WINDHAVEN PARACHUTE SYSTEMS ... PROVIDING Pl LOTS WORLDWIDE WITH SECURITY AND PROTECTION.
THE W-1 ULTRALIGHT RESERVE New for the 80's, Windhaven proudly introduces the revolutionary W-1 emergency parachute system designed exclusively for the foot launch ultralight pilot whose gross weight including glider does not exceed 290 pounds. The W-1 container features a super thin tapered design for a low drag profile. An easy grab one step deployment handle connects directly to our specially designed deployment bag which has a unique line stow and opening system constructed especially for low speed deployments associated with ultralights. The W-1 canopy, a design originally used by sky divers, is constructed of F-111 Harris material, the highest quality material available on the market. We have made this system as light weight as possible without sacrificing strength. Also, by not T.S.O.ing the canopy, we have been able to keep the cost of the W-1 down to a low retail price of $349.00. Stylish looks, superior deployment system, strong construction techniques and low price will make the W-1 the most popular foot lannch glider emergency chute on the market for 1980.
DEALER INQUIRIES INVITED!
LOW PROFILE DESIGN
CHOOSE THE SYSTEM THAT FITS YOUR NEEDS Windhaven also features the W-2, a 23' TSOed canopy that fits the compact W-1 container and deployment bag for those who need a larger TSOed canopy. Retail for the W-2 is $425.00. We even have an excellent selection of containers, deployment bags and harnesses to fit most any application from flying supine tq powered ultralights with landing gears. And for those extra heavy pilots and gliders, our W-3 26' TSOed reserve is just for you. Retail for the W-3 is $435.00. Please call or write us today for more information on our fine canopy systems.
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--•-WINDHAVEN INTERNATIONAL INC.
Send For Free Catalog Packed with Flying Accessories Name ___________ _ Address _____ _ City _____________________ _
State ---~--Zip _____ _ Phone -----· ________ _ MAIL TO: WINDHAVEN INTERNATIONAL INC. 12437 SAN FERNANDO RD. SYLMAR, CA 91342
#80-6
EDITOR: Gil Dodgen ASSISTANT EDITOR LAYOUT & DESIGN: Janie Dodgen STAFF PHOTOGRAPHERS: Leroy Grannis, Bettina Gray CONTRIBUTING ILLUSTRATORS: Cathy Coleman, Barbara Graham, Harry Martin
ISSUE NO. 90
JULY 1980
Hang Cliding
OFFICE STAFF: MANAGER: Carol Velderrain Kathy Coleman (Advertising) Kit Skradski (Renewals) Amy Provin (Ratings) Janet Meyer (New Memberships)
FEATURES
19
DON PARTRIDGE
USHGA OFFICERS: PRESIDENT: David Broyles VICE PRESIDENT: Dennis Pagen SECRET ARY: Jay Raser TREASURER: Bill Bennett
22
SOUTHERN CALIFORNIA RULES
EXECUTIVE COMMITTEE: David Broyles David Anderson Jay Raser
27
THE ART AND LORE OF THERMAL Copyright by Dennis Pagen SOARING - PART VI
32
THE SOUTH AFRICAN MASTERS
USHGA REGIONAL DIRECTORS REGION 1: Doug Hildreth REGION 2: Jan Case, Pat Denevan REGION 3: Bill Bennett, Mike Turchen REGION 4: Lucky Campbell, Carol Droge REGION 5: Hugh Dundee REGION 6: Dick Turner. REGION 7: David Anderson, Ron Christensen REGION 8: Matt Seddon REGION 9: Les King, William Richards REGION 10: Richard Heckman, Scott Lambert REGION 11: Ewart Phillips REGION 12: Paul Riker!. DIRECTORS-AT-LARGE: David Broyles, Keith Nichols, Dennis Pagen, Jay Raser. Phil Richards. EX-OFFICIO DIRECTOR: Brooke Allen HONORARY DIRECTORS: Lloyd Licher, Hugh Morton 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 hong gliding activities such as record attempts and competition sanctions. HANG GLIDING magazine is published for hong gliding sport enthusiasts to create further interest in the sport. by o means of open cummunication and to advance hang gliding methods and safety. Contributions are welcome. Anyone is invited to con~ tribute articles. photos. and illustrations concerning hang gliding activities. If the material is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING magazine is published monthly by the United States Hang Gliding Association. Inc. whose mailing address is P.O. Box 66306, Las Angeles. Calif. 90066 and whose offices are located at 11423 Washington Blvd, Los Angeles, Calif. 90066; telephone (213) 390-3065 Secondclass postage is paid at Los Angeles, Calif. HANG GLIPING magazine is printed by Sinclair Printing & Utho, Alhambra, Calif. The typesetting is provided by 1st Impression Typesetting Service. Buena Pork, Calif. Color separations by Scanner House of Studio City, Calif. The USHGA is a member-controlled educational and scientific organization dedicated to exploring all facets of ultralight flight. Membership is open to anyone interested in this realm of flight. Dues for full membership are $25 per year ($26 for foreign addresses); subscription rates are $18 for one year, $31 tor two years. SM for three years. An Introductory six-month trial is available for '$9.00. Changes of address should be sent six weeks in advance. Including name. USHGA membership number, preVlous and new address. and a malling label from a recent issue.
38 42
MOTORIZED SIMULATOR FLIGHT TEST
an interview conducted by Chris and Carol Price
by Chris Price Photos by Bettina Gray
Article and photos by Keith Nichols
Article and photos by Glenn Brinks
GLIDER EVALUATION NOVA II by Ric Lee
46
INTRODUCTION TO THE 1980 NATIONALS
by Dan Chapman
DEPARTMENTS 4 ULTRALIGHT CONVERSATION 4 INDEX TO ADVERTISERS 9 GUEST EDITORIAL 12 NEWS AND NEW PRODUCTS 13 CALENDAR 16 POWER PILOT by Glenn Brinks 35 MILESTONES 44 LITTLE TIPS 44 ANN LANDINGS 45 CARTOON by Harry Martin BIRD'S EYE VIEW by Lauran Emerson 49 50 USHGA REPORTS 57 CLASSIFIED ADVERTISING 63 STOLEN WINGS COVER: Darrel Bibby in ecstasy at Wilcox Beach in Santa Barbara, California. Photo by Ines E. Roberts. 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 © United States Hang Gliding Association. Inc. 1978. All rights reserved to Hang Gliding Magazine and Individual contributors.
~LTRALIQt1T CONVERJATION
on such aerobatics. We should not, however, stifle one of the best publications in the sport of ·. hang gliding. We can rest assured, Mr. Pregler and Ms. Case, that there have not been a rash of pilots attempting to loop their Fledges or Ravens or any other gliders since the publication of those feats in Hang Gliding magazine.
INDEX TO ADVERTISERS Aerial Techniques ............................ 36
Lester Washburn Elsinore, CA
American Aerolights ......................... IFC Bennett Della Wing Gliders ............. 18, 29, 52 Duncan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
On Aerobatics
Eco Nautics . . . . . . . . .. . . . . . . . . . . . . . . . . .. . .. . .. 59 Eipper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IBC
Dear Editor,
Dear Editor,
I am a novice pilot who, as a rule, prefers to enjoy his time flying rather than get involved in the cutthroat politics which seem to permeate the sport of hang gliding. However, I would like to take issue with the letter captioned "Upside Down" by Jan Case in the May issue of Hang Gliding. I do not feel the printing of the picture of Eric Raymond looping the Fledgling in any way implied the approval of the USHGA. Nor did I get the slightest impression that Manta was thereby expressing their endorsement of such aerobatics. What I saw was the performance of an outrageous stunt by our national champion, who is, in my opinion, truly one of the "people on the frontiers of the sport." In another light, Eric Raymond was with me the day I made my first high altitude launch, and no one impressed upon me more the inherent dangers of the sport and the safety precautions they warrant. Upon reading the HGMA certification placard on the crosspar of my glider, I noticed that it stated:
With reference to your replies and questions regarding the letter by Jan Case, "Upside Down," in the May '80 issue ... Thank you for printing both the photo of Raymond inverted and the Wills Wing ad showing the Raven in a vertical climb. I disagree with Jan Case's opinion that these are "clearly unsafe maneuvers." Eric is the 1979 United States National Champion. His glider has been strengthened beyond factory specs. He is well over 1,000 feet above the ground. He is wearing a parachute. Neither he nor any other aerobatic pilot I have known or talked with encourages average Hang Ill weekend pilots to loop their gliders on an average soaring day at good 'ol Strawberry Hill. C'mon Jan, your argument sounds like an editorial from a 1970's small town newspaper lamenting the demise of the human race because the kid down the block is "jumping off the local sand dune with a clearly unsafe contraption he calls a hang glider!" Has it occurred to you that perhaps the practice of allowing people to run off mountain tops with a glider tied to their body is unsafe and should be discouraged? Does your mother think hang gliding is safe? I agree with the editor's point of view that " ... in these activities ... the dangers are so obvious there is no need to warn weekend participants." The frontiers of human endeavor have always placed unusual and often dangerous consequences in the path of those brave or foolish enough to challenge the unknown. It is to the pioneers of human dreams that you and I owe our very existence in this country. An expert pilot can learn and execute inverted aerobatics with a hang glider and never exceed two G's. An uninformed beginner can take his glider to a windy sand dune, ground loop, and destroy both himself and his glider. I would remind you that, in the paraphrased words of a WWII Navy Admiral, "Aviation in itself is not inherently dangerous, but to an even greater extent than the sea, it is terribly unforgiving of human carelessness, incapacity, or neglect."Conversely, a well-informed pilot who has taken the time to properly prepare himself for whatever flight task he attempts, is in less danger than an eight o'clock commuter driving through the morning rush-hour crazies. Think about it. I like being upside-down on purpose. Clearly, you don't. Different strokes, ok?
Electra Flyer Corp ............................. 58
"This glider must not: 1) Be towed. 2) Be flown by more than one person at a time. 3) Exceed 30° nose up or down to horizon. 4) Exceed 60° bank angle left or right to horizon. 5) Be flown inverted or backwards. Flight operation must be limited to nonaerobatic maneuvers."
If the USHGA and its publication, Hang Gliding magazine, are to adhere to the repressive policy expounded by Ms. Case, then will they have to forego articles and pictures such as "Tandem In the Whites" which appeared later in the May issue, an article that described a glider being "flown by more than one person"? Does this also mean that there will be no more pictures of pilots executing wingovers, nor articles for those pilots living in the flatlands that are about towing? The list goes on and on. I don't think that Hang Gliding should be prevented from reporting and illustrating those activities that are unusual or even "dangerous." To date, I have found every issue of the magazine to be exciting, informative, and in every aspect, safety conscious. If anything, perhaps the magazine should follow the example of the Wills Wing advertisement depicting Rob Kells getting the Raven "upside down," and print a disclaimer stating its position 4
Dick Gammon Cloverdale, Oregon
Flight Designs ................................ 41 Glider Rider .................................. 31 Hall ...................................... 17, 56 Hang Gliding Press ........................... 37 Hlghster ..................................... 30 Kwik Clamp . . . . . .. . . . . . . . . . .. . . . . . .. . . . .. . . . . 17 Kite Enterprises . . . . . . . .. . . . .. . . .. . . .. . . . .. . . . . 4 7 Kitty Hawk Kites . . . . . .. . . . . . . . . . . . . . . . . .. . . 17, 3 7 Leaf . . . . . . . . . . .. . . . . . . . . . . . . . . . . . .. . . .. . . . 44, 59 Litek . . . . . . . . . . . . . . . . . . . .. . . .. . . . . . . . . . . . . .. .. 51 Makiki Electronics ............................ 56 Maralex ..................................... 37 U.S. Moyes ................................... 64 National Book Wholesalers .................... 61 Ocean Pacific ............................... BC Odyssey .................................... 40 Ontario Hang Gliders . . . . . . . . . . . . . . . . . . . . . . . . .
6
Pagen ....................................... 56 Poynter Books . . . . . . . .. . . . . . . . . . . . . . .. . . . .. . . . 51 Price Company .............................. 28 Rocky Mountain Airboats ..................... 39 Seedwlngs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Skytow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Snyder Ent................................... 60 Soarmaster .................................. 48 So. Cal. HG Schools .......................... 59 Striplin Aircraft ............................... 57 Sunbird . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5
Ulllmate HI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7
USHGA ............................. 14, 55, 56, 62 Volmer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Wills Wing, Inc ........................... 2, 15, 28 Wlndhaven . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Wing Thing ................................... 47
AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing 1Y2 months preceding the cover date, i.e. Mar. 20 for the May issue.
HANG GLIDING
I
'
Dear Editor,
system
one
-fOOT STIRRUP
• HARNESS
• KNEE HANGERS
• COCOON
Eugene Clarification
I would like to answer Jan Case (Hang Gliding, May, 1980) over the controversy of Eric Raymond, Wills Wing, and aerobatics. I was at Perris, California, the day these stunts were pulled off, and as a pilot and casual onlooker, I felt that the whole stunt was done with strict regard to safety. As a matter of personal opinion, I thought that the first 500 feet of balloon ascent was the unsafe part of the stunt, not the beautiful flying. (Above 500 feet the pilots could have released and flown away, if the balloon had encountered any problems.) All four pilots had back-up chutes, all four had safe releases and had safe landings. Southern California got hang gliding out of the ground skimmer stage. Please leave us alone and let us get it out of the floating around and boring stage. Larry Brown Temecula, CA
system two • HARNESS • FOOT STIRRUP
Dear Editor, The magazine is looking better all the time. I really appreciate your efforts so don't get me wrong when I complain a little. I would like to make a comment about the use of the Ultralight Conversation section. I agree with Steve Moore's quip in the April issue. It is always a lost cause to defend past articles, but I'd like to clarify the exaggerated "Eugene Exaggeration." The author of this letter to the editor could spend his time more efficiently by sharpening his reading skills. My point was to say something positive about flying in light thermal conditions. It taxes one's flying skills instead of one's glider's structural integrity. Sure, I collected my data on a poor flying day - I said so in the article. I hope Mitch King reads the middle paragraph on page 41 of the April issue. I think it's great that you published Mitch's comments on my Eugene piece along with my article on Southern California sites. Maybe you need to add editorial comments along with letters. It would alleviate the need for second round rebounding like this . Michael Pringle Manhattan Beach, CA
Windhaven W-1 Correction Dear Editor,
system three
In your May issue on page 20 you featured news on Windhaven's new W-1 parachute. Unfortunately there was a misprint on the maximum recommended gross weight including pilot and glider for the system. It is 290 lbs., not the 200 lbs. as stated.
The LOGIC The comfort of a cocoon is undeniably the most favourable way to put in a lengthy flight. The AIR· BORNE design Is based on the realization that the cocoon may not be for every condition.
Trip Mellinger President, Windhaven
NYSHGC Nationals Sponsorship Dear Editor,
The NATURAL progression. The AIRBORNE system allows the pllot to advance to the full support of a cocoon at a self set pace. System One Is a kicker, knee hanger, cocoon harness, with instant interchangeability. No need to buy another harness, when the AIRBORNE system gives you all the combinations.
ADVANCED & PROFESSIONAL pilot.
Dear Editor,
The cocoon may not be for every condition, but there is an AIRBORNE system for every flight. The instant interchangeability of AIRBORNE components makes ii the ideal pilot suspension system for the pilot who may be, at one time or another, in the position of in-, structor, compelilior or X-country flyer.
You have lost significant respect with the front cover and centerfold shot in the April issue of Hang Gliding. Enclosed is a shot of one of the big time loopers of Dog Mountain in the trees after an aer.ial ballet with death. Put this on your front cover or the centerfold instead of the glamour shots usually shown. In less than a month, we had two loopers with broken gliders at Dog Mountain this spring the last one has a broken back. Anyone who thinks he can live to be an old looper is an idiot. It is only fun until someone is hurt. Please show the membership the real results of loops.
The VALUE AIRBORNE mades no compromise on quality, comfort or safety. The system is built to fit you! Send for the AIRBORNE size chart which will include info on options such as parachute mounting and custom graphics. 'AIRBORNE' produces are manufactured and distributed by: ONTARIO HANG GLIDERS INC., 801 WOOLWICH ST., GUELPH ONTARIO CANADA N1H 6J2, (519) 836-4781.
6
Robert Farmer Bremerton, WA
Upon reading the USHGA competition committee report by Keith Nichols in the May issue, we notice that our name was missing as the cosponsors and wish to make the following comments for future reference. The site is owned and operated by NYSHGC under the official name "Mt. Ellenville Hang Gliding Park," the co-sponsor of the event with Aerial Techniques. We have pledged to offer our facilities for this event in a way of a cooperative effort with Aerial Techniques. We are all very enthusiastic about this opportunity to host the nationals and look forward to this event with open wings. Aerial Techniques has worked very hard to promote the Ellenville area and we are confident this will be one of our best national events yet. If anyone should have any need for contacting us our new address and telephone number are: 2A Byram Brook Place, Armonk, NY 10504; (914) 273-8303. Robert Doornick President N.Y.S.H.G.C.
HANG GLIDING
CACOON BAR HARNESS The most comfortable harness on the market has been made even more practical and versatile with the addition of a zippered cacoon attachment. It can be used with or without the cacoon section. Simply unzip the heavy zipper, remove knee support rope and unbuckle adjustment straps at each side of harness. Stirrup and knee-hanger sets are included with each Cacoon Bar Harness for those times when you want to fly without the cacoon section. COLORS AVAILABLE: Red, Orange, Rust, Sand, Brown, Black, Dark Green, Calif. Blue and Navy Blue.
ORDER FORM Cacoon Bar Harness D Bar Harness D
OPTIONS AVAILABLE:
OPTIONS: _ _ _ _ _ _ _ _ _ _ __
PARACHUTE SELECTION: 24' D 26'0 Zippered D
Sewn directly D
COLOR SELECTION: Main body - - - - - - - - - - - - Trim
Cacoon Bar Harness complete.
. $140.00
Bar Harness complete .
.. $105.00
Cacoon Section (with zipper) . . . $ 50.00 'older Bar Harnesses must be sent to factory for modification.
