) 244-4464. KANSAS MONARCH FLYING l'v!ACHINES - The Kansas City area source for all major brand gliders, power packs,

FLORIDA Unique powered rigid wing !light school. Get checked out in an Easy Riser, Quicksilver and P-Flcdgling. Open seven days a week. Power Systems, Inc., 39-ll Coolidge Ave., Dept. H, Ormond !leach, FL 32074. (904) 672-6363.

pans, accessories, repairs. USHGA Certified Instructors. 7624 Marty, Overland Park, KS 66204. (913) 649-1837. MASSACHUSETTS

83201. (208) 233-8179.

Try a FREE practice run at Aeolus Flight Training Center, Groton Hills Ski Arca. Groton, MA. Aeolus instructors can reach you to tly 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.

JOWA

\1ICHIGAN

IDAHO MOUNTAIN AIR GLIDER SALES. Serving the Idaho area with the best in ultralight soaring equipment and certified instruction. 1144 N. Grant, Pocatello, Idaho

THE FOUR WINDS! New and used gliders. Power

MID-WEST SCHOOL OF HANG GLIDING. Subsidiary of U.S. Moyes, Inc. USHGA Certified Instructors. All levels of instruc1ion - foot launch, tow, and motorized. Located Vi mile from \Varren Dunes. \Ve 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 ar 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 t1y 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. \Ve have kites in stock and take trades or will sell your used glider for you. Sec us for ratings, repairs and USHGA certified instruction. 24851 Murray, Mt. Clemens, Mich. 48045 (313) 791-0614.

units and complete powered !lex wings. Dealer for Ben-

MINNESOTA

nett, 1\fanta, Soarmaster (we take trade-ins). USHGA

NORTHERN SUN HANG GLIDERS, INC. Dealer for all major non-powered and powered brands. USHGA certified instruction. O\','ners/managers of the Hang

Gliding Preserve, soarablc ridge with tramway lift. When in the North Country stop by and test our line of gliders and enjoy the sites. 628 \V. Larpcntem 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

INTERESTED IN FL YING? Write: IJEARTOOTH HANG GLIDERS, P.O. Box 21116, llillings, MT 59104.

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 1 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. coriplete and least expensive basio flight manual available. Used as a training text by schools worldwide $1.50 postpaid (Californians add 9q; sales lax). MANNED KITING. Fly the flatlands with the only book on tow iaunched hang gliding. Step-by-step instructions carefully guide the novice through taxi practice. lowed flight and release to free flight. $3.95 postpaid ( Californians add 24(!: sales tax). SEND FOR FREE DESCRIPTIVE BROCHURE

DAN POYNTER, Box 4232-G, Santa Barbara. CA 93103 MARCH1980

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P.O. Box 6009 • Chattanooga, TN 37401

wings". 703 North Henderson, Ft. \\'orth, Tx. 76107. (8 I 7) 332-4668.

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.

ELECTRA-fLYER DISTRIBUTORS. South MidWestern distribu1ors for: Electra Flyer Corp., UFM Products, Sky Sports, Seagull Aircraft. Now accep1ing dealership inquiries. Call or write: LONE STAR HANG GLIDERS, 2200 "C" South Smithbarry Rd., Arlington, Tx 76013. Metro. (817) 469-9159.

NEW l'vlEXICO 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) 293-600 I.

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.

NEW YORK

UTAH

AERIAL TECHNIQUES - at Ellenville. The east coast's largest hang glider shop. USHGA Certified instruction, dealers for all manufacturers, most equipment

THE KITE SHOP AT NATURE'S WAY. Our ECO FLIGHT SCHOOL is Utah's oldest and most experienced, with USHGA Advanced ceniried instructors. Complete parn and service for Electra Flyer, Manta, and Eipper. Dislributor ror the new STRATUS 5. 898 So. 900 E., Salt Lake City, Ut. 84102. (801) 359-7913.

in stock from our tremendous inventory. A.T. is where

it's up ... Rt. 209 647-3344.

in Ellenville, N.Y. 12428. (914)

NORTH CAROLINA

WASATCH WINGS INC. - Salt Lake's Hang Gliding Center. Located minutes from the Point of the Mountain. Featuring a fully stocked repair shop, USHGA Instructors, 2-way radios, lessons beginning to advanced, new training gliders, pilot accessories, and glider sales and rentals. 892 Eas1 12300 South, Draper, Ut. 84020. (801) 571-4044.