. ...... $ 4.00 Stirrup foot bar. Extra padding in shoulders . . .... $10.00 Parachute sewn to harness . . $ 7.50 Parachute sewn using zipper for easy detachment . . .. $15.00 If parachute is ordered with either harness, it will be attached free of charge. A 10% discount will als.o be applied to parachute purchase. · All major brands of parachutes are available through ULTIMATE HI.
PlLOTSIZE: Height _ _ _ _ _ ft _ _ _ _ _ ins Weight lbs Shoulder Height _ _ _ _ _ ft _ _ _ _ ins
BREAKDOWN CONTROL BAR Fits virtually all existing gliders equipped with a channel bracket at least 2 1/4" wide between legs. Requires the fastening of 1-wingnut and safety pin to complete the assembly of triangle bar. Universal Block does not have to be removed from channel bracket to disassemble control bar. Lower side wires remain bolted to the Clips which are available drilled for eye-bolts or shackles. Universal Block swivels down to allow control bar to be stored in glider cover bag. (Cables at bottom of noseplate or rear of keel should be fastened with a wingnut and safety pin to facilitate speedy deployment or storage of control bar) Universal Block. Downtube Clips. Aluminum Tubing . Bolts & Nuts. Elbows ..
ORDER FORM BAR KIT D BAR COMPLETE D Tubing requested: l"x.083 CJ l/18"x .065 D EYEBOLT D SHACKLE D
·,.
Glider _ _ _ _ _ _ _ _ _ _ _ _ Yr Manufacturer _ _ _ _ _ _ _ _ _ _ _ __ Chan. bolt: 1/4'' D 5/16" Shackle Eyebolt D Chan bracket width (outside width) With
glider
set up, record measurements:
the
D D ins
following
'A' to 'C' _ _ _ _ _ ins 'B' to 'C' _ _ _ _ ins measure
. machined from 1/z" barstock of 6061 T6 Aluminum and hardened. . ... stamped from 125" 6061 T6 Aluminum plate and hardened. . . l"x.083 or 1l/S"x.0656061 T6 with bright dip anodize. . aircraft rated hardness of 7 or better. . .... die cast Aluminum hardened to T6.
center of hole to center of hole.
·-- \
BAR KIT ................................ $40.00 Includes all bolts. nuts & Hardware. (less alum. tubing) FINISHED BAR .......................... $75.00 PADDED COVER BAG ................... $ 9.50 Please include your measurements of base and legs for bar. (Measure from hole A in chan. bracket to hole C al eyeball or shackle for legs of bar, and from hole B to hole C for base of triangle bar.)
13951 MIDLAND ROAD POWAY, CALIF. 92064
714-748-1739
\
The Needs of Powered Hang Gliding Dear Editor, It is possible that interest in powered hang gliding is increasing more quickly than in the unpowered variety. It is a fact that its growth is dynamic. For this reason and others, it is time that we ask a few obvious questions about its philosophy and future. What has happened to the concept that "power is needed in the vast flat areas of the U.S. because there are no mountains to launch from?" Inherent in that concept was the assertion that the motor was only a means of gaining several thousand feet, after which it would be shut off so that the pilot could enjoy all the joys experienced by the mountain-launched pilot. Has this in fact happened except in isolated cases? Are pilots using motors to replace ridges and mountains? Two years ago, most powered hang gliders were foot launched and foot landed. In 1980, it seems that over 95% have a landing gear and are virtually incapable of foot launch. The fact is, they are no longer hang gliders. Instead they are small, inexpensive, light-weight airplanes. (Before going any further, let it be clearly understood that I love all forms of flight equally. I enjoy and admire powered ultralights, and am enthusiastic about their "cause" and their future.) It seems inevitable and only a matter of time that the powered hang gliders with landing gear, will be forced into the area now occupied by experimental airplanes. When this happens all the licensing requirements for pilot and "aircraft" will apply. It is amazing really, that this hasn't occurred already. Now for the next question. With the addition of motors and landing gear, is it possible for even the high performance machines, such as the Fledge and the Mitchell Wing, to retain any degree of cross-country efficiency and performance? Or, has the additional drag and weight rendered them too inefficient to be practical as a _cross-country machine? Motorless hang glider pilots obtain rewards, excitement, and joy in four basic ways: (1) Flying in an informal manner with several or even dozens of other pilots at an elevated launch area. (2) Flying in formal meets, competitions or contests. (3) Flying cross-country just for the fun and thrill of it and (4) Flying in search of local, state, or world records. Are any of these categories of fun and excitement now open to powered hang glider pilots? The answer, in a practical sense, has to be no. Why not? Except at "fly-ins" and other get togethers (Oshkosh), the normal flying of powered pilots simply does not bring them together in one place at one time. There are no formal competitions similar to regional and national contests. Few if any articles have been written about "shutting off the motor and soaring cross-country for 30 or 40 miles." There are no state, national, or world record categories for motorized hang gliders. If powered hang gliding is going to reach even a fraction of its true potential, some very vi ta! changes are going to be required. First of all, the
8
pilot-enthusiasts who own powered hang gliders are going to have to recognize that simply boring holes through the sky in random fashion is not enough. After a short while, the boring gets boring. Once this recognition is achieved, the door will open to the vital changes required. It must also be recognized that spot landings, bomb drops, most beautiful new ship, and grand champion categories at fly-ins are truly uninteresting stuff in comparison with "contests." "Fly-ins" are great. But unless formal competition is introduced, in a meaningful way, the real potential for fun and excitement will be missing. What should the powered hang glider fraternity do? Here are some recommendations in order of importance: A. Join the National Aeronautic Association and the Federation Aeronautique Internationale. B. Gather together all representatives of each interested-nation's powered hang glider groups and write an F.A.I. code for national and world records for powered hang gliders. C. Hold formal regional and national U.S. contests at least once yearly. D. Orangize and conduct special contests, yearly. (Examples: the Owens Valley CrossCountry Classic and the Great Race at Lookout Mountain, Tennessee.) What kinds of tasks can be used for motorized hang gliders for records and contests? Listed below are some of the possibilities: 1. Cross-country is the most exciting. During the contest, remove the air-restart capability, and give each pilot exactly the same amount of fuel which would be used to achieve a "best" altitude before beginning a cross-country flight. The course could be goal-and-return, straight distance, or around designated pylons. The scoring could be based on elapsed time or total distance covered. The areas used could be the flat plains of Kansas or the mountainous areas of California such as the Owens Valley. In fact, in mountainous areas, the task rule could be to "power" up to an observer's site on a mountain top, and fly within 20 feet of a given point and shut off the engine and begin the soaring task. Eligibility could be based on "standard empty weight" of the glider, or else on maximum wing span, or possibly on engine displacement. 2. Altitude gain, using a barograph, within a given amount of time. This would test a pilot's knowledge of lift/thermal areas as well as the climb rate of his machine. 3. Maximum climb from standing start within a short specified horizontal distance (i.e. 40 yards). Light-weight ribbons could be erected and raised higher for each heat as is done in high jump contests in track and field events. The shortest possible landing distance to a stop could also be conducted after flying over a ribbon on final approach. I would discourage all types of racing while using the engine. This would lead in totally undesired directions, and ultimately to streamlined enclosed cockpits. The final result would be a duplicating of midget airplane racing which already exists. We've come to a crossroad in motorized hang gliding. Is it fully recognized that the proliferation of new motorized hang gliders has reached
giant proportions? New craft are appearing on a monthly basis. The interested pilot is bound to be confused regarding performance claims. Contests and competitions are needed in order to achieve some reasonable indications of true performance capabilities. A basic decision has to be made as to whether we are intent on designing an affordable lightweight airplane, as a substitute for the airplane we can't afford, or whether we are interested in powered ultralights as a new flying sport. Do we want cheap convenient transportation through the sky, or do we want a sport which will provide the fun, excitement, and thrill of competition? The interesting thing about these choices is that no matter which choice is made, everybody (the designers, manufacturers, pilots, etc.) will benefit if there are formal contests and official record categories. 0.K. that's the pitch. If these arguments are as persuasive as they seem to be, it is time to take some action - today! George Worthington San Diego, CA
Weekend Flyer Dear Editor, My hearty approval of the new editorial thrust in Hang Gliding. I'm just a fun-type weekend flyer who loves articles and features that help me understand flying techniques, safety, weather, etc. Raymond Petit Oak Harbor, WA
Carabiner Hazard Dear Editor, This is to inform you of a very serious potential hazard that was just made known to me. A rock climbing friend saw the carabiner on my prone harness and told me that the company that manufactured that carabiner had been involved in legal problems due to failure of their carabiners in rock climbing use. It seems that the pin on the gate mechanism is peened in, or flattened like a rivet, in carabiners of high quality. My carabiner has a pin that is merely pressed in and it looks like you could poke the pin out by hitting it with a hammer and nail. This pressed pin can, and will, eventually work loose, allowing the gate mechanism to swing open. The safety hazard involved in using an inferior quality carabiner in our suspension systems need not be described. I suggest that all pilots immediately check their carabiners, regardless of brand name or source of purchase, for this dangerous feature. Spend the five dollars or so to replace the questionable ones with ones of known high quality. Since suspension system failures have been responsible for a sizeable proportion of our fatalities, trusting our lives to inferior carabiners is tantamount to using no back-up loop. Brad Kushner Schenectady, NY
HANG GLIDING
GUEST EDITORIAL A reply to Chris Price by Mike Meier, HGMA secretary and spokesman
Chris Price has severely criticized the HGMA and the USHGA for interfering with the rights of competition pilots. In his letter he has touched on a number of aspects of an important and complex issue. Unfortunately, his letter is so confused and so full of false statements and misleading implications that it serves only to further complicate and confuse the issue. I would like to specifically address some of the more glaring factual errors in Chris' letter, and also to present as clearly as possible what I feel to be the actual relevant issues and alternatives in this situation. Chris Price: "fn 1978 and 1979 the Moyes gliders were considered certified by the HGMA and were allowed to fly in USHGA sanctioned meets. Now in April of 1980 the HGMA has decided that the Moyes glider that won the Masters last year should not be allowed to compete as a certified glider. Did the glider change? No. The HGMA changed their standards twice in the three weeks before the start of the Southern California League. The outcome is that the Maxi is 110 longer certified. I have to borrow a glider from one of the other manufacturers if I want to compete in the League."
The Facts: "The Moyes gliders" were never certified as an all-inclusive group by the HGMA. In 1978 certificates of compliance were issued for the Moyes Maxi MK IIB, the Moyes Midi, and the Moyes Maxi MK III SP (smaller version of the Maxi MK III). In 1980, Chris Price, acting as an official appointed representative of US Moyes to the HGMA, informed the HGMA th'at the '79 Moyes Maxi MK III was not the same as the '78 MK III which had been certified. He was advised on this basis that the '79 MK III would be ineligible to compete. The HGMA was later informed by US Moyes directly that the '79 MK III was the same glider that had been certified in 1978. On this basis the Maxi MK III was allowed to compete in the Southern California League. In this competition the MK III was flown thirteen times by world class pilots on Chris Price's team JULY 1980
in a one-on-one task designed by Chris Price to objectively evaluate the combination of glider/pilot performance. Ten of these thirteen flights were against other world class pilots flying HGMA certified gliders currently in production. The Maxis lost seven out of ten flights. The Southern California League began on April 20th, 1980. In the three weeks prior to that date, the HGMA standards were not changed at all.
"Over a thousand of them (Atlases) are flying worldwide. This is a glider that looks like it will be able to be certified by the tests that Tom Price did do, but has not had the paperwork done up to HGMA standards."
statement "over a. thousand of them are flying worldwide." Is Chris suggesting that we abandon the airworthiness standards as an objective measure of glider safety and substitute an analysis based on a glider's safety record? This was the means used to determine glider safety years ago before the HGMA program was introduced. The problem with it is that when an unsafe design appeared on the market, a lot of pilots had to die or be hurt before the analysis of the glider's airworthiness was complete. In no way do I mean to suggest that the Atlas is an unsafe glider. It may well be certifiable. However to date, there has been no documentation of its airworthiness submitted to the HGMA, and to my knowledge it has not been tested in accordance with the HGMA standards.
Implication:
Chris Price:
The Atlas is a certifiable glider of proven safety which is not certified because of a lack of proper paperwork.
"The manufacturers can (and Wills Wing has threatened to do so) come out with super trick gliders that Rob Kells says will smoke anything around, certify this glider to fly in meets and not sell it to the general public so the factory pilots will have an advantage in meets against the independent pilots, enabling the manufacturers to tighten their stranglehold on the competition scene."
Chris Price:
The Facts: The last tirrie I talked to Tom Price, which was after he stopped work on testing the Atlas to return to work for ElectraFlyer, he told me that he had done few tests on the Atlas. He had done a rough, preliminary pitching moment test in Chattanooga at the American Cup which indicated to him that the glider might well pass the pitching moment requirements, although he was unwilling to draw conclusions because of gusty winds during the test. He had filmed a few flight maneuvers in California which he felt might have to be redone. He had done no structural tests whatever. To imply that the Atlas is a "perfectly safe, tested glider" and that the only reason that it is not certified is that it is missing some paperwork, is a complete misrepresentation of the facts. Tom Price told me that he doubted that the Atlas certification would have been completed in time for the Atlas to fly in the Southern California League even if he had continued to work on it and not returned to Albuquerque. I don't understand the relevance of the
Implication: The HGMA program, the manner in which it is administered, and the USHGA requirement for certified gliders in competition may create an unfair domination of competition by factory pilots and designers over independent competition pilots.
The Facts:
If any manufacturer were capable of producing a glider which could totally dominate competition they could do so and refuse to sell it whether there were an HGMA program or not. It is hard for me to imagine what might be gained by a manufacturer by dominating competition on a glider that was not being offered for sale. 9
Chris Price: "I was not able to fly in the Masters because the Moyes gliders did not meet the then very vague requirements of the HGMA. The glider was not an experimental glider ... The glider had been on a test vehicle." "The Moyes people do everything they are told one year and the next year the review board wants them to do a bunch of different stuff right before a meet. This hoop trick has gone on too long."
typical importer will sell. The documentation of the tests really does the pilot no good at all. The tests can still be cheated. The reason they go to all the documentation trouble is to have a package to show a jury in case one of the many unfounded product liability lawsuits goes to trial ... The big manufacturers are forcing this expense and protection on the small manufacturers through the HGMA. I personally feel an individual's signature on a form saying that the test was done and the glider passes is good enough."
Implication: Moyes has been treated unfairly by the HGMA. Moyes has had difficulty in certifying their gliders because they have been given wrong and conflicting information by the HGMA, and it is impossible as a result for them to comply with requirements that are too vague and complex for them to understand.
"It is hard for me to imagine what might be gained by a manufacturer by dominating competition on a glider that was not being offered for sale." Implication:
results of the HGMA program; one would have been demanded by the public anyway. 1) Safer gliders that are virtually tuck and tumble proof. 2) The other could only have happened through the HGMA and USHGA programs. This is the unfair elimination of perfectly safe, tested gliders from the competition scene and, as a side result, from the marketplace."
Implication: The current state of the art of hang glider safety would have been achieved without the HGMA program. The HGMA program can stand on its own on the basis of consumer demand for certified gliders and does not need the USHGA requirement for certified gliders in competition to survive. There has been an unfair elimination of perfectly safe, tested gliders from the competition scene and, as a side result, from the marketplace.