KITTY HAWK KITES, Inc. P.O. Box 386, Nags Head, N.C. 27959. (919) 441-6247. Learn to fiy safely over soft sand dunes through genlle Atlantic breezes. Beginner/Novice packages and ralings available daily. Complete inventory of new gliders, accessories and parts in stock.

WYO~!ING

PENNSYLVANIA

CENTRAL WYO;>.HNG HANG GLIDERS - Sales and services. Electra Flyer, Seagull, Seedwings. USHGA instruction, Basic and advanced. Box 4206, Casper, Wy. 82601. (307) 266-3731 or 265-7292.

BALD EAGLE HANG GLIDING. Sales and lessons. An Aerial Techniques representative. 146 N. Fourth St., Hughesville, PA 17737. (717) 584-5275.

Foreign Schools & Dealers

TENNESSEE AIR-POWER INC. - Dealer for all motorized ultralite gliders. Manta and Bennett products also available. Certified instruclion. 3832 Guernsey, Memphis, Tenn. 38122. (902) 324-8922.

CANADA HANG GLIDING SCHOOL OF UNIVERSAL SPORT. Canadian and USA certified school. lleginner and advanced instruction. Sale of major gliders, sale or Szirony Harness (the only one or its kind in the industry). Built-in quick release mechanism. USA and

TEXAS ARl'v!ADILLO AVIATION. Motorized fixed wings (CA-15 now available). All brands - power unils - accessories. Call or write for prices. "We have your

Canadian certified ins1ructor John Szirony, P.O. Box 227, Yarrow, B.C. VOX 2AO Canada Vancouber (604) 298-4389, 823-4273. THE AURORA COMPANY - Distribu1or 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, Vancouser-Robin Pederson 922-7275, P.O. Box 91176 West Vancous·er, Canada V7V 3N6. JAPAN Yanaba Hang Gliding School ... 3 day pack system Mt. Kuruma Hang Gliding School ... 3 day pack sys1cm Osaka Hang Gliding School ... 2 day lesson ASO Hang Gliding School. .. I day lesson Beginner to advanced instruction by JAA, JHA certified instructors. We offer a complete line of hang gliders, ren1als, sales and accessories. JAPAN HANG GLIDERS ASSOCIATION 1-16-9, Uchikanda Chiyodaku Tokyo IOI Japan. (03) 292-0756.

Business Opportunities DEALERS OR FUTURE DEALERS; Windhaven International has the complete line of hang gliding equipment to fit your business needs. \Vrite for our complete catalog and confidential discount sheet to: 12437 San fernando Rd., Sylmar, CA. 91342 (213) 367-1819. STARTING A HANG GLIDING BUSINESS!' For a complete line of gliders, parts and accessories contac1: LEADING EDGE AIR FOILS, INC. 331 South 141h St., Colo. Spgs., Colo. 80904 (303) 632-4959. ROCKY MOUNTAIN EMPLOYMENT NE\\'SLETTER ! ! Colorado, Idaho, Montana, and \\'yoming!' Current openings - all occupations!' \\'rite for free details to lntermountain-3M, 3506 Birch, Cheyenne. WY 82001. \V ANTED Talemed, hard working, dedicated. success-minded individual (preferably female, holding advanced and ins1ruc1or ratings) willing to work long hours for little money. What's in it for vou 9 - 450·, of

PILOTS! LEARN TO FLY SAFER, HIGHER, FURTHER l'j!-To-r>(l/1 1//1(1/rntnl ! 11/0111111/1011 (;11(/ m 11/t'l'rl Tu !111prm•1' LJ11r Flying. ll11!1n1 /h ./ ['S/f(;./ I 111/ruc/01.

NEW* HANG GLIDING FOR ADVANCED PILOTS -

DETAILS ON: COMPETITION ' MOTORIZING * EFFICIENT TURNING * POLARS' SPEEDS TO FLY· THERMAL TECHNIQUES* DISTANCE SOARING* PERFORMANCE TUNING* DESIGN CONCEPTS * INSTRUMENTS • ADVANCED EQUIPMENT • SPOT LANDING. $6.95 + 45.c POSTAGE

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

HANG GLIDING AND FLYING CONDITIONS - THE ROAD MAP TO THE SKY - DETAILS ON GENERAL WEATHER • TURBULENCE * ROTORS • WIND SHADOW * SEABREEZES • WINO GRADIENT * SOARING CONDITIONS* THERMALS· WAVES* WINDS ALOFT* LOCAL WINDS* CLOUD TYPES • SITE READING ANO MUCH MORE. $5.95 50c POSTAGE. +

$10.95 + 55.C POSTAGE FOR ANY TWO $14.95 75£ POSTAGE FOR ALL THREE. DENNIS PAGEN, 1184 ONEIDA ST, STATE COLLEGE. PA 16801 DEALER INQUIRIES INVITED +

MARCH1980

I I NAME ADDRESS I CITY STATE ZIP I SPORT DEATH, 2803 Ocean Park Bl., Suite 131, Santa Monica CA 90405 I

YES I want to learn rnore about excellence in hang gliding technology. Please send me full information. Here's my dollar.

·-----------------·

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 ii! 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 suppl'led. See your local dealer or send $12.50 plus $1 .00 postage toKWIK-CLAMP.

$ 1.95 +0% CAL TAX

== = -· t--...J,".c>-..L_.!.-, = =5

SHOWN WITH EDGE ALTlMETERAND BALL 620H {NOTJNCLUDEDJ

P.O. BOX 1 )!?'1-, RGPLA1'JP.5 • CAUFORNIA 9.2.37'.3

42491 CASINO PLACE• TEMECULA, CA 92390

CONTROL BAR PROTECTORS Please send pairs Control bar protectors at $20/ pair. Specify: D 1" D 1·1/8"

D UPS D Parcel Post =i Check or money order enclosed D C.0.D. You pay shipping

• Rugged 5" dia. wheels feature special flush mounting hub that clamps onto control bar. • Tough ABS plastic • Light weight · only 10 oz. ea. • Fits 1" or 1-1/8" control bars Name Address City _ _ _ State _ _ Zip __ _

*··············· ** KITE TUBING * it

*Hsx *

BRIGHT DIP 1% x 058 x 12 1%x 049 x 12 ""-.. 058 x 12 ..,.- 2 x 049 x 12

'IL

..,.-

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

);i",,',';,

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ANODIZED TUBING 12-19 LENGTHS} (2-19LENGTHSi (2-19LENGTHS1 (2-19 LENGTHS)

F'REE WHOLESALE CATALOGUE

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SEAMLESS! $1 19/FT ~ $119/FT • $165/FT ~ $1 71/FT ~

LEADING EDGE AIR F'OILS INC, • • 33! S. 14TH ST. 'o~RADO SPRINGS, CO. 9

303-UZ-49119

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

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

Learn to Fly And experience the freedom, the joy, and the excitement of flying an ultralight glider. You'll be airborne over soft sand, through gentle Atlantic: breezes only a few miles from where Orville and Wilbur made their first Oights over 75 years ago. Let us take you under our wing, as we have over 10,000 fledglings since 197 4.