The Facts: The Moyes "hoop trick" is of their own making. The HGMA standards have never been vague; they were spelled out in very clear written form by Gary Valle in 1977. Between 1977 and 1979, ninety-five different gliders have been certified by the HGMA. Most of these gliders were certified by manufacturers who were in no more privileged a position within the HGMA than Moyes. They were members, as was Moyes, and they had a copy of the airworthiness standards as did Moyes. They made their own interpretation of what the standards required, submitted documentation based on that interpretation, and were granted certificates of compliance. Moyes chose instead to rely on other people's interpretations of the standards and often submitted documentation that was so far from being complete or being in the required format that it could not even be considered by the HGMA board. On at least two occasions a designer from another manufacturer rewrote the Moyes documentation prior to its review by the HGMA so that it would be in a format that could be reviewed. The fact is that if Moyes had submitted documentation that was even close to what was required in written standards, they would have had no trouble at any time getting their gliders certified. Chris Price: "The huge expense in the films and the redoing of tests because the film did not come out right can be more easily amortized over two thousand gliders a year than it can over three or four hundred gliders a year that a 10
Small manufaccturers and importers who sell "three or four hundred gliders a year" cannot afford the cost of certification. Certification is unnecessarily complex and expensive because of the requirements for documented tests which serve only to give the large manufacturers an unfair advantage over the smaller ones. The Facts: Documentation is required so that the hang gliding community can be reasonably sure that the tests were done. It is true that the documentation can be cheated, but it would be as costly and as time consuming to produce a cheated package as an honest one. Faced with those alternatives, most people will be honest. It costs nothing and takes no time to sign a piece of paper. Faced with the need to obtain HGMA certification to aid in the promotion of a glider, when the survival of the company may depend on the successful promotion of that glider, many people would sign the paper without having done the tests. There is one manufacturer that has certified more gliders than any other; since 1977 they have certified 23 different gliders. None of these gliders has sold more than 400 units in its entire production history, much less than in one year. All development costs are more easily absorbed over a longer production run. This has been a business fact of life long before the HGMA. Chris Price: "The HGMA program should be able to stand on its own ... There have been two
The Facts: No manufacturer or designer familiar with the program would support the contention that the current level of glider safety would have been achieved without the HGMA program. It has been the data gathered from the program and the tests required by the program which have enabled the designers to improve the safety of their gliders. Consumer pressure can only be effective to the extent that the consumer knows which gliders are safe and which are not. Without an objective measure of glider safety such as the airworthiness standards, the consumer would have to rely on glider safety records to determine which glider to buy. We have already discussed the problems with this method. I know of no "perfectly safe, tested glider" which has been eliminated from competition or the market by the HGMA. Jean Michel Bernasconi of Flight Designs has told me that they are selling all the Atlases they can get from Europe. As Chris points out, the Atlas has flown in a great number of competitions. The Atlas will be ineligible to fly in competition requiring HGMA certification until it is certified. That's the way the rules are currently written. Many pilots have pointed out that this system removes from certification pilots the right to fly gliders of their own choosing in USHGA sanctioned competitions. This is true. It is an unfortunate cost of the USHGA's supporting of the HGMA program. Many competition pilots have suggested that this requirement is unnecessary, and that the program would survive on its own. The historical facts do not HANG GLIDING
bear this out. ever in the history of the HGMA has a manufacturer applied for certification on a glider except for at the last possible opportunity immediately prior to a contest for which certification was to be required . It is my opinion that if there were no requirement for certification in competition, that there would be no certified gliders . The HGMA is not a large, all-powerful, insensitive bureaucracy attempting to dominate the sport and industry of hang gliding and supress competition. It is a small organization of manufacturers, who have tried to the best of their ability to promote increased safety in hang glider designs . Two years ago, when gliders were tumbling every weekend, there was a lot of strident, self-righteous criticism of the HGMA for having standards that were not sufficiently strict and allowed gliders to be certified that were perhaps not entirely safe . ow, two years later, gliders have stopped tumbling and although no designer would claim as Chris does that all the design related problems have been solved, we seem to have a handle on hang glider airworthiness. ow the standards are much stricter, people have forgotten the problems of two years ago, and there is a lot of strident self-righteous criticism of the HGMA for supressing competition and unfairly dominating the sport and the industry . The HGMA has no legal authority to require certification , so it has turned to the USHGA to acquire the only effective leverage available to encourage participation in the program. The HGMA has made mistakes . It will continue to do so . There are alternatives . The FAA is one. I should point out, however, that those manufacturers who, through a lack of proper procedure and adherance to the written requirements of the standards, have had trouble with the HGMA are likely also to have trouble with the FAA. Whatever Chris may believe, the manufacturers really don' t have an allconsuming interest in the survival of the HGMA . The reason is simple. Those manufacturers who are spending the most money on certification will have the largest amount of capital freed up if the HGMA program is diso!ved . Those manufacturers who have worked most extensively within the HGMA program will be the best prepared to work under any other form or regulation ; such as the FAA. The real losers if the HGMA program is disolved will be the pilots, who will have no objective standards left by which to determine the airworthiness of a glider. ~
JULY1980
Paul Yarnall of Yarnall Techtonics Inc., and John Farnan, formerly associated with Sky Sports Inc., announce the establishment of Finger Lakes Airsports. With the acquisition of Canadaigua Airport, Finger Lakes Airsports becomes the first integrated flight park offering all forms of light aviation activities, notably: beginner to advanced land and water towing for hang gliders; microlight demos, sales, and in· struction; power unit rentals for all popular microlights; on site microlight design and manufacturing facilities; and certified aircraft maintenance and 80 octane fuel. Canadaigua airport is located in the town of Canadaigua at the north tip of Canadaigua Lake, 20 miles southeast of Rochester, N.Y. Within JO minutes of the airport are motels, hotels and campgrounds. One can enjoy fishing, boating and water skiing on Canadaigua Lake and nearby, fun and excitement at famous Rose· land Amusement Park. Pilots can fly into the 2,000 ft. lighted grass strip (Unicom 122.8) and by prior arrangement ground transportation can be provided. Microlights are especially welcome and indoor storage will be avaiable. The Sky Hook tow winch will be available daily for lessons or advance flying. Contact: Finger Lakes Air·· sports, Canadaigua Airport, 2440 Brickyard Rd., Canadaigua, N.Y. 14424.
MEETING The next USHGA Board of Directors meeting will be held August 8-10, 1980 at O'Hare Holiday Inn West, Melrose Park, I]. linois. Members are welcome to attend and if you have input, suggestions or ideas for any of the following USHGA Committees, contact the chairman of that committee well in advance of the meeting. Awards Committee: Jay Raser, Rt. 2, Mullan Rd., Missoula, MT 59801; By-Laws & Organization Committee: David Broyles, '1403 Austin St., Irving, TX 75061; Compe·· tition Committee: Keith Nichols, 700 Comanche NE, Albuquerque, NM 78107; Elec-· lions & Allocations Committee: Jay Raser, Rt. 2 Mullan Rd., Missoula, MT 5980]; Insurance Committee: John l larris, J3ox 386, Nags Head, NC 27959; Membership & Development Committee: Terri Turner, 5913 Creekview Dr., Kansas City, MO 64152; Powered Ultralight Committee: Dennis 12
Pagen, 1184 Oneida St., State College, PA 16801; National Coordinating Committee: Les King, 9040 B Comprint St., Gaithers· burg, MD 20760; Publications Committee: Lauran Emerson, Star Route, Stockett, MT 59480; Public Relations Committee: Lucky Campbell, 10250 N. 19th Ave., Phoenix, AZ 85021; Records Committee: Vic Powell, 4425 Medford Dr., Annandale, VA 22003; Research, Technical & Development Committee: Richard Heckman, 3401 Lookout Dr., Huntsville, AL 35801; Safety & Train· ing Committee: Jan Case, 198 Los J3anos, Daly City, CA 94014; Site Procurement Committee: Phil Richards, 3108 Windrose Dr., Phoenix, AZ 85029.
NOMINATIONS SOLICITED Nominations are now being solicited for the upcoming Boardof Directors election in October. All full members of the USHGA are encouraged to use their membership benefit and submit nominations for Directors in their regions. Three nominations are required for each candidate, and must be submitted to the USHGA office by August 15, '1980. Candidates must be notified of their nomination and should submit a photo and resume for inclusion in the official ballot, which will be published in the October issue of Hang Gliding. Nominations are needed in the following regions. Present Directors are: Region 1 .............. Doug Hildreth Region 2 ................... Jan Case Region 3 ................. Bill Bennett Region 3 ..................... Vacant Region 4 ............. Lucky Campbell Region 7............ David Anderson Region 9 ................... Les King Region 10 ........... Richard Heckman Region 12 ................. Paul Rikert These Directors' terms expire December 31, 1980 and they must be renominated to be placed on the ballot.
Despite rain, hail, snow, thunder and lightning, five rounds were completed. Sean Dever has suggested that the top six pilots go as a team. They plan to take the top six places at the Nationals.
FROM A SMALL "Isn't that amazing" Francis Rogallo, inventor of the wing concept that made it all possible, exclaimed as Jim Johns, hang gliding manager at Kitty Hawk Kites, spiraled upward and out of sight, after launching from 134-foot high Jockeys Ridge. It was April 18, ]980, and another milestone for flying at Kitty Hawk, North Carolina had been reached. Jim was the first person to thermal out from Jockeys Ridge, a feat that m(lny a pilot had dreamed of. He gained 1,000 to 1,500 feet of altitude above the park and flew downwind toward the Wright Brothers Memorial, 4 1/2 miles before having to land on the beach across from the monument.
REGION 4 QUALIFIER Region 4 Qualifier results are as follows: 1. Dennis Quesenberry - Yuma, Arizona 2. Ric Lee Sandy, Utah 3. Larry Tudor Draper, Utah 4. John Coyne Denver, Colorado 5. Duhon Sandy, Utah 6. Sean Dever Golden, Colorado (The tup six qualify for the Nationals) 7. Jim Lawrence Durango, Colorado 8. Rich Burton Park City, Utah 9. Gil Kinzie Golden, Colorado 10. Jack Carey Telluride, Colorado
Jim Jdhns
Jim, who holds the existing soaring record for Jockey's Ridge of two hours and 55 minutes, was trying out the new Moyes Mega 2 when the phenomenal flight took place. Jim Braddock had driven all the way from Bridgman, Michigan to Kitty Hawk to show off the new Mega 2 during Kitty Hawk Kites' Demo Days. Just after arriving, Jim Braddock had the glider set up and ready for anyone to fly, even though he had been driving all night. Jim Braddock decided it would be best if Jim Johns took HANG GLIDING
the very first flight, feeling confident that he could immediately be comfortable with the glider. Jim launched into a light south wind from 134--foot Jockeys Ridge. On his first pass he gained about 50 feet above the ridge. He soon gained enough height that he felt comfortable in doing a 360° turn, a feat that had only become feasible the last several months with the advent of the Atlas. Having completed the first turn, Jim was sur-· prised to find he had not lost any altitude. That was so much fun, he decided to do another still no altitude loss. Half way through his third 360 °, he realized he was drifting backward over the ridge. On coming out of the turn he saw he couldn't make it back across the top of the ridge. He had to decide quickly: "Do I land on top or keep turning? I only have about 75 feet above the ridge." He decided to keep 360ing and to his and everyone else's amazement began slowly rising about 50 feet per minute. Ten minutes later he was about half a mile downwind and at over 1,000 feet. Peeling he had topped out he headed north for the Wright Brothers Monument. Having turned downwind, his ground speed was about 30 mph. "I was keeping up with the cars on the beach road," Johns commented. I continued down the beach and then, when I had used all my altitude, I turned around and landed upwind on the beach across from the monument." "My mouth was dry from the excitement," Johns said, "so l headed up the road for an ice cream cone."
JULY. Dog Mountain hang glider slw diver accuracy meet. Contact: Richard Girard, 630 M St. N.E. Apt. 10, Auburn, WA (206) 939-4725. JULY 4 6. Third annual Las Vegas fun fly-in. Desert conditions, cliff launch, top landing. Contact: Brian Way, (702) 733-5944, or 878-6422. JULY 4 · 6. Region 7 qualification meet, Hager City, Wiscon· sin. Contact: Minnesota Glider Co. (612) 870-0096. JULY 4 · 6. Fun meet to be held at Lookout Mtn. flight park. Amateur and open classes. Contact: Rt. 2, Box 215-h, Rising Fawn, GA. 30738 (404) 398-3541. JULY 4 6. Region 6 Qualification meet. Talihina, OK. Contact: Mike O'l.eary, 2307 S.E. 50th Terr., Oklahoma City, OK 73129. JULY 4 · 6. Eighth annual national soaring and hang
JULV1980
From left: John Harris, Gertrude Rogal/a, Jim Johns, Jim Braddock, Francis M. Raga/lo at the landing spot.
Johns was greeted shortly after he came down by an extremely excited Prancis Rogallo, and his wife Gertrude, Jim Braddock and John and Donna Harris. Mr. Rogallo was so excited about the flight that he and his wife announced a prize they had talked about for several years. The prize will go to the first hang gliding pilot who, after launching from Jockeys Ridge, can fly 41/2 miles to the Wright Brothers Monument, circle the monument, and fly back to
gliding festival competition, Frankfort, Mich. $15 entry fee. Limit 30 pilots. Contact: Jim Nelson, Eco-Flight Hang Gliders, P.O. Box 188, Benzonia, Mich. 49616 (616) 882-5070.
JULY 5 · 6. Third annual Florida glide-in for motorized hang gliders and microlights. Perry-Foley airport, Perry, Fla. Send SASE to: Michael ,J. Grossberg, P.O. Box 50961, Jacksonville, Fla. 32250. (904) 246-2568. JULY 4 6. Open fly.in, Anaconda, Montana, Elevation 2,000'. Intermediate or advanced only. $500 in prizes. Contact: Dennis Sitton, 11121/2 E. 4th, Anaconda, MT 59711 (406) 563-2758.
JULY 11 · 13. Date change. Instructor certification clinic, Lookout Mt. flight park. Rt. 2, Box 215·h, Rising Fawn, GA 30738. (404) 398-3541.
Jockeys Ridge for a landing. The price is $1,000 and it was immediately dubbed the "Rogallo Prize." What's ahead? Jim thinks that in time thermaling out of Jockeys Ridge will become comon place. Can you imagine a Hang IV and thermal soaring training program from a 134-foot sand dune? It's going to seem strange seeing everyone wearing their parachutes at such a peaceful looking site. Congratulations, Jim . . . . .
JULY 17 . 20. Mt. Swansea Cross-Country Meet, Canada (Vernon, B.C.) JULY 23. 27. The World Invitational Grouse Mt. Hang Gliding Championships. Contact: Don Whitemore c/o Seagull Aircraft, 1160 Mark Ave., Carpinteria, CA 93103. AUGUST 16 · 25. July 25 deadline. Region 3 qualifying meet for the Nationals. Certi lied, Fledgling and ex· perimental classes. Entries will be limited to first come, first served basis. Send SASE to: Chris Price, 32970 Lilian Road, Elsinore, CA 92330 for entry form. Deadline June 31. AUGUST 22 · 24. Region 2 instructor certification program. Contact: Jan Case (415) 756-0650 · 198 Los Banos Ave., Daly City, CA 94014 for information and reservations. AUGUST 23 SEPTEMBER 1. Canadian Nationals, Mt. St. Pierre, Quebec.
SEPTEMBER 2 · 7. Masters of Hang Gliding Championship, Grandfather Mountain. Con· tact: Hugh Morton, Box 128, Linville, NC 28646. (704) 733-2355. SEPTEMBER 13 · 23. U.S. National Hang Gliding Championships. Ellenville, New York. Contact: Aerial Techniques (914) 647-3439. OCTOBER 3 - 5. Blue Stratos international tow meet. Large purse. 40 pilots maximum. Contact Keith Nichols c/o USHGA or Doug Lawton, Southern Air Time, P.O. Box 93701, Martech Station, Atlanta, GA 30318. (404) 476-5446. OCTOBER 11 · 19. American Cup, Chattanooga, TN. OCTOBER 24 · 26. Blue Stratos international power meet. Large purse. 40 pilots max. Contact Keitt1 Nichols c/o USHGA or Gary Scheer, Lone Star HG, 2200 C So. Smithbarry Rd., Arlington, TX 76013. (817) 469-9159.
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• FLIGHT LOG, 40 PAGES • POCKET SIZE, 3%" x 7" • SKILLS SIGN•OFFS INTERMEDIATE ADVANCED AND SPECIAL • GLOSSARY OF TERMS • MASTER RATING
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POWER PILOT by Glenn Brinks Big Changes at Eipper In February, Lyle Byrum, a commercial pilot, CFI and A&P, and Larry Cook, a commercial banker bought Eipper, manufacturer of the Quicksilver. They've already made some changes, and more are planned. First thing to go was the line of flex-wing hang gliders. Parts will still be made, but several versions of the Quicksilver are now the only models being manufactured. Part of Byrum and Cook's philosophy is to take a "big business" approach, with heavy investment in inventory, product development and advertising. Byrum says they have a $60,000 - $80,000 advertising budget, they built up a $250,000 inventory for Quicksilver production and they've started an Eipper factory flying team for airshows. The investment seems to be paying off. They claim that deliveries of Quicksilvers have gone from 25 a month when they took over, to 70 in May, 100 units in June and they expect to deliver 200 units a month by next year. According to Byrum, deliveries are limited only by the supply of Yamaha engines, which they are ordering in lots of 300. 16
About the time this issue of Hang Gliding is published, Eipper's new microlight training manual should be off the presses. The book will be about 80-100 pages and will be patterned after the Jeppesen private pilot manuals. Copies will be included with each new Quicksilver. Development work at Eipper is going forward in several directions. A higher performance Quicksilver D is being tested and should be ready for release in late 1980. So far, it looks like the layout will be similar to a Quicksilver C, but with a double surface airfoil, less wing area and a higher aspect ratio. The new wing will have a 4-foot chord and 32-foot span compared to the 5 x 32 wing of the present Quicksilver. Higher wing loading will result in a higher stall speed (21 vs. 17 mph), and a slightly higher cruise speed. It is also expected to react faster in both roll and pitch. Spoilers will be standard. Byrum says that because of its higher performance, it will not be a machine for beginners. The Quicksilver C will be continued in production and both microlights are expected to cost about the same. Last month's story on the Perris Fly-in mentioned the twin Chrysler power package and Eipper has another engine in the works. Details are sketchy, but the new engine will be based on a motorcycle engine and will be a 2-stroke single of about 25 hp. A quarter-scale biplane is another project being worked on at Eipper. It will come with stick controls (rudder elevator and ailerons) and will feature hang glider developed technology. The goal of designers Dave Cronk and Lyle Byrum is to make it foot launchable if possible. Otherwise it will be registered as an experimental airplane and pilots will need at least a student pilot's license. The bipe is expected to appear some time in 1981. To top off their other projects, Byrum and Cook have come up with a major marketing/advertising/competition event - a nationwide Quicksilver-only contest, the 1st World Quicksilver Invitational. The contest will have two classes, one for Quicksilvers purchased since December, '1979 with Eipper power packages and an open class for any Quicksilver. Copies such as the Wizard, Hi-Nuski and Rotec Rally will not be eligible to compete. Qualifying events will be held by each of the seven Eipper distributors. Ten pilots from each area will be eligible to compete in the finals, to be held in Los Angeles or Las Vegas. Prize money is expected to be about $30,000. Top prize in the open class will be a new Yamaha-powered Quicksilver and the best Eipper-powered entrant will win a
cash prize of about $10,000. In addition, there will be many smaller prizes such as floats, helmets, etc. Negotiations are underway with a network, so you may be able to catch the contest on the tube if you can't make it in person. Official rules won't be out until mid-July, the qualifying events should take place in October and the main event is slated for November. There will be at least 5 events - a pylon race for time and efficiency, fuel economy, bomb drop, a dead-stick spot landing and one or two other events still being worked out. Points will be award~d in each event and the winners will be the pilots with the highest totals. While we're on the subject of Quicksilvers, the Navy has ordered an unspecified number of them for purposes they don't want to talk about. Covert operations? Microlight Marines? Hmmm ... Other possible uses Eipper is pursuing include launching from a tuna boat to spot schools of tuna, border patrol, ranching and a trapper in Montana runs a 150 mile trap line with a foot-launched Quicksilver.
Hummer on TV One of the signs of the growing acceptance of hang gliding was when hang gliders began to be used on TV commercials, such as the ones for Coors Beer and Wrigley's Chewing Gum. Now microlights are getting theirs too, with the appearance of a Hummer on an RC Cola commercial. The commercial shows conventional airplanes, balloons, parachutists and the Hummer, shown in the beginning and end of the commercial, swooping over a beach. Better still, the camera shifts from the Hummer to the face of a small boy, looking skyward with a look of awe and rapture on his face that identifies him beyond doubt as a future pilot. We've always known that our fragile craft are in the best traditions of aviation and we don't have to justify ourselves to anyone, but when microlights are presented on TV as a worthy goal for a young boy, we can only applaud. Thanks, RC.