NAME _____

___ USHGA # -~----

OLD ADDRESS CITY

----~~-~----STATE -~ZIP~~-

NEW ADDRESS CITY

STATE ___ _2IP - ~ - ~

Send brochure on FIRST FLIGHT SCHOOL to:

LAST ISSUE RECEIVED

Name:---------

Notify USHGA Early!

(PLEASE ALLOW FOUR WEEKS FOR PROCESSING)

Street: _ _ _ _ _ _ _ _ __

Please Note: You must notify your post office that you will pay

City: _ _ _ _ _ _ _ _ _ __ State: _ _ _ _ _ _.,.ip: _ _

P.O. Box386 Nags Head, N.C.

27959

forwarding postage on your second class mail or you may miss an issue. USHGA, Box 66306. Los Angeles, CA 90066.

an established Los Angeles area hang glider shor and school. The only investment you need to make is your time and energy. If imerestcd, write Greg Dc\\"olr, I fang Gliders of California, 2410 Lincoln 13h·d., Santa \lonica, 90405. Thank you. ----

Emergency Parachutes ODYSSEY has 24' and 26' emergency parachutes for the hang gliding pilot. Lightweight and inc,pensi,·e.

Dealer inquirit:s wch:omc. Don't tly without u<i! Send for free details. Od,·ssey, BO\ 60, Wilton, N.H. 03086. THE HANG GLJDER SHOP -

now distributes Free

Flight Enterprises' reserve parachutes and harnes-;es. Dealer inquiries invited. (213) 943-1074. 1351 13each Bh·d., La Habra, Ca. 90631. -----

\\'INDHAVEN EMERGENCY PARACHUTE SYSTEM meets rigid TSO testing. The best arnilable! Easi11· adaplcd to your harnes~ and glider. \\'rite for free details. \\'inclhaven Hang Gliding Schools, Inc., 12437 San Fernando Rel., Sylmar, CA. 91342.

Miscellaneous Bumper Stickers - HA VE YOU HUGGED YOUR HANG Gl.lDER TODAY? White w/bluc lellers. Sl.40 each (includes rostagc). P.O. Box 66306, Los Angeles, CA 90066. \!ETA!. LICENSE PLATE FRAMES "I'D RATHER BE HANG GLIDING." White lettering on a blue background. S4.50 including postage and handling. Californians acid 6% ta,. USHGA, Box 66306, Los Angele,, CA 90066. PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - SI. Decals, 31.,," dia. Inside or outside application. 25C each. Include 151Z for postage and handling with cch order. Box 66306, Los Angeles, CA 90066. TEE-SHIRTS with USHGA emblem S5.50 including postage and handling. Californians add 6°/o tax. /'vkn's

fLJGHT SCHOOL CLOSEOUT' Phoenix S.'<, Phoenix TX, \\'ills Swallowtail, 5 harnesses & 3 helmets. Sell separaicly or save big on package deal. J1?fr Anderson (213) 376-6379. ----- ---------ODYSSEY PRODUCT PORTl'OLJO. Has c1crything for the hang gliding enthusiast. Gliders, emergency parachutes, instruments, harnesses and accessories. Financing a\·ailab\e. Visa and \\-1aslcr Charge wekoir,c. Dcalcr.s, inquire on letterhead for dis.count information. for PORTFOLIO, send S1 .00 (refunded on order) to ODYSSEY INC., P.O. Bo, 60, \\'ilton, N.H. 03086.

------- - - - - - - - - - -

Publications & Organizations SOARING - \·!onthly magazine or The Soaring Society of America Inc. Covers all asnects of s,oaring flight. Full membership S20. Info kit with sample COflY $2.00. SSA, P.O. Box 66071, Los Angeles, CA 90066.

Ultralight Powered Flight MOTORIZED HANG GLIDERS Of FLORID/\. factory authorized dealer for "\VE[DHOPPER" - a high performance ulLralight rigid wing, tricycle gear, slick wntrol. Comrletc "WEEDHOPPER" information S5.00 to: \\'eeclhoppcr of Florida, Box 50961, Jacksonl"ille 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, S2,690. Call or write: NS! IG. 628 \\'. l.arpenteur Ave., St. Paul, :S.·1N. 55113 (612) 489-8300. QUICKSII.VERS, Eas,· Risers and P-fledgcs - with or without landing gear or engines. Sales and instruction SCl"Cn days a week. Send $4 ($5 foreign) for our new color brochure. Power Systems, Inc., 39-B Coolidge 1\1-e., Derr. H, Ormond Beach, FL 32074 (904) 672-6363. ULTRALIGHT FL YING MACHINES OF ATLANTA. CGS powcrpacks, landing gear, Soarmaster, tune pipes, harnesses, instruments etc. Pre-built by A&P and kit form. Immediate delivery, free instruction. Other kits include /v!itchell, VJ, Quickie, Hummer, \\'eedhopper, Catto. (404) 458-4584. #4 Aviation Way, PDK 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 1\-litchell wings too. Call or write: 12437 San Fernando Rd., Sylmar, Ca. 91342 (213) 367-1819

MARCH1980

The rate for classified advertising is 30C per word (or group of characters). ivtinimum charge, SJ.00. A fee of S5. is charged for each photograph. Art discount for clisrlay ads docs not apply to classifieds. AD DEADLINES - All ad copy, instructions, changes, additions and cancellations must be received in writing 1 1-': months rrcceding the cover date, i.e., Feb. 20 for the April issue. Please make checks payable to USHGA: Classified Acl1·ertising Dept., HANG GLJl)JNG \·IAGAZINE, Bo, 66306, Los Angeles, CA 90066.

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 tvlarkiewiez at (714) 968-6129.

and

STAINL.FSS STEEL DFfLEXORS - For Cirrus J, 5 & Olympus. Order in pairs (S25 for two). T J Enterprises, 1418 Hclmond Ln., San Jose, CA 95118 (.JOS) 264-6406.

TORREY PINES 1979. Text by Don Betts. Photos by Bellina Gray. Pictorial revie\v of hang gliding al Torrey Pines. 40 pages of photos, maps, !lying regulations, and history of the area. E,cellent booklet for those who have only heard of Torrey Pines. 13ooklet can also be rurchascd at site. S2.50 each (encl. pstg.). USHGA, P.O. !lo, 66306-HG, Los Angeles, Calif. 90066.

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, Bo, 1773, Whitefish, MT 59937

Parts & Accessories BALL VARIOiv!ETER, Altimaster Altimeter, bracket - Si 75. Jeff Anderson (213) 376-6379.

sizes S,M,L,XL. BLUE/ORANGE. USHG, P.O. Box 66306, Los Angeles, CA 90066.

TYPE: Cirrus 5A #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.

TYPE: ASG 18-A #5656. WHERE AND WHEN: Tucson, Arizona on Monday 1/14/80. SAIL PATTERN: Center out; white, orange, red, purple, purple leading edges and keel pocket. DISTINGUISHING FEATURES: Bright yellow bag, purple down tubes. CO"ITACT: T. Runyon, 2002 E. River Rd., Ml6, Tucson AZ 85718 (602) 299-4529 REW ARD TYPE: 1977 Seagull Seahawk 170. WHERE AND WHE:-: 12/31/79 in Boston, Mass. SAIL PATTERN: All reel, white keel pocket, white kingpost wires, black flying wires. Red cover bag w/bluc nose. DISTINGUISHING FEATURES: Cover bag has small red felt tabs glued to closures. CONTACT: Thomas D. Johnson, 2 Medford St., Chelsea, Mass. 02150 (617) 889-1272. TYPE: Dinger Wings Whizzer 180. SAIL PATTERN: Center out - black, white, yellow, orange, red, black tip. Black leading edges. New cover bag, dark brown nylon, white zipper. WHERE AND WHEN: Sacramento, CA, Dec. 8, 1979. DISTINGUISHING FEATURE: Red tape over one-inch tear on right wing trailing edge. CONTACT: Randy Smith, 4739 Pasadena Ave., Sacramento, CA 95841 (916) 488-6658, 489-6188. TYPE: Phoenix !2. WHERE AND WHEN: Point Fermin, CA, Oct. 28, 1979. SAIL PATTERN: Blue center, leading edge and tips. Center out: white, yellow, orange, reel. Two star patches on right wing. CONTACT: Johnny Gauthier, 21 E. Plymouth, Long Beach, CA 90806. (213) 422-3207.