Foot Launching Restrictions Latest word is that the definition of microlights that specifies foot launchability is being interpreted by the FAA to mean the craft must be foot launchable with the landing gear in place. As a result, some microlights such as the Mitchell Wing and the Catto Goldwing will need some modifications to the "cockpit" area to comply with the rules. However, my guess is that individual pilots won't be HANG GLIDING
affected much by this, even if they modify their planes. A similar situation exists for people who build their own cars. Technically, they are "manufacturers" and must meet all of the many safety and construction standards of the National Highway Traffic Safety Administration (NHTSA). This is a difficult job for real manufacturers and virtually impossible for individuals. However, the loophole is not in the law, it's in the enforcement. The NHTSA has stated that it simply isn't interested in pursuing actions against individuals, only against manufac-
turing companies. As long as a homebuilt car can pass a not-very-rigorous state safety inspection, it can be licensed, even without the bumpers, door guard beams, etc. So what we will probably see is the FAA getting after the manufacturers and ignoring individual pilots as long as they don't get too blatant. If you have a microlight with a seat that folds up for running (such as the Easy Seat) and you replace it with a non-folding seat, FAA inspectors probably won't come parachuting into your backyard to cite you. On the other hand, if you modify your plane until it doesn't even
look foot launchable, you can expect a word with the FAA if you fly into an airport or at an airshow. If you build your own design microlight, the situation isn't as clear. The best bet is to retain at least a marginal ability for foot launching and keep a low profile. If the FAA doesn't know you exist (and with all their headaches, they probably don't want to), they're not likely to worry about your activities. Send questions, news and comments to: Power Pilot, P.O. Box 66306, Los Angeles, CA 90066. ~
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Phoenix Lazor Fact Sheet 1980 M~~
1~
175
195
18 '3 "
Lead ing Edge . . . . . . . . . . . 17'3 Root cord . . . . . . . . . . . . . . . 7 '8 11 Tip cord . . . . . . . . . . . . . . . . 4 ' Area ... .... .. .. . .... . .. 156 ft 2 Span .. ................. 30 '4 " Nose Angle ............ .130
4 '3 11 173 ft 2 32 '2 " 130
19 ' 8 19 11 4 '3 " 196 ft 2 34 ' 130
Recommended Pilot 'Neight .... . ..... 120-160
150-190
180-220
11
8'
The Phoenix Lazor II wm, designed for the competition skill level pilots. Through its short deflexortess span and large radial tips, a remarkable lewl of sink rate, glide angle, and speed range is achieved. Features: Quick set up, applied leading edge pocket, breakdown type Ill control bar, shipping size 12 ', fixed nose camber, internal droops, elliptical tips, floating cross bar
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An interview conducted by Chris and Carol
Scene I: Bishop, California. A wide angle panorama of Owens Valley. The camera moves slowly along a stretch of the Sierra Nevadas' tall, rugged granite pinnacles framing Mount Whitney, the highest peak in the continental United States. The camera pans across Owens Valley a short ] 5 miles to the White Mountains, a J 00-mile range of very different composition. The Whites are made of sedimentary rock the peak reaching 14,246 feet a mere 249 feet below Mount Whitney. Scene II: The camera stops its panning and zooms in very slowly on a jeep bouncing and darting its way up rough terrain, soon reaching a plateau above the valley. The camera moves in tight to reveal a man and his young son gazing down at the valley. Both feel a desire to fly off that mountain down to their ranch 7,000 feet below. Scene III: Short, quick flashbacks of the boy graduating from college; kayaking the Sea of Cortez; returning to the valley; operating a cross-country ski lodge in the snowed in for eight miles; walking the length of the White Mountains; crosscountry skiing to White Mountain Peak; living the rough outdoor life for 10 years with no electricity, no telephone, no television; then one day hearing about hang gliders, racing down to Los Angeles to see them fly, realizing that his childhood dream is approaching not only feasibility but reality. * * * * *
Don Partridge originated the world's first cross-country hang gliding meet, The Cross-Country Classic, the most demanding and most prestigious invitational meet in the world, attracting pilots from around the globe. The Classic pits pilot against distance in a forbidding country where JULY1980
landing on the wrong side of a ridge could mean a three-day walk out, where a sailplane has been torn apart by vicious turbulence, where hang gliders have been known to gain 3,000 feet in less than a minute and then lose it all again in less time.
hadn't flown in too much turbulence yet and didn't know about thermals. But at that time I quite honestly knew that someone would fly the length of the Owens Valley. It just dawned on me. I remember fantasizing into the future thinking that someday people would fly along the sides of the Whites. That is, once we could thermal. And, of course, the range is complete. One time people were all running around looking for ridges to soar, right? The ridge I looked at went for 100 miles.
Q How did you get into hang gliding? A I was born at Bishop Airport. Well, at the time the airport was a military base and the only hospital in Bishop was at the airport, which is where I was born. My father was really interested in flying. My dad had gone to Modesto JC to get his A&P license but he had to work on Q How did you conceive of the idea for a the ranch (when his father died) as a cross-country hang gliding meet? duty to his mother. But he wanted to be A I've been flying in the Owens since '73, a pilot. He wanted to be in aviation. So I and until '77 virtually had no one to fly grew up on a 2,000-acre ranch. with and still have very few people to fly But I remember that on a cattle drive, with on a year-round basis. So I organwhen we finished we were on this big ized the meet simply to provide the top plateau. There was a peak off the pilots in the world for my own complateau and you could climb up on the parison. So I can improve. How can you peak and look down 7,000 feet below improve unless there's somebody better and see our ranch. My dad was the first than you there? man to drive 4-wheel drives in this counWhen I first started flying I would use try. And he drove his 4-wheel drive up my salesmanship on certain people so I'd to the top of this peak. And we looked have somebody even to be out there off and saw the ranch down below. He with me, right? I was all alone and I felt tells me now that he had ambitions to fly like I should at least have somebody off that peak. Anyway, when I returned standing next to me in case I crashed from college, and bamboo and plastic when I took off. I even sold a couple hang gliders came along I again climbed gliders. I'd get them out at six o'clock in that peak and looked down and said, the morning when it's still air. There are "This is not going to work in the Owens about six pilots in the Owens Valley. It Valley." And then dacron and gets lonely. You fly around in the sky aluminum ones came and I said, "I will and there's nobody to fly with you. So fly off." I'd drag somebody along at six o'clock in And I came down here (L.A.) and the morning when it's still air because I Dave Muehl got me off at Torrance. I didn't know how big a rotor it's going to got a Chandelle and went back up there be. If there's a ridge down there and the (Bishop). The Chandelle was real safe wind's blowing from the south, where's 'cause it had a good stall warning on it. the turbulence going to be? How am I When it was quiet, you were stalled! We going to know it's there? I don't want to 19
make any mistakes. So we'd get up at six they first came out. We didn't know in the morning and fly off these little about thermals then. But at that time I hills, and then go to the sand dunes, quite honestly knew that someone always the sand dunes. I remember at would fly the length of the Owens the time that you had to have six Valley. It just dawned on me. 2,000-foot flights to fly off Glacier Q What about safety? Can the White Point, or something like that. Dean Mountains be safely flown in a hang Pascal had set the rules. So that was my glider? goal for that summer. To get so that I A I've been trying to make safety rules. My could go fly off Glacier Point in biggest concern up there is safety, quite frankly, because I have a lot of respect Yosemite. for those mountains and for the weather Then somebody comes up, Chris Arai or somebody who's decent enough to up there. I have a feeling about the way stay up and suddenly I'm on the ground people fly down here and their attitudes. looking up at someone up there and I I'm afraid that when the two mix we're say, "If I would have turned left ... " And going to have catastrophes. You see, I'm I improve myself and so that's why I inthe guy who has to stay there and face sist that I be able to fly in some capabilithe catastrophes all year so this is on my ty during the meet. Then George Worthmind. You know, I'm the guy, who ington showed up about the same time I everyday for the next two months after ordered an ASG. He had an extra vario some guy kills himself in the Owens he loaned me one day, and I flew 30 Valley, will have people walk in and say miles! I kind of have a standard now for to me: "Oh, you lost one, didn't you?" myself for absolutely entering the meet. Yeah, I mean, I live that. That's daily If I can establish a world's record myself life. I feel that I would want to enter the meet This is real conservative. We have the next year. over a thousand competitive flights in the Whites now and I'm sure that Q How do you do a good job running the averages about 1,000 hours. A thousand meet if you're also flying? hours in large statistics is fairly small A I start real early and try to take care of numbers to deal with, but at the same all the details ahead of time. First of all, time, safety is relative. When I come it's a real simple meet, OK? Basically, down to L.A. and drive on the freeways from my standpoint all I have to do is I realize how relative our perceptions of figure a way to get 60 pilots to the top of safety are. Yes, I think you can safely the hill everyday. The scoring system is recreate in a hang glider in the White very simple. And the course itself .. .it's Mountains. not my meet, it's the White Mountains meet, right? It's one of the few places in the world where you can set up 60 hang Q Do the pilots who fly in your meet gliders and you can race consistently realize what would happen if they over 30 miles. Where else can you do landed in the next valley? that? And because of that, it's real easy. A I don't know. I'd say the Australians are The whole concept of the meet was right at home up there. I'd say that the the basic idea of sailplane meets: to race Australians realize more of what's going cross-country, to go from one point to on up there than most of the Americans. another so you don't have to haggle over The British were totally sunburned and small details. You simply take off (we taken by the whole situation last year. time you if it's a timed event) and fly to They didn't wear hats, right? They took the goal which we've defined precisely all their clothes off and got bright shiny this year, and you're timed when you red in the first two days! But I think cross the goal. Your time is either better around here (the big city) I just sense a or worse than some other pilot's time different attitude. I come down to the and you're given points accordingly: % city and it's cultural shock. of a point if you have the fastest time, 2 Except for a small period in my college points if you have second-fastest, 3, 4, 5, career, I've never had a neighbor within on down the line. shouting distance, within five miles. Q So are you a man of vision? When we That's just a whole different way of went to the world meet all anybody looking at life and you people are talked about was the cross-country assuming always that there's going to be classic. I mean it seriously. Why do you another person someplace. And I think Thevenot is coming here? KNOW very well there are a lot of A What I think I did in life is this: I took a places in the Whites where there aren't. look at the Owens Valley and I looked at This is what I say to the forest service. aluminum and dacron hang gliders when It's safer when we're competing there
20
than when we're flying alone because there are many eyes in the sky when we're competing. And every incident we've had up there has been witnessed. I don't know if you have feelings about things, but years before the meet when I would fly along the Whites, I would feel very small and very lonely because I knew no one saw me. Now when I fly down the Whites I suspect there might be somebody out there who is attuned enough to look up and know if they saw a hang glider and they might see me. And that's a lot of difference. When I got up 1,500 feet above Elsinore the other day I thought that if you really tried hard around here you might find a tree someplace you could go hide behind and no one would see you. But on the other hand, in the Whites I think if you didn't try too hard, you could disappear. And if you made the wrong decision walking out of one of those canyons ... There was this British pilot last year who had a fairly easy canyon to walk out of. He chose to first walk down to the base of the canyon.He chose first to drag his hang glider behind him for 1,500 feet or so and then he left his hang glider and put on his helmet and continued down the canyon and staggered out many hours later, having abused himself a little bit in the canyon by falling on rocks and things like that. I have found myself, when we were carrying Gary Patmor's glider off the Whites, against my better judgment, at the bottom of a canyon because some other members of the party had headed down the canyon. I was already on the trail. I found the trail. I had done much map work before we'd even started, and so had found the trail and was starting down when I saw the other members of the party do the child's thing and drop off the canyon. So I thought, well, rather than break up I'll go down the canyon too ... a sense of adventure or something. Well, I found myself at dark that night hanging in the willows, unable to move or touch the ground because I had pieces of hang glider sticking out of my pack. I had to stop, carefully get myself out of my pack, drop a couple feet to the ground, fight all those willows, and back up. We spent the night on a very small place. If there had been flash floods or anything we'd have been in danger; but there wasn't. And then the next day it took us half a day just to make the next half mile to where the trail was because the canyon was so steep on the sides. And this is all healthy people without any injuries!
HANG GLIDING
Photo l,y Slrnron Partridge
P,10to l1y Slinron Partridge
Don at Ray Dean Hill launching a Mosquito 166. background.
Q But don't you think that what you're
sort of pecking order established among towering cumulonimbus mama while these pilots. And then you come to the trying to outfox each other." Glen telling me, this danger, is one of the Owens to finalize that pecking order. Hockett is one of the few crazies I've things that attracts people like George seen up there who will just turn ... Worthington? What's George always Q Basically. That's perfect. But do you feel swish ... across Coldwater Canyon. I've saying, "I heard a crack and knew I was that there's a difference between first watched him land on the far side of going to die!!" generation pilots and those who have Coldwater Canyon. No, he didn't land A Yeah, I know. He says that a lot. He come recently to the sport? on the far side of Coldwater Canyon: does that for dramatization, I think. A There are the guys who have been in the two guys who followed him there But, no, I think it can go beyond that. I hang gliding since the early 70's and they landed on the far side of Coldwater Can· think you need to deal with the thrill of have, in a lot of ways, had to be the first yon. Glen continued down the canyon it, of course. But. we all think we're go· ones off: they've had to be their own and landed at my place. It's one of those ing to die at times. That's why we do it. wind dummies. They've had to make situations where you have a nice, sofl It's the adrenalin rush. their own decisions as to whether some· landing area below but up here in the Q You mean to say tlwt you've thought thing was safe or not safe. Or they canyons it's ragged cliffs. you were going to die in a hang glider? haven't made a decision and found out it A Hmmm ... No, I guess not. I've been wasn't safe: either through a pure terror scared in a hang glider but I've never Are you going to allow uncertified flight or they've lucked out. But then we Q given up. And George has never given gliders? I really feel there should be an have people now after that, second or up, either. George, until last year, experimental class. third generation pilots, who simply negated turbulence up there at all. follow the guy ahead of them off. And A First of all, I want to know that what I George had said, "I never in a hang when they come up and fly in the fly consistently on a clay-to-day basis is glider in the Owens have been kicked Classic, I worry. There were 20 or 30 safe to fly in the area I fly it in. The more more than ] 5 degrees off course or been pilots soaring on a strong day above of those things I see fly, the safer I know banked more than 15 degrees." I mean, Gunter. The top pilots were probably on it is, right? So consequently, I'm making he's talking about driving a real hard line the top because they're the best and they it tradition to fly the winning glider. with these hang gliders. I've flown with know what they're doing. The top pilots That is what I'm deriving from the meet. George and I land and say, "George, did made a judgment that they could safely But I also feel that there has to be an exyou think it was a little bumpy today?" cross Coldwater Canyon. So they turn perimental class. The meet has to proHe says, "Naw! No bumps today." You across Coldwater Canyon and the vide for ways for things to improve. You know, I had just gone through stuff swarm of minnows below them turns see, I'm not Roy Haggard; I cannot where it feels like I've flown into a fire too and you could just watch the design planforms, or, rather I have not hydrant, like being like a ping pong ball rotor. You could just see the rotor and trained myself in that direction, to up in the air. watch all these guys falling out through design planforms and make wings ... be a Q He's doing this as a psyche. the rotor! wingsmith. But, on the other hand, I A Being a psychology major that's Last year Allen Reeter wrote me a let· have a situation up there where I pro· something I'm really interested in. I like vide the competitive auger for the wings ter about how the top ten pilots were 50 to sit back and watch pilots try to miles from launch thermalling over to grow on. And I'm looking for the psyche each other out. But psychonowheresville and how he felt (and I glider that performs best in the Owens logical advantages don't start at the trust Allen's judgment) that he was in Valley. meet; they didn't start today; they way over his head. Everyone had suck- Q So what do you feel about this certified started last year or the year before. ered themselves in. Here's the scenario and uncertified business? The.lJ kept the You're down here flying daily with acer-· that I conjure in my mind: "Imagine half Mosquito out of the Nationals last year tain number of pilots and you have some after it won the Cross-Country Classic. a dozen hypoxied pilots being eaten by a (Continu('d on pngr 53)
JULV1980
21
Never has so much energy gone into one meet. Last fall Bill Bennett gave me a call. r!e suggested that we make some phone calls and talk everybody into putting $500 into a pot to start a manufacturers' league. Bill "You know, mate, that if Pete Brock has put down $500 he is going to get his money's worth out of it." In December Delta Wing, Wills Wing, UP, Seagull, Flight Designs, Ocean Pacific Sunwear, Seedwings and a group of independent women pilots all put down their money. Sean Dever and I ,iz Sharp were hired to run the
22
league. After a half dozen meetings, with representatives driving hundreds of miles, it was decided that a task development period would be followed by a formal team competition. Although it turned out to be the best competition that I have ever flown in there were two dark clouds that hung over the One was the weather. In two months' flying every other weekend and then every weekend for the last month and a half, the league could only squeeze in six task-·development rounds and nine formal
rounds. It simply was the worst weather Southern California has ever seen. The other cloud was the HGMA certification. We had a clear winner: the Sensor team. (A clear winner is something that very few hang glider meets have had.) But their win was marred by the fact that the Moyes Mega, the Atlas and the Seagull Sierras were not allowed to compete. How does the saying go? If you might not be able to beat them, eliminate them before they get to the starting blocks. This meet, its task and scoring method, HANG GLIDING
and its overwhelming acceptance by the pilots who flew and watched the competition is truly a light at the end of a dark period for closed course hang glider competition. During the task development part of the league different courses were tried along with a number of different scoring methods. At the end of the day and during
the week, the scores were analyzed by everyone. The team captains would then meet with Sean and Liz and changes were made for the upcoming weekend's task development flying. After the formal competition started, the rules were fixed and could not change. The following points were arrived at through, empirical testing: trial and error.
OPPOSITE PAGE: Jack Harvey launches his Seedwings Sensor to victory in the Southern California League. TOP LEFT: A major sponsor. TOP RIGHT: Bob Trampenau, designer of the Sensor and owner of Seedwings, inspects his winning craft. CENTER LEFT: Sean Dever was hired to run the show. CENTER: Liz Sharp, Sean's right hand woman, chief of protocol and manager par excellence. ABOVE: Rich Grigsby launches his Delta Wing Lazor. LEFT: Dean TanJi flew a t-lighster for the Ocean Pacific team.