TYPE: Cumulus 10. WHEN: May 12, 1979. SAIL PATTERN: Center out, white, yellow, brown. !llue bag. CONTACT: Mike Adams (805) 967-2448. TYPE: 1977 Seahawk 170. SAIL PATTERN: Keel out Black, orange, yellow, orange, yellow, black. Black leading edges. Red bag with blue tip. WHERE AND WHEN: May !7, 1979 from Virginia Beach, VA. DISTINGUISHING FEATURES: Upper wires, dctlexors and bolts not taken. Mount for Chad unit on right down tube. CONTACT: Bob Hayman, 1029Cordova Rd., Ft. Lauderdale, FLA 33316. Phone toll free: (800) 327-5826. 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: Dragonlly MK!. SAIL PATTERN: Purple leading edges and center, red wing. DISTINGUISHING FEATURES: Bennett tensioners, 1 /8" wing wires. CONTACT: Bob Henderson, !0842 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 tlag (#049!). WHERE AND WHEN: San Diego, CA 92120. (714) 265-0455.

TYPE: Electra Floater 205 #001699. SAIL PATTER"I: 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 #BI006, 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 68 serial #!82. 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.

TYPE: Phoenix Super 8 Reg. SAIL PATTERN: Keel out; black, red, orange, yellow, black tips and leading edges. WHERE AND WHEN: 10 miles north of Poncha Springs, Colo. on US 285 on July 11, 1979. DISTINGUISHING FEATURES: SIN 340. CONTACT: Jim Zeiser (303) 539-3335. $100 reward.

/\s 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.

TYPE: Wills Wing XC 185 #2277. WHERE: Lauden, Tenn. DESCRIPTION: All blue color panels, white leading and trailing edges. CONTACT: Mel Charles, Rt. 2 Box 5 IA, Oliver Springs, Tenn. 37840. Reward.

1979: A Pivotal Year In • • •

HANG GLIDING'S IMAGE by Vic Powell 1979 was the year in which there was a remarkable change in the public's acceptance of hang gliding as legitimate aviation. This happy circumstance was the result of a number of issues, not the least of which was the sport's continuing efforts to increase the safety of its operations. Years earlier, USHGA instituted a number of selfregulating provisions, such as flyer ratings and awards, certification of schools and instructors, supporting and recognizing the Hang Glider Manufacturers Association, and offering officially recognized performance records. The results of that activity are reflecting positively on the sport. And hang gliding publications have become more widespread as well. But most of the above affects either those who are already in the sport, or those interested in it for one reason or another, from government regulator and flyer to businessman. The real change in the perception of the sport to which I am referring is in the general public sector. There are a number of reasons for this, including a heightened awareness of hang gliding, especially through TV. The beer, gum, wine and automobile commericals have done wonders in bringing the beauty of the sport to the public. Of course there are many other contributing factors: the National Air and Space Museum's excellent movie "To Fly" and its hang gliding exhibits, Hugh Morton's film on hang gliding at Grandfather Mountain, and the various contests around the country that were publicized and open to public viewing. In my frequent travel across the nation I have had the unusual opportunity to talk with some of this country's leading aviation figures; engineers and designers, business executives, Air Force officials both civilian and military, airline pilots and managers, pilots of many types of aircraft, and nonpilot aviation enthusiasts. In 1979 there was a significant change of attitude in the majority of those with whom I have talked. Three years ago, as an elected member of the USHGA Board of Directors, my mention of hang gliding in a conversation inevitably brought forth a comment along the lines: "You don't do that, do you? Isn't it dangerous?" It indicated a negative at-

titude, often based on lack of information. Most people, however, usually had an interest in listening to my remarks. But there was little doubt about a lack of acceptance of hang gliding by these members of the public. Hang gliding had little history, had made no contribution to aviation and it seemed to them to be little more than an interesting diversion. The change in attitude came to my attention during a meeting of the Galaxy Chapter of the Air Force Association (AFA) in Dover, Delaware. I had been invited to attend by the AFA state president, who knew of my interest in hang gliding, and who said that Bryan Allen, the manpower pilot, was to be the speaker. The audience, as at most AFA Chapter meetings, was diverse, representing a crosssection of the community: The mayor of Dover, president of the Chamber of Commerce, military officials, business executives, factory and government workers, pilots, wives and aviation enthusiasts. Among the group at the meeting was an official of the DuPont Company. Bryan was to speak about his flight across the English Channel in the Gossamer Albatross. The DuPont Company was a sponsor of the flight, and at the opening of the program the official expressed his company's pleasure at being involved in the project. He thanked Bryan and the Albatross crew for the opportunity to inject his company with a new degree of enthusiasm and fun. Bryan showed slides and a film of the events. His first slides were of hang gliding and his experiences with it. The entire Gossamer project had its basis in hang gliding, both in technology and flying, facts that he explained very well. He told about the flying skills he developed and how they helped him adapt to the Albatross. The audience knew about hang gliding, but more significantly there was an acceptance of it, as expresssed by several individuals following the meeting. There were positive statements made about the sport and its beauty, an acknowledgement of its contribution to the historic manpowered flight, and an often expressed thought that several would like to

experience it. Two points come to mind from this: They perceived hang gliding as a safe sport, safe enough that many felt a desire to try it, and they understood hang gliding's contribution to structural technology, manufacturing techniques, and flyer training in the success of the manpowered flights. Hang gliding was seen as having made an important contribution to United States aviation. It had proven itself to be of significant value in a region of aeronautics that had been largely neglected. Bryan's slides and film were well received. Autograph seekers swirled around him both before and after the speech. His commentary allowed expression of his personality and humor, and they loved him. It was a triumph for both Bryan and hang gliding. The sport is very fortunate to have such an excellent spokesman. The activities of Larry Newman, a strong personality in his own right, have also brought public attention to hang gliding. The TV and magazine exposure he has brought to the sport, as a crew member of the Double Eagle II flight across the Atlantic and his intention to land the kite in Europe, and his subsequent public activities, have been of great value. Beyond the pure publicity for hang gliding, the fact that he was with the balloonists meant that hang gliding's existence had been acknowledged by another aviation sport. Further acknowledgement of these two aviation events, the balloon and manpowered flights, by such prest1g10us organizations as the Smithsonian Institute and the National Geographic Society, has in turn added to hang gliding's positive image. In retrospect these two events, the flight across the Atlantic in 1978 and the flight of the Gossamer Albatross across the English Channel in 1979, occurred in the correct sequence for maximum benefit to hang gliding. The publicity hang gliding received from Newman's participation, and the technological contribution and publicity obtained from Allen's flight brought both the public's attention to the sport and public recognition that hang gliding was a HANG GLIDING