JULY1980
23
1. If a pilot does better than his opponent in the air, in no way should any landing scores be used to take that win away. 2. On a closed course where the pilot does not have an open window or the choice of when to take off, one-on-one is the only way to go. 3. If a pilot wins in a one-on-one match, he wins; if he loses, he loses. No other points should be awarded. All wins are equal; all losses are equal. 4. There is only one measure of flying performance and skill: it is the ability to stay above and in front of your opponent. 5. If a task is designed right, there only need be one task for any conditions. 6. If both pilots miss the landing area in a one-on-one match a winner should still be declared. (In other words, you should have the option of forcing your opponent into landing out.) The course itself ended up being 7.9 miles long with a 3,500-foot drop. It required a ·1,600-foot altitude gain above takeoff to enable a pilot to glide around the course in a seven-to-one glider if there was no sink or headwind. Five different times the Sensor pilots were able to glide around the course without circling once. The Sensor pilots thought that the course was too easy. How do you fly over 3,000-foot Devil's Canyon with all its sinking headwind three times along the course in 24 minutes without circling once? Jeff Burnett and Bob Trampenau were able to do what we all dream about: climb straight ahead with the bar tucked for speed. Was it the glider or did they just luck out in the lift? I think what they did was take the longer, faster route avoiding sink. Rich Pfeiffer was able to circle a few times in his Mosquito and show everyone what speed is all about in his ''cross-country-classic-winning-bar-to·· the-knees" flying style and did the course in a record 23 minutes. The pilots would take off one-on-one at Crestline, and if they were smart, do everything they could to round the first pylon· 2 1/2 miles away on top of Pine Flats first. 'If. the second pylon on Marshall was not ma\fe by either pilot, the task was a race just to the Pinc Flats pylon. The task would change like. this according to how much of the course.was made and the soaring conditions. If the conditions were such that neither pylon was rounded, it was a straight duration contest. But tc\o often a pilot would leave the lift fi;i front of takeoff at Crestline's billboard ahd fly over to Pine on a wish and a hope that he would make the pylon and start to climb there ... and the race would be on. If they guessed wrong and the lift ran out completely and they landed in the canyon, the pilot who landed closest to the finish Hne would win. It was a team competition but Scan and Liz did give an award for the outstanding pilot. It went to Jeff Burnett. In each round of the meet all the pilots from one team would fly all the pilots from another team. 24
ABOVE: Glider maze. LEFT: Uncle Bill from Delta Wing. BELOW: Jeff Burnett and his Sensor were an unbeatable combination. OPPOSITE PAGE, TOP LEFT: A Wills Wing Raven climbs out. RIGHT: Sharon Grigsby catches Rich on launch. CENTER: Eric Raymond trades his Fledge for an UP Mosquito.
HANG GLIDING
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Before the formal competition started, Seagull dropped out. After the first round Flight Designs dropped out because they were not allowed to fly their uncertified Altas. With each team getting a bye for flying Flight Designs, after six rounds each team had flown every other team. During the rounds the best pilot from each team flew the best pilot from the other team. The final three rounds put Seedwings against the next three teams in the standings at that time. Jeff Burnett was able to stay on top of his team flying the best pilot from all the other teams. This allowed Jack Harvey to follow behind him flying lesser pilots and losing only once like Jeff. 160-pound Rob Kells, flying his 229 Raven with a wingloading of 1 was the only pilot to beat the untouchable Jeff Burnett with a wing loading JULY 1980
of 1.4. The round turned out to be a straight duration contest for most of the matches but Kells turned it into one of the longest races around the whole course. Kells, in his quick-turning Raven, was able to claw his way up the face of Pine Flats along with the rest of his team picking bugs out of the bushes with their teeth while the Sensor waited in a canyon some place for a good thermal for Jeff to put it into. Revenge. The next time Kells flew Jeff he got waxed. Kells ended up with the third best individual record in the league with one other loss to me. Sean Dever ran the league knowing that he was undertaking the impossible job of working for six manufacturers at once. He knows he did a good job. He ran a competition with an uncontested winner. But there
was some cloudiness regarding the lower standings. Going into the final three rounds all the teams were awful close. OP and Seedwings had been tied for first for the first five rounds. Since we did not have enough weekends left for every team to fly every other team, who flew whom in the final three rounds clouded the placing among the rest of the teams. Nobody ever remembers who comes in second place anyway. Sean made good of an impossible job. Liz Sharp did the best job of scorekeeping I have ever seen. She was able to post results faster than the computer at the world meet. With a little understanding of flying and a good pair of binoculars the meet was exciting to watch from the landing area ... which could attract more spectators which in turn would give Motorola who sponsored the league with radios, and Ocean Pacific Sunwear who sponsored our team, more for their money. Flights that would last 40 minutes would be won by as little as twenty seconds at the finish line. In a grudge match Steve Pearson, flying a Raven, lost to Dean Tanji in a Wills XC. Rich Pfeiffer, flying the slowest glider in the meet, a 224 Condor, beat Bob Trampenau flying his Sensor in fast conditions. Rich thought the conditions were a lot weaker than they were. He put his Mosquito away and got out the Condor. The minute he took off he knew he was going to have to pull a fast one to beat the Sensor in conditions that made the course easy to fly fast. The number one rule if your opponent is in a faster glider is to stay in front of him at all cost. Rich was able to lure or simply dive into canyons hoping the Sensor would follow him and not be able to climb up and out. The second that they would start to gain any altitude, Rich would just dive into the next canyon. Bob had to follow Rich, not allowing him the chance to hook a boomer and leave Bob stuck in a canyon. At one point Rich circled in sink leaving them so low that they stood a chance of landing out in the middle of nowhere. It worked. Rich was able to climb out of a canyon and finish the course before Bob knew what happened to him. Meanwhile the rest of the league flew by overhead achieving much faster times. My best flight of the league was the only flight I lost. I had enough time in the big Mosquito to thermal it rather well after having my Maxi taken away from me (certification). But in the turbulence that Jeff Burnett and I encountered right after takeoff, I just about ran into Jeff out of control. We were then on our way right next to each other over to the billboard half a mile away. At the billboard the lift was pretty good. Jeff was right below and beside me. I
25
just flew right through the lift at best sink. Jeff slowed down in the lift. As I left the thermal at the billboard I knew we would have to circle up from below the pylon at Pine. Hoping to get an edge on Jeff, I left the lift. He was behind me and level with me. As we glided into the headwind over to the ridge at Pine Flats I took the wider longer route. Jeff cut inside me and hit some sink that I did not find. By the time we got to Pine Flats I was about 300 feet above him. I immediately hooked a 500 fpm thermal and started to climb. Jeff continued to fly on around the face of Pine. When I was about 500 feet above and in front of the pylon I looked down and saw Jeff going for the Pylon at an extremely low altitude. I dove out of my thermal losing altitude like mad and rounded the pylon at Pine seconds behind him and 100 feet above him. Flying best sink down the ridge at Pinc I could sec Jeff flying slower than I. Slowly he was gaining altitude on me but I was pulling ahead. By the time I made the turn and was flying straight downwind to the pylon at Marshall Jeff was 250 yards behind me at my level. Jeff made the turn downwind later than I and was now above me. We had about two miles to go and if we did not run into any sink we would be able to make the pylon without circling. I just made the pylon without circling and Jeff was able to porpoise downwind better than I and had caught up with me, rounding the pylon at the same time a hundred feet above me. All we had left now was the two miles of 6-to-·] glide to the landing area into a headwind. Jeff immediately turned his added altitude into speed and dropped
26
down a hundred yards in front of me at my level. I tried to catch him but the Sensor was simply out performing my Mosquito at these faster-than-best-glide speeds into the headwind. I tried to get an advantage by swinging out to the right over the ridge at Marshall. I found more sink and am now 200 feet below him. It's all over now: he is above and in front of me. My only hope is lo dive under him and get in front of him, hoping for lift to make the landing area. The Mosquito's top speed pulls the Sensor, and I slowly pull in front of him. I am going to hit the ground short of the finish line. Only a little lift! Just a little, please! I get a little and pop the bar out. It's not enough. All I get for the next 45 seconds is a sinking headwind. I land l 50 yards short of the finish line. Seconds later Jeff glides 20 feet over me and lands 50 yards short. I learned a lot from that flight. I am still learning from it. So what if you can thermal or your glider goes fast? You have got to have the brains to make them win for you. Dr. Chris Wills, the first hang gliding national champion, watched the last day of the competition. Later he told me how he thought about the meet that night and how he figured out exactly what he would have done to beat all the pilots that day. It's like 2 chess game where you are the knight, the pawn, the whole board all wrapped up in one for real, and it's your move. Our Regionals will be similar to the league only harder. I have always said that Southern California has the best flying in the world ... which produces the best pilots. Now if we can keep the ideas behind the
TOP LEFT: Set-up. TOP RIGHT: Mike Arrambide flew the new Moyes Mega on the OP team. ABOVE: Crestline Angel Cyndee Moore.
league alive we will have the world's best meets. We will then be able to prove that Southern California rules. The rest of the world will come here to compete and lose.
RESULTS Winner
Seedwings 2,700 points
Losers
Delta Wing 2,200 points Wills Wing 2,200 points Ocean Pacific 2,000 points UP 1,800 points Crestline Angels 700 points
....
HANG GLIDING
THE ART AND LORE OF THERMAL SOARING · PART VI Copyright by Dennis Pagen I spent the winter of 1977 in Dallas, Texas. Returning to my Pennsylvania home in April, I followed the spring weather northward and picked up some good airtime along the way. One stop I made was at Clinch Mt., near Knoxville, Tennessee. I arrived a few days before the premiere Clinch Mountain meet to help prepare the site and get in some practice. On April 13, Buster Yates and I were at takeoff, clearing brush to expand the set-up area. The wind started picking up around ten o'clock and a few cumulus clouds appeared a short time later. We tried to ignore the promising conditions, but by mid-afternoon we had most of our work completed and rushed to set up our gliders (we had enough insight to bring along all our flying gear). By the time we were ready to launch, the wind was cycling through with fierce determination and thermals were abundant. The wind was quartering from the left, which suited our plans to turn right and scoot down the ridge as far as possible. Buster launched first since he had flown the virgin site a couple of times before. I followed with a short step, then instant altitude. A hard right set me parallel to the ridge in a climb. Before long we were about a thousand feet above and heading down the ridge at tremendous speed. Along the way, a thermal would grab our gliders and carry us upward a few hundred feet before we would fly out the other side and press on. We crossed a couple of gaps and made good progress, until we reached a low stretch along the ridge with spines protruding perpendicular to our flight path and 300-foot foothills about a half mile upwind of the ridge. I started across with good altitude but soon experienced nothing but sink. I expected to pick up some ridge lift when I got closer to the mountain top, but I continued to drop as I hurried along. I could see the ridge ahead rise in good form and extend for 50 miles. If only I could get past this rough spot, I knew I would go forever. Unfortunately, my situation was getting critical. I was now so low that I was playing landing field roulette. I was trying to guess which fields I could reach and which fields presented the fewest hazards. Soon I was JULY 1980
under the influence of the spines and the choice was made for me. The quartering wind would produce a rush of lift on one side of the spine, then massive sink as I passed over the top. I lost so much altitude that I had no choice but to head for the nearest field. This field was long but unkindly placed behind the foothills. As I set up my approach, I met the worst turbulence of my flying career. My Phoenix 8 Jr. was pitched vertically upward, then downward several times, followed by a 90 degree wingover to the right that ended in the trees alongside the field. I was unscathed, but my glider suffered a broken leading edge. All was not lost however, as I met a beautiful girl from a nearby farm who helped me retrieve my wings. A little later, Buster arrived with some friends and we recounted our experiences. He was behind me when I entered the nasty area of the ridge and pulled away to land on a hillside when he saw my trials and tribulations. We pulled out the topographic maps and discovered we had flown almost 30 miles. This distance was covered in 40 minutes, for an average groundspeed of 44 mph. The cross wind helped our progress, but certainly hindered my attempt to cross the spines. Of course, my cross country technique at the time was not the best. If I were in the situation today, I would thermal up several thousand feet above the mountain, then shoot across the mile or so of broken ridge as quickly as possible. I certainly would bail out a lot sooner so as to avoid landing behind (downwind from) the foothills. These and other important cross country techniques learned through practice, study and discussion are the topic of this article.
DOWN THE RIDGE Ridge running in the Appalachian mountains conjures up images of hillbillies, moonshine and revenuers. This isn't far from the truth, but to a local hang glider pilot, running the long ridges in these Eastern Seaboard mountains represents a fairly easy way of accumulating some long distance flights. Paralleling a ridge or
mountain chain is the way most pilots begin their cross-country experience. Indeed, all the world hang gliding (and sailplane) distance records are being set by pilots flying along continuous mountains. As a point of interest, the sailplane records progressed from the Owens valley (California) to the Sangre de Christos range (Colorado) to the Appalachians where they now reside (from Pennsylvania to Tennessee). Perhaps hang gliding distance records will follow the same progression. I expect that flights of over a hundred miles distance will take place in the East. However, due to the wide gaps in the mountain ranges, a pilot will be required to fly downwind (over the back of the mountain) as well as along the ridge, possibly linking up the lift areas of several parallel ridges. The longest flight of last year (81 miles) was performed by Peter Brown when he combined a run along the ridge with a flight downwind near Chattanooga, Tennessee. When flying along a ridge, lift is generally dependable so it is desirable to fly as fast as possible to make time. One method I worked out in the early standard days was to fly a bit in front of the ridge to remain at lower altitudes, thus encountering less wind which in turn requires less of a crab angle, thereby allowing faster progress along the ridge. Of course, as our opening story illustrates, at times it is necessary to slow up, move in to the ridge and work thermals to cross gaps, broken stretches or areas where the ridge turns away from the wind. A hypothetical flight along an imaginary ridge is shown in figure 1. Here, our knowledgeable pilot starts on the right, well away from the ridge in order to make better time (he expects to achieve a world record and doesn't want to get tired). When the pilot reaches point A where the ridge angles back, he moves to the best lift area above the ridge top and speeds up to traverse the area of reduced lift as quickly as possible. Once the area of better lift is achieved (B), the pilot resumes his or her normal progress. However, the presence of another change in the ridge direction requires a revision of tactics. The pilot will be flying into a bit of a headwind as well as reduced lift from C to D, so working lift in the vicinity 27
of B and possibly flying away from the mountain in zero sink to reduce the headwind component is the best tactic. In both cases where the mountain slants away from the wind, lift is reduced so increasing flying speed is in order as in normal speed-to-fly techniques (see Speeds to Fly by this author in the April, May and June 1979 issues of Hang Gliding).
light. Thus, while it is still necessary to follow the lay of the mountains to remain in the area of abundant thermal generation, the actual utilization of lift is as if the pilot were flying free from terrain effects. The techniques of this type of flying are discussed in the next article of this series. In summation, we see that the key to successful cross-country flying along a ridge is
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The headwind run from C to D calls for the greatest increase in airspeed. Of course, if the entire ridge is slanted to the wind, it may be necessary to fly near minimum sink speed to maximize the lift. Speed-to-fly techniques only apply when the areas of lift are quite variable. When thermals are encountered in ridge soaring conditions, it is best to only stay in them for a few turns to avoid wasting time and also losing all the altitude you gained (and then some) in the thermal by trying to get back to the front of the ridge in sink and a headwind. It is better to ride the thermal back only a short distance, then exit from the side, angling to the front of the ridge as shown at E. When a gap is encountered, it is best to thermal up but work in front of the mountain as much as possible, so that when the run across the gap is attempted, the flight path will be somewhat downwind (as shown at F). Pulling on a little extra speed is in order here. The wind can escape through a gap like a safety valve, providing little lift and lots of headwind, so be sure to allow plenty of extra altitude. As an example, we recently opened a new site in Pennsylvania with a half-mile wide gap about a mile from takeoff. We crossed this on our pioneering flight on the ridge. The wind was about 10 mph at launch with good buoyant air. We had 700 feet above the mountain when we started across the gap. By the time we reached the other side, we had lost 400 feet. Flying along the formidable mountain chains in the west requires a different approach. For example, the great height of the White Mountains that border the Owens Valley create an abundance of large, powerful thermals, while the high pressure dominated weather patterns keep the winds
28
i
knowing when to work lift, when to leave thermals to continue on, when to maximize groundspeed and how to cross non-productive portions of the ridge. When thermals are present in conjunction with ridge lift, large areas of sink can appear as readily as improved lift. Of course, a day when you get high quickly only to be let down rapidly is not the best for tallying up the mileage. A certain amount of dependable altitude (due to ridge lift) is very useful for crossing the difficult areas. As mentioned earlier, flying along a ridge or mountain is the easiest way to learn cross country flying as well as acquire much thermalling experience. It takes a bit of courage, intelligence and skill to break away from your home site and safely fly away. Be sure you have plenty of landing options when you go and you'll quickly learn to appreciate the rewardf of thermalling cross country. ~
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Thierry Guignard & Mike Giles. Thierry winched towed Mike's Highs/er to a world record of 5512 ft. earlier this year in Switzerland.
l/lte lliesigners Mike Giles is Highster's president and designer. Thierry Guignard is our Structural Analyst. Together they have twelve years of combined knowledge
and experience to draw from. Mike started building gliders seven years ago in Oregon. He was a major force in developing the double surface design. His gliders are one of the most successful sail wings flying as well as being the most popular of the double surface designs. Mike has served the last three years on the H.G.M.A. board of directors working for the advancement of hang gliding.
yaw roll, zoom speed pitching moment, stall speed, tuning to maximum performance, all load tests and the thrust line and power development in Ultralite motorized flight. At Highster Aircraft, with computerized electronic testing, our specifications are not an estimation, they are the fact! With the Highster Test Rig, we have taken the guess work out of testing. Research and Development means
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more to us than just designing and modifying gliders. At Highster, we are constantly working to improve flying safety. If you are flying a conventional single surface flex-wing and not getting all the advantages we offer, we invite you to give Highster a test flight. Call or write us today for your nearest Highster dealer.
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Article Last year, a group of South African hang glider pilots got together to find a way to publicize fying in their country. Thus far, the only news to reach the rest of the world from there was Tim James' 70-kilometer flight in 1976 and the aborted bid for the FA! world championships in 1977. Their conclusion put on an international meet. Next problem how to attract some top-ranked international pilots. Solution pay for their plane tickets. So through an Aero Club (the South African NAA) granl and meet sponsorship, they collected enough to invite eight pilots from outside the country. They managed to attract a pretty impressive field: Josef Guggenmos, FAI world champion; Gerard Thevenot, French national champion; Heinz Doerler, Austrian national champion; and Steve Moyes, Australian champion. Josef, Gerard, and Heinz each brought a friend so the total, including myself, was eight. Bob Calvert from England and Dennis Pagen, U.S., were also invited but were unable lo come. After getting together at Alan Whitaker's house in Johannesburg, we all managed three days of practice out at Hartebeesport Dam, where the South African Masters were to be held. Every day it was soarable with at least marginal thermals, but some were worth 3,000 to 4,000 feet. One day, I gained 4,800 feet and coasted ·15 kilometers to a small town behind the ridge. I spent the afternoon by a swimming pool, my landing site, and when Andre picked me up, I found out that Tim James had done the same thing, but from only 2,700 feel above. About midweek, we were all shuffled off to Barberton, in the Western Transvaal, where we enjoyed an added treat. We would be allowed to compete in the Transvaal Championships, the equivalent of our regional qualifying meets. It was here that we had the chance to meet a lot of new pilots. Since it was soarable when we pulled in we decided to check in later. Gliders were loaded, gear stowed and we were on our way. Barberton has two launch sites, one directly behind the other but 1,000 feet higher. We went to White Rock, the higher one. In no time at all, we had all gained 2,000 feet and were playing tag with cloud-·
32
photos by Keith Nichols
base. What an introduction. It was up air almost anywhere. At the most, there were about 15 gliders in the air. The locals felt ii to be crowded but everyone was quite courteous and there were no mishaps. Barberton was one of the most beautiful sites I've flown. It's at one end of a round valley with ranges everywhere and a multicolored agricultural patchwork quilt below. The landing site was a large, grassy, mowed field that was part of a golf course. The contest ran four days. The first two had excellent cross-country potential but they felt they needed three rounds before they could call it a meet. There wne some pretty spectacular flights. People would lose it, get I ,000 feet below the 1,500-foot takeoff and work their way back up. On duration tasks there was a limit to the time in the air and sometimes a pilot would forget and have to come spiral diving down.
The second day there was a gentle midair. A Tornado ran into a South African version of the Oly. The Tornado was undamaged and flew down. Gary Sullivan, in the other glider, waited a few seconds to see if the glider was controllable. It wasn't, so he threw his parachute. It was a classic textbook deployment. Everyone was so enthralled by the way the chute unfurled that they almost forgot Gary. As the glider swung below, Gary climbed into the
control bar, waved to everyone, and drifted into a canyon. No injuries. Saturday was x. c day. Everyone was all fired up, ready to go a long way. Unfortun .. ately the weather deci.ded to be uncoopera .. live. The air was very still until a huge cumulo .. nimbus built up across the valley. After it went by, accompanied by lots of lightening and a little rain, the meet was called for the day. Everyone went for a sled ride. I took a friend tandem which is always HANG GLIDING
fun . A group of us went back up to White Rock for another one but a storm was moving in pretty fast. Helmut Lorenzoni from Austria and I were the only ones who got off and even then we couldn't get away . We both landed on a small ridge 500 feet below the launch . The storm hit five minutes later and we got drenched. Sunday, we flew one round just to confirm the standings. Josef Guggenmos held his own to stay in first and Tim James was the top South African pilot in fourth place . Then it was back to Johan nesburg for the South African Masters. Hartebeesport Dam sits in a ridge that runs for close to 100 miles. It contains a beautiful lake and defines an enormous, thermal-producing valley . The trip to the launch was a pleasant six-minute cable car ride followed by a two-minute walk . On the south side of the ridge was a cliff, o they built a ramp. On the north side it was
JULY1980
OPPOSITE PAGE, ABOVE: Hartebeesport cliffs, Gerard Thevenot and Andre Dippenaor above launch. BELOW: The " Guggenmonster" accepts the first place award at the Transvaal Championships - a case of beer. THIS PAGE CLOCKWISE FROM ABOVE: View of the valley from the Barberton launch site. Cumulonimbus in th e distance. - The author's Spirit gets high. - Six gliders work the area right above the landing zone. - The ridge running west. Note the launch ramp .
33
just a shallow slope that required a long run. There was a landing area on each side. The tasks consisted of cross country, duration, and minimum/maximum time. Target landings were included on all flights. Scoring was based on one's position in the round. All flights used a modified open·· window launch system. Round one was a min/max task which saw Steve Moyes on his new Mega take the lead, followed by George Long from Johannesburg and lfolmut Lorenzoni from Austria. Round two, a 30-minute duration, allow-ed Steve to lengthen his lead. George slipped to fourth as Thevenot and Guggenmos moved into second and third. I moved up from seventh to fifth. The conditions were marginal but if you could find it, you went up. I grabbed a bubble as I was setting up For a landing and took it to cloudbase at 3,000 feet AGL. Joined by Moyes, Doerler, and Thevenot, we just cruised around until the time ran out. The weather held that day and we went back up to do a cross-country run. Once again the Moyes magic showed up for 20 kilometers. For most of us, however, it was a calm LID run down the road. A couple of pilots had to turn and run from a fastmoving cold front that hit that evening. Standings at this point were: Moyes-1st, Guggenmos-2nd, Thevenot--3rd, Nichols and DeVeer from South Africa tied for 4th. The next day looked good and we went for three rounds; a min/max in the early morning and two duration flights later. Moyes slipped on the first flight but had enough of a lead to stay in first. The next two rounds, he strengthened the lead he was never to lose. Guggenmos maintained his second place and I moved into third. The seventh and last round was held Sunday. It was a min/max task and proved to be a pretty exciting flight for me. As I launched, a faulty ball-Joe pin that held the base tube in place fell out. As I left the ramp, the control bar started to come apart. Fortunately, I was holding the down tubes.
TOP LEFT: Heinz Doer/er, Austrian National Champion. RIGHT: White Rock, the launch 1,000 ft. above the launch used for the contest. A typical build-up that day. CENTER LEFT: Aden de Geirsigny, South African hang glider designer and manufacturer. RIGHT: Gerard Thevenot, French national champion and designer of the Atlas. BOTTOM LEFT: Josef Guggenmos, FA/ world champion, second S.A. Masters and German national champ. RIGHT: Helmut Lorenzoni, fourth in the South African Masters.
34
HANG GLIDING
Holding the downtubes together, I seemed to have control so I opted to fly it in. After what seemed like hours, I was close to the landing area. Since it was still a contest flight, I thought I might as well go for the spot. Unfortunately, there were four o!hers doing the same thing right then. So I extended my downwind leg forgetting that I no longer had the quick turning response I was used to. By the time I got it around on final, I was too low and clipped the top of a thorntree. The glider rotated forward, dragging me through the three-inch thorns and we plunged nose first to the ground. The outcome was a spiral fracture of my upper left arm, a demolished glider and, much to my chagrin, 11th place in the con·· test. Final results of the South African Masters were: ]515 Steve Moyes Josef Guggenmos 1345 Gerard Thcvenot 1200 3 l] 75 Helmut Lorenzoni 4 Dale Lippstrew 4 1175 Heinz Docrler 1145 6
Filipi Vermullen helps Steve Moyes outfit his Mega for the XC task.
All in all, I'd say the purpose of the South African Masters was fulfilled. The international pilots got to sec some beautiful flying sites and demonstrate some pretty amazing flying. A bonus l feel the South African pilots received was being exposed to top notch talent. They were able to see their sites flown better than ever before. Out of the 60 or more pilots I met there, I would say there were only a few that would be ranked as world-class competition pilots. But with the knowledge and inspiration they gained from this endeavor, I say there will be a whole lot by next year. That's when the second South African Masters will take place. I sure hope I get to go back.
...
Mike Tingey, piloting a broke the altitude gain ro,y, ..,rf Mountain, as they 5,300' above the north were 0-3 downwind at takeoff, so they had to it up on thermal power alone. Way to go! Duhon flew his the Idaho ooraer 13,
10 52
Larry Tudor took off from ,__a,.""' landed his Firefly 2 at the University of Utah, 46
Mike Tingey holds the flight, and done it in a Fledge 2, Mike flew from Heber Wyo.: miles!
the in a to
biggest altitude gain we've heard of in 7,500' gain from Inspiration Point in his one thermal. he did it all us your Milestones Left, South African national champ Richard Bickel and Eric Cornhi/1.
JULY 1980
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Article and photos by Glenn Brinks The most dangerous time in flying any kind of airplane is the first few hours when the student is first learning how to fly it. In conventional airplanes, the fledgling pilot starts off flying dual, with an experienced instructor to take the controls if a problem develops. Unfortunately for microlight pilots, we must fly solo right from our first flight. A microlight that could carry two people would be a contradiction in terms the FAA would classify it as an experimental aircraft, not a microlight, and all of the Federal Aviation Regulations (certified instructor, student license, etc.) would apply. Since we have to fly solo, and since controlling a microlight can only be learned by actually doing it, John Ballantyne developed a simulator that lets a student pilot learn the basics of control in complete safety. It's not a new idea. Simulators have been around for years and Ballantyne admits he got the idea at an EAA meeting. "It was pointed out that the people training persons to fly the BD-5 used a boom in front of a land vehicle - a car or truck, to give pilots some idea of the response necessary to fly the particular airplane simply by pushing it ahead of the car. So I took the idea and modified it to our purpose." Ballantyne's modifications turned the boom into a 20 foot "trailer" that bolts onto, and is pushed by a small pickup truck. A Quicksilver B is tethered to a wooden deck on the simulator and attached by a strut to a sliding bar mechanism at the front. The bar is held on a pulley and cable arrangement that allows it to move up and
38
down and side to side without binding and without introducing any unwanted control inputs to the glider. A tow rope would have to be infinitely long to give the same effect. Because each attachment point allows rotation, the glider can also roll, yaw and pitch. Movement in each direction and around each axis is limited by tether ropes. Vertical and horizontal travel is just under three feet and roll is held to about 30 degrees. Pitch and yaw are limited to a bit less than 30 degrees. The entire simulator is mounted on castering wheels that allow it to be steered by the truck. In theory it sounds great, but does it work? Can it simulate free flight and can a student microlight pilot learn enough on it to solo safely? These are questions I wanted to answer by test flying the simulator at its home field, Whiteman Airport in the San Fernando Valley. Because of its size, the simulator can't be easily transported and is kept at the airport, tied down at the end of a row of Cessnas, Ercoupes and the like. Ballantyne has also rented an office trailer on the airport to house his ground school. Setup is about a 15-20 minute procedure of bolting the trailer to the front of the truck, attaching a few cables, removing the wing covers and hooking up the throttle, intercom, kill switch and a small light on the keel for nighttime instruction. Ballantyne says he has "the only Quick with a radio and a dome light." In addition to the intercom, the instructor (inside the truck) has an electrical readout of the throttle position so he can adjust
his speed accordingly, and a warning light that comes on when the student hits the kill switch. The electrical system was designed by Ballantyne, who's also an amateur radio operator. After pre-flight, we drove the simulator over to one of the smaller taxiways (about 1200-1500 feet) and started through the training procedure. Initial runs were done with an extra tether in place to hold the glider to within about 6 inches of the deck. On the first runs, the student holds his weight centered and applies no control input except the throttle. From a full stop, the student applies full throttle and the truck accelerates through the gears at about the same rate as a standard, Yamaha-powered Quicksilver. When the glider lifts off, the throttle is released smoothly, the truck slows down and the Quicksilver settles back down on the deck. After a few runs, the throttle is left on for longer periods, giving a taste of "flying." After an hour or so of familiarization flights, we broke for lunch and some discussion of the simulator and the problems of finding a suitable airport for it. For the afternoon session, the extra tether was removed, restoring the full range of motion and the simulator was moved to the main taxiway. The main taxiway is not only longer (about 3000 feet), but it isn't shielded from the wind by rows of airplanes on each side like the smaller taxiway, so the pilot encounters more variation in wind and gusts. On the main taxiway the student also has to watch for traffic in the pattern (The HANG GLIDING
simulator isn't in the way of airplanes landing or takinng off, but those airplanes have to use the taxiway to get to or from the runway.), cars and service vehicles and other airport users. Once we stopped using the far end of the taxiway for a while when a pair of helicopters from the Mexican Air Force were run up during repairs. The first flights on the main taxiway were takeoffs and landings with a full stop in between each one, followed by continuous touch and goes for the length of the taxiway. Straight and level flight was the next order of business, but with a little added challenge - staying centered on the yellow line down the middle of the taxiway. It's an interesting exercise. Not only does it require a lot of concentration and quick reactions (about like riding a motorcycle down the same line with a heavy passenger who shifts his weight from side to side), but it also illustrates how much of what we call "straight and level" flight is really ragged and uneven and straight only when considered over a long distance. Another benefit is that the s_tudent pilot very rapidly develops a respect for the power and unpredictable nature of gusts
and someday this could help him avoid a "go for it" decision in unsafe conditions. Ballantyne uses the simulator as part of a pilot training package. Beginning students with no flying experience get a three-hour ground school, three hours on the simulator, another three-hour ground school, an additional 3-5 hours on the simulator and then an hour of free-flying a Yamaha powered Quicksilver CM at El Mirage Dry Lake. Cost is $345. A shorter course is available for those with a Hang 3 or better or a private pilot's license at $195. Graduates can bring their own aircraft to the classes at El Mirage and get free supervision or rent the CM for $19.50 per hour. Apart from the training program, the simulator has to be rated a complete success. It does what it is supposed to do with little fuss and no danger to the pilot. In combination with the rest of the program, it provides a student microlight pilot with the best chance of getting through the learning period without damaging himself or an airplane, and the training is much faster than with conventional hang gliding methods. Ballantyne, (who has taught hang gliding for over four years) likes to point out that it would take more than a month of
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typical days at a bunny hill such as Playa Del Rey to give a pilot as much flying time as one afternoon in the simulator. Now that the simulator is completed and in use, the next step is developing and improving it. Other gliders such as the Fledgling and Easy Riser can be mounted on it with relatively little trouble and Ballantyne says the simulator would be excellent for initial testing of new designs without risking the test pilot. Future projects may include a folding version that could be transported easily and copies may be sold if there is enough interest. Ballantyne says he will be glad to help anyone who wants to build a copy in the interests of promoting safer pilot training. It's a good idea and long overdue. For further information, contact UltraSport, Box 3700, Simi Valley, CA 93063 (805) 581-3395 .....
OPPOSITE PAGE, LEFT: The simulator rig. RIGHT: In action. Note pusher arrangement which allows the aircraft to operate in undisturbed flow. THIS PAGE, ABOVE: The author demonstrates a simulated turn.
TOW SCHOOL TOWING IS FUN - Go flying those still days without the hassle of breaking down, loading
up, driving back up the mountain and setting up again every time you fly. Experience a climb rate of 600 ft. per minute any day - dependable lift. Don't be dependent on which way the wind blows, whether the sun Is shining or not, or whether the lapse rate is good enough to sustain soaring flight. Catch that elusive thermal - if you miss the first time just tow up again. 360° turns practiced easily and safely with no wind-drift towards a hill. Best way to practice target landing techniques. (Competition pilots please note). Obtain your special skills - tow endorsement. The tow school is being conducted by Peter Brown, an experienced instructor personally trained by Bill and Steve Moyes In the most progressive and safest methods of instruction, using two-way radios and proven Moyes tow equipment. Anyone can tow - we can teach you from scratch if you have never flown a hang glider before, with the safety of water beneath you. Advanced hang gilder pilots will learn quickly. Different training techniques for all levels of ability, starting with 60 ft. of rope for non-hang glider pilots first time out, and progressing to 1000 ft. rope for thermaling. Beach starts, using a fixed line over water - the safest way to learn, with two sets of quick releases. We have a range of training gliders catering from beginners to advanced and a small glider for light people. All equipment supplied. PHONE us FOR MORE INFORMATION. SOME FACTS -
SANTA BARBARA SKY TOW, INC. P.O. BOX 3294 • SANTA BARBARA, CA 93105 • /805) 682-8689
39
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by Ric
Photos courtesy Sunbird Gliders
This month's glider is the Nova II 230 produced by Sunbird Ultralight Gliders. The Nova II is a moderately high aspect, low quarter chord sweep, deflexorless glider with a very unique planform. Let's go out and put one together.
SET-UP Lay the glider on its back and undo the twist-snap bag. Set up the fold-away triangle bar and attach the lower flying wires at the nose. Stand the glider on the control bar and remove the cover and all the velcro sail ties. Raise the kingpost and latch it with an Eipper-style tensioner. Now spread the wings about % of the way out and grab the crossbar plates. Push the plates back to the kingpost and bolt in place. Slide in the velcro-pressured battens, attach the floating tips and you're ready for a preflight check. The quick deployment system used on the Nova U is similar to the one used on the Raven, but about half the size. Of all the quick set··up systems on the market I like this type the best. With this type of system, you don't have to set your glider up in the dirt even when it's windy. Also, there is nothing to jam up on this system which is a big bonus in my book. The first time I set up this glider it took me about nine minutes. Now I can do it in five to seven minutes depending on my hustle factor for the day.
CONSTRUCTION/ APPEARANCE Sunbird Gliders pioneered the current wave of American-made deflexorless gliders when they introduced the Nova in 1978. The Nova II follows this tradition. The wing and cross spars are a beefy ] -·3/ 4 x .049 with inner sleeves. The keel is built out of ]-I /2 x .058 and the new symmetrical control bar is 1-1/8 x .065. All spars and the control bar are bright dip anodized for a very polished appearance. Much of the hardware used on the Nova II comes from U.P. so of course it's first class. All cables (with the exception of the reflex bridles) are coated and sport Never Kinks at the tangs. Sail work is provided by
42
Susan Wiegan and it rates with the best I've seen. Straight seams and no flutter seem to be her trademark. The overall appearance of this glider is excellent. Everything seems well thought out. There is room for some improvement, however. I would like to see the crossbar/leading edge junction hidden in the sail like the Atlas and Sensor. I really
think it cleans up the airflow in that area and gives a slight performance increase. Other than that, I think they have this glider pretty tricked out. ABOVE: The Sunbird Nova II sports updated hardware and a quick set-up system.