determining facwr in an important aviation event. II this might never have happened, or the re ults might have been very different, if the ba ic afety of the port wa le than it i . While we cannot be completely ati fied with our afety efforts, they have helped generate a positive impact on the sport. Our self-regulation ha worked, and it is continuing !O be effective because people in the sport take action to make it work. In this regard everyone participating in hang gliding from contest judges, chapter officials, newsletter editors and unday afternoon flyers, !O manufacturers and schools, can take a measure of credit in how hang gliding i regarded in the public mind today. Working together through the United States Hang Gliding A ociation we have accomplished much. There is much yet !O do, and we must act to insure that the positive image we currently have is retained. That i up to each of us, by flying safely on every flight, and our willingnes !O contribute our time and effort !O the local USHGA Chapter banding our elves together !O be bener informed, protect our sport and receive the most from our membership - and voting for both local and national hang gliding leadership. t this writing in late December, 1979 the Federal Aviation Administration (FAA) is till breathing down our collective necks with rumors that a otice of Propo ed Rule Making ( PRM) could be is ued against the port in 1980. The PRM would mark the beginning of federal government intrusion in!O the only realm of personal recreational flight free from it. We have a continuing job of working to remain free of such unwarranted government interference. For hang gliding's national image, 1979 was a good year. I'm proud of that. 19 0 can be even bener. Let's all work together to make that happen. ~

SENSOR

Transcend the Performance Limits of Mass Production

Gain the adoantage of clean design and fine aerodynamics. The SENSOR is more than just a beautiful wing. Its combined technology offers you one of the highest perfonnances in the wortd. Its minimum sink rate is noticeably better than most au floaters, while its more obvious performance advantage exists at speeds c:i 30 mph and above. The SENSOR's improved l./0 at cruising speeds enables you to trllYel further than you've ever flown before. The SENSOR is clearly a superior performance flex wing. Take advantage c:i the potential.

HOMA certified to 1979 standards. The SENSOR is spirally neutral to slightly roll stable. It can be flat turn reversed and high banked in tight thermal cores very easily. Pitch response is progressive and positive. The SENSOR's pitching moment curve is the best ever certified. (See graph.) The speeds achieved by our vehicle testing prove our plackard certified maximum speed at 1.5 lbs-f~2 wing loading to 50 mph. That's faster and stronger than any certified glider so

far.

Roi Rate 45•-45° 2-5 seconds Acceleration stall to 30 mph 2 5 seconds Umlt Load Factors +6g -3g at 1-5 lbs./~ 2 wing loading

SIZES

(with 4 week delivery from receipt of deposit) 134, 165, 183; 9m, 1Om, IO.Sm respectively; AR 6.5

No Mountains? Soar Anyway•

FLY THE FLATLANDS! Tow Systems for A ll Makes of Hang Gltders Tow system w/top and bonom release S400 and f101a1,on w11h spread shackles add11,onal S 10 2 po1n1 pulley bridle S 30 Boat release with carab1ner s 45 All orders require 50% depostl Texas res1den1s add 5% sales tax Send S1 00 for informatton pac age 10. KITE ENTERPRISES Telephone Inquiries Invited 1403 Ausun Street Dave Broyles Irving. Texas 75061 Evenings (214) 438-1623

ARCH1980

/NQLJ/RIES IM'TTED:

Write or call us today for Dealer and order information

SEEDWINGS Research • DeYe1opment • Mtg. Since 1974 by Robert Trampenau

1919 CastiUo • Santa Barbara, CA• 93101 • (805) 682-4250

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

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

(j,¥j.){i) ______s_s_E_I_N_co __ RP_O_RA __T_E_D______• ~ 5801 Magnolia Avenue• Pennsauken, NJ 08109 • (609) 663-2234

-------------------------, Altimaster 11 $89.95

•-' c;t\O\"\

..t\

sat\-.:,,a vaoteeu,

Gua,

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

Visa

Master Charge.

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

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

t 1979 SSE, Inc. AltimasLcr is a trademark. Photo by Carl llocnish.

I I I I I 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-G RAPHIC S 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 Eipper.

~ppczr

Formanca inc

1070 Linda Vista Drive San Marcos.Ca. 92069 (71 4) 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