HANG GLIDING
l.Al/NCH
SUMMARY
Static balance of the Nova II is very good. The glider is a bit statically tail heavy in no wind, but much less than other Launching the Nova lI is very easy in all conditions. Once the sail is full it is easy to reach flying speed with no tendency to nose up or down.
I found the Nova II to be fun to fly, wellbuilt and quite versatile. I recommend you go try one.
FLYING CHARACTERISTICS Without doubt, the Nova IT is one of the most pleasurable handling gliders in the sky. Control pressures are very light in both the pitch and roll axis. It takes a pilot coming off less responsive design a while to get used to this. I recommend a large dose of ridge lift. Ridge soaring turns are very easy. The Nova II will do a flat, nose high turn with a minimum of effort. Thermalling in this ship will delight you. The Nova II retains its sink rate better than many ships in a turn allowing for a fast climb rate. Also, because it is spirally neutral and highly resistant to side slips you spend a lot more time going up in a thermal than falling out. When you hit turbulence in this glider you'll like how it responds. l've never experienced that "over the falls" feeling even when hit from behind. The gentle stall on this glider is gentle if you approach it slowly. If you push oul fast, it will drop the nose Tip stalls are a bit different. If you stall the tip in a turn, the glider rolls back level. Spins are impossible. I've tried every trick I know and it just won't spin. The speed range is quite wide making this ship suitable for light to strong conditions.
L.EFT: Hardware detail. RIGHT: Velcro batten closure. BEL.OW: Quick set-up system.
LANDING CHARACTERISTICS must be honest with you my first three landings were less than perfect. The Nova does have a moderate tendency to drop its nose in no wind. This is due to a backwash of the tip vortices right at stall. You can avoid dropping the nose in no wind by flaring at a slower speed, high on the downtubes. MIST AKES I MADE WHILE LEARNING TO FLY THIS GLIDER 'T'he three most common mistakes I made were: flying too fast at first due to light bar pressure, too high and fast on landing, and applying too much pitch too soon in my turns. I found the Nova to need far less pitch to complete the turn than many other gliders and it took some getting used to, JULY 1980
Price: $1,475 Arca: 230 ft. 2 Ratio: 5.7 36 ft. Edge: 19'9" Keel: 14'6" Washout: 15° Billow: 1.5° Weight: 64 lbs. Airtime by author: 12 hrs. Wing 1.14 lbs. /ft. 2 Time: 9 min. at first, 5-7 min, with practice
Appearance: Excellent Static Balance: Very good No Wind Launch: Excellent Strong Wind Launch: Excellent Roll Pressure: Very light Roll/Yaw Coupling: Excellent Pitch Pressure: Light Mush-to-Stall: Gentle Break Stall: Moderate to sharp Tip Stall: Gentle, returns to level
Spins: Not possible Indicated Top Speed: 45 mph Indicated Stall Speed: 16 mph Landing Characteristics: Slow Parachute Capability: No Tendency to Nose Over on Landing: Moderate Tendency to Drop wing on Landing: None
43
ANN LANDINGS Dear Ann,
Here are a couple of tips from Jack Hobart, Los Angeles, California.
Landings in Brush or Rough Terrain When conditions force an off-field landing in boulders, brush or cactus, try imagining that a smooth ground surface lies just above the highest obstacle in your flight path. After braking to a near stop above the obstacle-strewn field, your glider can settle to the ground from several feet up with your legs safely absorbing the impact. This is similar to the tree landing technique reported in Ground Skimmer (May 1975).
Running Takeoffs Especially at High Altitudes A stalled takeoff is not just the bugaboo of the beginner. It can happen to anyone, particularly during a running takeoff in-
valving a sudden increase in slope and at high altitude where a faster takeoff speed is necessary. A roadside launch is a good example of such a situation in which insufficient speed and too high a nose as one goes over the edge can spell disaster. Avoid this by holding the glider in such a manner that firm pitch control in both directions can be rapidly applied. Trot, don't run over the edge, keeping the nose down in case lift is stronger than anticipated. As you go over the edge, pull the nose down farther and charge down the slope. This acceleration and change in kite attitude are the key ingredients. Preselect a path down the slope, although you will usually only require two or three steps to achieve safe flying speed on a relatively steep slope.
Got a tip? Send it in along with a photo of yourself. Little Tips, P. 0. Box 66306, Los Angeles, CA 90066.
I am a hang gliding widow. My husband goes flying practically every weekend, leaving me home with the kids. I don't think this is fair. What can I do? Don't suggest I learn to hang glide. I wouldn't get up in one of those things for a million dollars. Stuck-at-home
Dear Stuck, Nine out of ten male hang glider pilots would suggest you come along and drive the truck. My husband got fed up with that about one month after I got my novice rating, so I suggested he stay at home and take up a hobby. And he did, but it wasn't until after the divorce that I found out the hobby was chasing women. The point is that many non-flying spouses don't enjoy the driver routine, something which the normal hang glider pilot has trouble understanding. A lot of marriages seem to have been broken up by hang gliding. I suggest most of those had major defects which hang gliding brought to the surface. Still, an otherwise happy marriage can handle hang gliding much the same way as any other such conflict of interests must be handled. A reasonable compromise would be for your pilot husband to devote half of his spare time to the family, and to occupations or entertainment acceptable to you. Especially since around here, you can't fly more than half the weekends anyway. And the other half of the compromise is to have the kids stay with grandma or bring them along and go participate enthusiastically as a driver, expedition photographer or just by yelling "great launch" every time your husband doesn't eat it coming off the launch ramp. If you can't compromise, the only other solution is to get a hobby. Chasing men is a good one, especially since if he spends all of his time hang gliding it will give you the opportunity to find a replacement. Remember, singles bars, far from flying sites, especially on good flying weekends are a geat place to find non-hang gliding males. Ann Landings
44
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INTRODUCTION TO THE 1980 U.S. NATIONAL HANG GLIDING CHAMPIONSHIPS In Ellenville, New York by Dan Chapman INTRODUCTION Ellenville is located in south-central New York about 30 miles west of the Hudson River and 90 miles north-northwest of New York City. The village of several thousand is located in the Rondout River Valley and bordered by the Shawanqunk Mountains and the southern Catskill Mountains. The region has a rich history of Indians, early Dutch and English settlers, early gold, silver, lead and zinc mines - even recumbent stones believed by some archeologists to be over 800 years old and similar to structures found in Europe. Hang gliding began here in 1974 with flights by John Sylvester, Gene Hilborn of New Jersey, and the author. These first flights were made from the side of State Route 52 between the guardrail and a talus slope - three short, quick steps, dive for speed (just a few feet above the broken boulders), then brush the tree tops. The glide was about two minutes to the farmer's field below - if one was fortunate enough to clear the trees and make the field - a long 3:1 away. Within a year it was one of the most popular sites in the East. Sometimes as many as a dozen gliders soared at once. The site duration record was made that year by Bing Bingham flying a Sun Swift for five hours and 40 minutes. A short time later Vinnie Matasse from Long Island thermalled to 6,000 feet AGL and went over the backside ten miles downwind. The most recent record was set by T .J. Young last October when he went 36 miles, and across the Hudson River in his Moyes Maxi (see January 1980 Hang Gliding "Dream Come True").
SITE DESCRIPTION The takeoff now used most frequently is the top of a knoll on the north-south trending Shawanqunk Mountain ridge which ranges from 600 feet to 1,100 feet above the flat one to one-and-one-half-mile wide valley floor. The knoll takeoff is 1,000 feet above the 40 acres of landing field, 280 feet MSL. It is 3:1 to the nearest target and 5:1 to the far target. The latter offers a more
46
open approach and is most frequently used, although for competition the smaller target is usually used. Just east (downwind) of the launch, across two miles of forested ridge with peaks about 1,600 feet above the valley, lies the broad, flat Wallkill River Valley. It contains numerous small farms on the river's fertile flood plain and several small villages. The eastern border of this north-south trending valley is a gentle hilly section which separates the valley from the Hudson River Valley. The Hudson is about 30 miles east of Ellenville. Looking directly out from the takeoff into the prevailing WNW wind one sees the 2-3,000-foot peaks of the southern Catskills, with their heavy deciduous forests making them appear devoid of civilization. To the north, in stronger relief, appears the northern or "high peak" region of the Catskills with many peaks above 3,500 feet.
CLIMATE OF THE ELLENVILLE, NEW YORK AREA Much of the climatological data featured in this article was purchased (at a reasonable cost) from: National Oceanic and Atmospheric Administration's National Climatic Center in Asheville, N.C. 28801. Write them for their list of publications and services. Most useful is their Airport Climatological Summary (ACS), compiled at more than 100 stations throughout the U.S., and their Local Climatological Data (LCD) for hundreds of other locations. Climate is, for the most part, average weather. This includes monthly temperatures, annual precipitation, wind velocities, etc. It also includes departures from the norm. The northeast of the U.S. (excepting islands and coastal regions) is categorized as Humid Continental-Medium Summer-type climate. It shares this classification with most of the midwest. (In comparison, Southern California enjoys a Mediterranean subtropical climate.) Occasionally, it is affected by the maritime climate that prevails in the extreme southeasterly part of the state. The moderating effect of the
ocean is more pronounced in its cooling effect on the warmer summer months than in mitigating the cold winter winds that blast out of Canada. In the warmer months the temperature rises rapidly during the daytime to moderate levels. Usually, after sunset, the temperature drops rather quickly and the nights are cool. Occasionally in the months from May through September (but more frequently in July and August) the area experiences an oppressive "heat wave" of humid maritime tropical air from the south. In the last hundred years the temperature has exceeded 100 degrees only 15 times. Winters are usually cold and fairly severe. The winds, however, prevail from the WNW and it is often either soarable or blown out for days on end - especially January through April. Maximum temperatures during the colder winter months are often below freezing and subzero temperatures, especially at night, occur about 8-10 times a year. Precipitation is fairly uniform throughout the year averaging a water equivalent of about 35 inches per year. Snow flurries are frequent in the winter, and a good portion of the summer rainfall is associated with thunderstorms. On the whole, winds are moderate, predominately southerly in the summer months, especially when light (being influenced by the north-south trending valley), northwest in the cold winter months, and more variable in the spring and fall. July and August are the least soarable months. In general, southerly and easterly winds bring warmth, clouds and moisture, whereas northerly and westerly winds bring clear skies, cool temperatures and good flying. Thus, stormy and fairweather alternate every two to six days with the cycles longer in the summer and winter and shorter in the fall and spring. Soaring weather, therefore, occurs in "streaks." Weather changes are often sudden and decisive, especially in the fall and spring. Most of the summer month precipitation occurs as thunderstorms in unstable, moist air that arrives from the Gulf of Mexico HANG GLIDING
the maritime tropical air pushed north by southerly winds. During the winter most precipitation occurs as snow or cold rain when the northeasterlies blow in their cold, moist air from the North Atlantic. In the winter months the predominant NW wind originates when a cold, dry, stable high-pressure continental polar air mass over Canada bursts out, flows into the U.S. and is swept east by the prevailing westerlies. Though stable when it leaves the Canadian provinces, this develops local instability, especially if it flows over fields devoid of snow and vegetation. This provides local instability and lapse rates that frequently exceed 3 ° 11,000 ft. when the surface temperature of the air is between 30° and 45°F and the winds 10 to 15 mph NW, thermal lift is especially good and best after 1 p.m. During the month of September (the month of the nationals) normal (average) temperatures are 73.7°F maximum and 50.1 ° minimum with the monthly average of 61.9°F. The highest temperature ever recorded was 100° (1953) the lowest 24° (1947). N< ~ma! monthly precipitation is 3.12 inches with a record 7.89 inches falling in 1960 and a low of .4 inches in 1964. The prevailing wind is southerly at 7.4 mph mean speed with a record 48 mph south wind recorded in 1961 (fastest observed one-minute value). Possible chance of sunshine is 56 % . Out of the 30 days of Sep tember, eight are considered clear, 10 partly cloudy and 12 cloudy. This gives an overall view of weather at the flying site. Also available from the NOAA Is the Airport Climatological Summary (ACS) which is more useful to the hang glider pilot since it contains a monthly breakdown of weather from the period 1965-74. It represents the results of 2,400 observations.
The takeoff at Ellenville accommodates WSW through NNW and requires a 1,500 +-foot ceiling; visibility problems would shut down the site with a frequency of less than 2 % , including calm days as flyable. Fog and rain/drizzle occur with a frequency of 7% total for the above winds and calm conditions. The percent of flyable days is: WSW direction flyable in 1.0% 0 - 6 knots = W direction flyable in 0-21 knots= 7.3% WNW direction flyable in 0-21 knots= 8.1% NW direction flyable in 0-21 knots= 5.5% NNW direction flyable in 0-16 knots= 2.9% Calm= 13.0% Percent of flyable days 37.8 % This percentage is, of course, an average and represents typical flying weather found in the northeast. The actual percentage may be less when considering that during calm conditions IFR exists about 2% of the time. The "calm" listed above is 13 % , which represents a crosswind or downwind component of 0-3 knots - conditions in which we have safely conducted meets here in the past. Percentage of soaring days is: WSW soarable in 7+ knots= .6% W soarable in 7 + knots = 5.5 % WNW soarable in 7+ knots= 6.9% NW soarable in 7+ knots= 3.3% NNW soarable in 7+ knots= 1.1 % Total soarable days 17.4% In a ten-day period 17.4 % translates into fewer than two soarable days - Crestline this isn't. Wind velocity of 7-21 knots is most frequent between 10 a.m. and 4 p.m.
THE HOTTEST NEW FLYING TOY FUN------FOR ALL AGES
Stunts, Soars, Thermals! Returns like a boomerang! Safe Durable
All of the above data are used to help the Competition Committee devise tasks. It is senseless, for example, to have several tasks designed for soarable conditions. In fact, most of our tasks are designed for calm air. Keep in mind that one of the main functions of a competition is to determine the best pilot and this can be done in the conditions available. We have had several meets here in Ellenville and the concensus was that the best pilots won, regardless of the conditions. We also have a heavy social calendar in which the competitors will have a variety of activities scheduled for non-flyable days. More particulars on the Nationals will follow. Our Competition Committee, local club (Southern New York Hang Glider Pilots Association), and the Ellenville Chamber of Commerce have been hard at work for months now preparing to make the 1980 Nationals the best yet. See you there!~
No Mountains? Soar Anyway!
FLY THE FLATLANDS! Tow Systems for All Makes of Hang Gliders. Tow system w/top and bottom release
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Send D $2.50 for 1 WING THING PLUS 75c SHIPPING & HANDLING {Calif. Res. Add 15c State Tax.)
or D $4.00for2 WING THINGS PLUS $1.00 SHIPPING & HANDLING (Calif. Residents add 24c State Sales Tax.)
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47
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Bird's Eye View
Stage Two by Lauran Emerson A sense of deja-vu accompanies my flights these days. Once again, I'm passing through Stage Two of hang gliding: the old white-knuckle, cramped-muscle, can'trelax-and-get-comfortable-in-the-air phase. Most pilots encounter this stage for the first time about midway between learning free flight and loving free flight. When you've been flying for awhile, and ym1 still have to pry your fingers off the control bar after every flight, you're in it. Stage Two is most severe the first time it hits, when you're just getting past the beginner level of flight. It settles in after you've learned the basic techniques of hang glider control, and before you have the confidence and experience to make those techniques second nature. The problem is well described by a Canadian flyer, Dwight Donaghue of Ontario. "I'm at a point," he says, "where I can fly my kite, but I'm so busy concentrating on the actual control of flight that I can't really relax and enjoy it." Dwight describes himself as a beginner who has flown intermittently for 1 V2 years. He is at center-stage of Stage Two. He is at the level where hundreds of pilots have been when they gave up flying. New flyers are especially vulnerable to dropping out of hang gliding at this point. Lacking firsthand knowledge of how relaxing and enjoyable it can be, they must rely on faith and the encouragement of others to help them pass the uneasy stage. It takes time, in the air, to develop the reflexes and senses necessary for relaxed flight. As almost every new pilot discovers, such time is hard to come by for beginning pilots on beginning hills. JULY 1980
My own ground skimming days were not relaxing. The moments of enjoyment came when my feet were on solid ground again after each dog-skimming, boulderskimming, fence-skimming speed run down our hill. Few of the flights were enjoyable. None were relaxing. By no stretch of the imagination were they comfortable. After a year and a half of intermittent flying of this sort, I had amassed a total of 22 flights and 7 1/2 minutes of air time. The unlimited thrills of Stage One (the learning phase) had evolved into Stage Two, and the constant tension wasn't so much fun anymore. At any moment, I could have succumbed to Stage Two and quit. But I was lucky; I had constant encouragement and support from fellow pilots who wouldn't let me stagnate at that level. For flight #23, I was dragged out to Belt Butte to get a taste of altitude, and that made all the difference. I was flying at last, with all the space I needed to feel free. I had time to make myself relax. I remember smiling on that flight, before my feet touched the ground. Five hundred feet of altitude was what it took to break past that first Stage Two barrier. I hoped that I'd left the white knuckles behind for good. But I soon found that being unable to relax in the air was a problem that could surface at any time, for many reasons. When Stage Two struck again, I needed more than just five hundred feet of altitude to overcome it. It took a steady dose of air time to win the next skirmish against white knuckles and tensioncramped muscles. The occasion was my switch to prone flight after three years of flying seated. For many flights after the switch, I just didn't have any fun in the air. The change in position completely altered the feeling of flight. I felt unsafe and insecure. My old points of reference were gone. It was necessary to develop an entirely new set of reactions, based on the different perceptions of this new flying position. The transition to comfortable prone flight took a long time. It finally came about after a lot of air time, altitude, and in-air conversations with myself. Telling myself to relax became an integral part of flight; it is something I still do three years later. I've had ample opportunity to practice lately. An injury-induced Stage Two has brought on the tension again. In the month since my arm has been at flying strength, I've flown several times. I've corrected my launch technique, and it feels good to be in the air again. But I haven't been able to relax. My confidence is still at an ebb, and I still have to straighten my fingers, one by one, after each flight. What I've lacked are the altitude and air time to bring my re-
flexes up to par and relax. At this point, my only advantage over a beginning pilot in Stage Two is my first-hand knowledge that a little more air time, or a little more altitude, will make the difference. I know how peaceful it can be out there in space. For the beginning pilots who are at center-stage right now, there's no sure answer for getting past Stage Two, because there's no sure substitute for doing it. Every pilot will continue to have some Stage Two flights as long as he flies. There are some conditions which will, and should, always be flown with a certain amount of tension. But there are some conditions in which you owe it to yourself to relax. It is a rare day when all the variables are lined up for a perfect, smooth, comfortable flight. Every second of air time accumulated before that day will help you take advantage of the moment when it arrives. When it does arrive, just remind yourself of why you're up there. When you've made a thorough pre-flight and a clean launch, when you have lots of altitude and lots of landing space and the air is as smooth as glass, that's the time to remember. Now, stop trying to squeeze water from your control bar, and smile! ~
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NOTE.· The Poetaster has decided he's running low on wit, and would like this column to be a Poetaster Of The Month feature. A II contributions are welcome. Please send your strange poems to: Poets, c/o L. Emerson Star Route Stockett, MT 59480 Credit will be given to the poets, so please include your name and address.
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49
USHGA REPORTS
Competition Report
The Qualification Point System of the USHGA is being completely revised this year to hopefully eliminate some of the inequities discovered in the past. Four concepts were worked out and proposals sent out to over 60 competition pilots. The system that follows is based on the input received from those pilots. The purpose of the Q.P.S. is twofold. First, it allows pilots to see how they rank nationally in competition. Since the system considers results from previous seasons, it may not fully reflect this year's standings. This will be worked out. Second, it serves as an important factor in selecting the pilots for U.S. teams to attend international meets. Some pilots feel that this point system should be the sole determinant in selecting these teams. Since this is a new, untried system, however, flaws may emerge. Flaws that could adversely affect the selection of an effective team. Consequently, this year the teams will be chosen primarily from the Q.P.S. results, but only if absolutely necessary. The Qualification Point System of the USHGA is being completely revised this year to hopefully eliminate some of the inequities discovered in the past. Four concepts were worked out and proposals sent out to over 60 competition pilots. The system that follows is based on the input received from those pilots. The purpose of the Q.P.S. is twofold. First, it allows pilots to see how they rank nationally in
by Keith Nichols
competition. Since the system considers results from previous seasons, it may not fully reflect this years standings. This will be worked out. Second, it serves as an important factor in selecting the pilots for U.S. teams to attend international meets. Some pilots feel that this point system should be the sole determinant in selecting these teams. Since this is a new, untried system, however, flaws may emerge. Flaws that could adversely affect the selection of an effective team. Consequently, this year the teams will be chosen primarily from the Q.P.S. results, but the Competition Committee will reserve the option of overruling it; but only if absolutely necessary. The reason most pilots favored this system was that it allows more pilots to be considered for U.S. teams. Last year, the top Q.P.S. pilots were the ones that traveled to the most meets. This resulted in about 10 pilots having 75 or more points and over 200 pilots having less than 40. Probably the same pilots will be right up at the top, but I suspect there will be a few more joining them. In addition, it will not penalize the "professional" pilots who do travel to 5-6 meets per year. A pilot must select two meets from the current season; two meets from the previous season and one meet from any season, including current, up to three years ago. For the 1980 season, two meets must be later than January 1, 1980, two
1980 Q.P.S. FORMULAS U.S. NATIONALS:
At long last, the final rankings of U.S. pilots based on sanctioned competition have been tabulated. I want to extend thanks to Carol Price for the amazing job she did. She literally catalogued the results of every single pilot that entered competition in the last two years. You pilots who like to know where you stand owe her one. So do I. These standings scored according to the 1979 Q.P.S., which we found to have some faults. It's being changed. The one thing I went ahead and did was to separate the Classes.
PLACE
CLASS I Flex-Wing
1st 2nd 3rd 4th 5th 6th 7th 8th 9th 10th
Jeff Seo tt ................ 122 Keith Nichols ............. 104 Larry Tudor .............. 98 Rich Pfeiffer .............. 89 Mark La Versa ............ 77 Rich Grigsby ............. 76 Dave Ledford ............. 75 Andy Kosch .............. 66 Glenn Hockett. ........... 64 Jerry Katz ................ 59 CLASS II Fixed Wing
1st 2nd 3rd 4th 5th 6th 7th
50
Rex Miller ............... 233 Tom Vayda ............. 191 Eric Raymond ........... 150 Tom Wilson ............. 121 John Coyne .............. 50 Dudley Meade ............ 35 Tom Kreyche ............. 25
1st = .5 points Points = place number 0
U.S. REGIONALS: Class I: Average Q.P.S. points = 8 or more from previous season 1st = .75 points Points •= (place x 2) - 1
i.e. - 2nd: (2nd x 2)-1 = 3 5th: (5th X 2)-1 = 9
Class II: Average Q. P. S. points - 7 or less from previous season 1st - 1 point Points - (place x 3) - 3
i.e. - 2nd: (2nd x 3)-3 = 3 5th: (5th X 3)-3 = 12
MAJOR NATIONAL OR INTERNATIONAL MEET: 1st = . 75 points Points •= place + (place -1) 2
i.e. -
2nd: 2nd + (2nd-1) = 2.5 2 5th: 5th + (Sth-1) 2
7
LESSER NATIONAL OR INTERNATIONAL MEETS: Same as Class II Regionals SMALLER LOCAL MEETS: 1st = 2 points Points =• (place x 3) - 1
i.e. -
2nd: (2nd x 3)-1 = 5 5th: (5th X 3)-1 = 14
HANG GLIDING
meets must be from January 1, 1979 to December 31, 1979 and one more meet from January 1, 1977 to the present date. If the selection of a U.S. team becomes necessary before pilots have had a chance to attend two meets, what points they have accumulated thus far will be totalled anyway. This total and the discretion of the Competition Committee will be used to select the team. If the USHGA does not have the records of a meet selected, it will be the responsibility of the pilot to obtain them. Meets that may be considered must have been USHGA sanctioned in 1978, 1979 and 1980. Because the sanctioning system was not really underway in 1977, the meets that will be eligible for points will be the ones that were obtaining sanction in later years. This includes the Nationals, the Regionals, the Masters, etc. For every two Regionals used, a pilot must include at least one Nationals. Meets that will not be considered are those without USHGA sanction, international team meets and international meets held out of North America to which a small U.S. team is sent. Reasons: Unsanctioned - obvious, no explanation needed; Team Meets - there is no competition between U.S. pilots, the placement goes to the team; International Meets - similar to team meets in that a U.S. team is sent to compete primarily against other countries (since they're not competing against other Q.P.S. competitors, they would be unfairly gaining points on them). To qualify for points, a meet must also have had a minimum of three rounds. Q.P.S. points will be awarded to the top 50 percent of the competitors. In case a meet has an odd number of competitors, the odd pilot will receive points.
For 1977 -1979 the points for meets will be as follows: U.S. Nationals - same as 1980. Regionals Regionals.
all the same as Class III
Masters, X-C Classic - a major national meet. X-C Open - lesser national meet or Class II Regionals. Moab Pico -
major national meet. lesser national meet.
If you've placed in a sanctioned meet that was not listed here and wish it to count, you must present the records to me or the USHGA. The Q.P.S. standings will also be broken down by Class. Eventually, points will also be separated by type of launch, i.e., foot, tow or power. This year if necessary. If you have any questions and/ or suggestions (I'm sure there will be many), write me c/o the USHGA offices in Los Angeles. I'll respond to the most important ones in print and the others personally. The more input I receive about this and other aspects of competition, the more viable competition itself will become in the next few years. This will also reflect on our performance internationally, and I really want us to bring home some Japanese gold in 1981. Keith Nichols, Chairman Competition & Rules Committee
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De·.r Chuck, I 1,1as given the Hur.imingbird last November as a gift from Northern Sky Gliders (the local club for Hinn, and Wisc.) for services as president for the past four years, The vario has provided at least 85 hours of service and r've
been very satisfied the whole tir.ie. However, last friday I got into a wind shear and was forced down and had to land into Lake Pepin, along the swollen shores of the Mississippi. Cold muddy water is the norm, especially at this time of the year. All went well with my landing and I was able to get out of the water soon after touchdown to avoid exposure. Hy glider was not quite as fortunate, It sunk to just below the surface and the control bar lodged in a sunken tree. There was no damage to the glider but I figured the vario was shot, After 20 minutes of diving and pulling, I was able to get the glider to shore. I ir.1mediately took the vario off, dried the outside and set it on the river bank, As soon as I got home, I put it by a mild heater for a day, then let it sit out for a couple of days. Well, it works as well as ever,
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Vat only has the vario provided numerous hours of service, but it withstands severe conditions as well. I will continue to fly with the Hummingbird and will recommend it to others that desire a quality vario at a reasonable price, I might add that half the flying I do is in winter conditions with sub zero temps, Hy experience has made ne a believer and given credibility to Al
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(Continued from µage 21)
A My feelings are that there should be an there a lot and then I hadn't flown for experimental class but that it should not five days and I really wanted to fly. I be something that you sell to the public. mean, we had driven up there five times There are coming to be the two types of in a row and it had been blown out. hang gliders. I don't like to see this That's eight hours just to do that one; certified-uncertified confrontation. and we'd done it five times! 40 hours I Myself, I'm anti-bureaucratic. I think had spent and not flown. So this was the anything that's designed by a committee last day we were going to fly and the winds seemed calm so I didn't make a is doomed to failure. And I think the wind judgment as I got ready to launch. reason my meet works so well is because I'm the man who stands there and takes I just got the glider ready and took off. it all, good or bad. I make the final deciAnd the winds were too strong and I didn't quite make it out. I landed within sions. I don't have to go to anybody else and share that ... pass the buck sort of a half mile of Keeler. I didn't fly Cerro thing. Gordo again until I got better equipQ I don't like your rule of requiring pilots ment. to land by the road or be eliminated One other time was when I flew off of from the contest. I don't think there's Silver Canyon. The first time I flew off anything wrong with landing out. What (in an ASG) was without a vario but on can you do if you don't try? a pretty good day and I headed up to A I have a real feeling in life that when you 3,000 feet over Bishop - flew clear out are late for an appointment you are to town! Of course, that stayed in my mind very strongly. Good flight! The stealing the other man's time. I really next time we were there I remember believe in being punctual. There are reasons for sometimes not being puncthinking of going there because it was in tual ... traffic or something ... but I have a the fall and it was dead calm. It had been strong, internally-integrated feeling dead calm for a week and I was thinking toward that and especially I don't like to what a day to take all these giant sled make people worry. Right now I walk rides just to get some air time. We went into one of the stores in Bishop and see a to Silver Canyon but when we got there xeroxed sign on the side of a cigarette it turned out that the winds were calm machine that says: "Does anyone have only to 8,000 feet. Thinking the winds any information as to this man's wherewere from the north, I went the long abouts? He's an experienced mounway across the canyon to get on the taineer but he's overdue more than a north ridge. But by the time I got across week. Please call his parents collect." the canyon I was below the strong winds And there's a description of the guy. I and there was no lift on the north ridge. just have a fear of that sort of a situaSilver Canyon is one of those wonderful funnels where it's real wide at the top tion. I have a real feeling of respect for George Worthington and his time. So, in and then you get into a very tight canflying with George, day after day after yon (the ridges come up) that curves so day, the whole thing is very clockwork. you cannot fly a straight line. Once you We ride up the hill, we instruct the get below a certain point you're destined driver very carefully how to wait until to fly the curves. To make things very he sees us take off and then drive down interesting, there are three rows of the road. Then we have a very definite power lines that come up the bottom road that we land on. If the driver misses no, that fill up the bottom. So, anyway, you, it's going to make four or five I was condemned to this canyon and hours difference in the day. And so we ended up landing on the canyon wall. always land next to the road. I'm an easy-going guy, and a lot of times I have Q So did you end up walking out? said, "Yeah, yeah, ok." But this year I A No, the reason I continued down the canyon was because of the truck. just feel very strongly about it. If you There's a road in the bottom of the cadon't land next to the road I will NOT nyon and there was the truck coming let you on the truck the next morning. down the road. I thought I should turn That's it. Right? (laughter) In seven around and land at the last good landing years of flying in the Owens Valley I spot I had seen and then I thought, no, have not landed where I wanted to then I'll be behind the truck and then I'll twice, and that's in 700 flights. have to walk out. So I suckered myself Q You have 700 flights in the Owens all the way down. But those are the only Valley and have only missed landing by two times I landed where I didn't want the road twice? to. A Yeah, and one time was off of Cerro Gordo in strong winds. It was one of Q In an earlier discussion you said that those situatiom where we'd been flying luck is an important factor. JULY 1980
A In the years I've been running this meet I've seen runs of luck such as George Worthington's coming in third in the '78 Classic, winning the '79 Open and then coming in 37th in the Classic. How else can you explain it except as the gambler's term: runs of luck?
Q There are no such things as runs of luck
or consistent luck. Luck is randomness. George did well in one meet and did not do well in another meet because of inconsistent flying, making decisions on erroneous information, looking at the wrong things, not because he was lucky in one meet and wasn't lucky in another. A Ok, for instance, in the Open, if my memory serves me correctly Dudley Meade had it won easily. In last year's Open, Dudley Meade, in a Fledgling, was the easy winner on the last day. But on the last day he launched, and for some reason, did not stay up. He landed in the pits and put George within winning distance, and George won. So George did not win on his pilot's skill alone. He won because Dudley Meade did not fly well on the last day.
Q In competition the other pilots are part of the course. Dudley was part of the course for George. Dudley's decisions were part of the course for George. The way you're looking at it, you can never win a contest, the other people just let you win. A No, I'm not looking at it that way. I'm just saying that luck is one of the factors involved in the whole scene. Are you saying you don't pay attention to the other people? They're good thermal indicators.
Q Right, but their decisions aren't going to influence you. You choose the people who you think will set the course to win, and then you beat them. This 1s a deliberate effort. You don't float around up there wondering what to do next. You have a plan and you stick to it. You're constantly checking yourself to make sure your plan is working. Then you refine the plan. A Right, exactly. But you have to allow for the factor of luck in the plan. You don't get discouraged because your plan didn't work right the first time. You can't backtrack. You're never in the same place twice. But that's the whole ability: to say ''I've Q been here before. I recognize the situation." So you're going to bet on this probabiliA ty of events happening again. If you miss a thermal you choose to say that you made the wrong judgment. I say the combination of physical factors at the
53
time did not produce a thermal where I anticipated one ... and I call that luck. During the Open, found five thermals on five different days in the middle of Coldwater Canyon. And then on the first day of the Classic, or the second day, he tried the same thing and the thermal wasn't there. Now is that luck or lack of judgment? In looking back on il now I can say, "Yeah, 1 can see why the thermal wasn't there. It was blowing quite a bit harder than it had been on any of those other days when there was a thermal in that canyon." I think there was luck in the fact that there was one person trying to set world records in 1977 seriously and he did. Worthington wrote it down on paper. I find this phenomenal. He wrote it down on paper, "I will go to the Owens Valley this summer and establish four world records." It was printed in Glider T<.ider. He came up here. We met each other. I did all the groundwork. He flew. He just knocked them off bam, bam, barn. Four world records. Since then there's been quite a bit of effort put towards bettering those records, ok? Even the same pilots trying but they haven't done it. Isn't that luck?
Q They haven't had fhe wrather. A I guess I'm saying weather and luck are somewhat synonymous since it is a factor we have no control over. Q In world records the ability to keep an eye on the weather is the only thing that matters once you get to a certain level of pilot skill, determination and
ence. A The ability is not to keep an eye on the weather but lo be on the top of Cerro Gordo at 12:30 on the day the weather is righl ... which requires a bit of financing. Q Why do you think Rich Pfeiffer won last year? A He just dedicated himself to it. He'd flown it the year before for just a couple of days. That was about his second year of hang gliding, really. I think he was in the rush of the quick rise to stardom and he made good his promise. He went out and did pushups and ran. He got a pretty early lead and there was a lot of psyching involved, of course. He established himself in the pecking order very early by his rapid rise and everyone was a little bit respectful of him and let that get to them. Plus, I think of luck. Rich Pfeiffer dislocated his shoulder which happened to be on the short run, 16 1/2 miles, where, if you pointed your nose at the ground and ran in that direction, you might win. And he did. He wanted to land due to the pain, and because it was the short run he was able to win.
54
Don Partridge at Coyote Peak in a Chandelle standard in 19 7 4.
A Do you think the Mosquito had anything to do with it? A The Mosquito? Sure. Yeah. That day was rare. The Mosquito was able to go fast. Because of his hurt arm he may have made unsound judgments, but they lucked out to be the right judgments for And l called the next the race that day off which he didn't have anything to do with. So it was luck for him that I called the next day off which allowed a for his shoulder to recuperate. Q That is luck. I'll agree with that. He had no choice. My belief is that you have no choice whether you win or lose. You can only do your best.
Q You're a psychologist. Have you analyzed why you hang glide? Does hang gliding bring meaning to your life? A Definitely. Because it has meaning. It has purpose. You can make tangible, real progress in hang gliding. Out of college I got a job working for the Fish and Game in the Sierras as a wilderness biologist. My job was to take a rod and reel, hike to the backcountry lakes, catch fish so the Fish and Game Depart·· ment would have an accurate sample of how the fishing was. Yeah, that was a tough one! The whole fisheries program there doesn't make sense. There are no native fish on the east side of the Sierras. And people just follow fish trucks
around and fish just below the hatcheries. We finally ended up killing six Tule Elk in attempting to transplant them from their summer range to their winter range and we overdosed them. It was on television. We shot them out of a helicopter, held them down and put radio collars on thern and overdosed them with tranquilizers. And that time I realized that government funding was ... well, it was a waste. I just couldn't find any meaning in that. So I decided I was going to be self-dependent somehow. At the time I was involved in an Alvin Toffer Future Shock considering enclaves of successful, different experimental lifestyles. At the same time I felt like I ought to be making some money doing this so I put it all together in a cross-country ski lodge that was snowed in eight miles. We didn't have electricity, we didn't have any telephones. That was the idea, to go back and try that style of life. And we did. We did that for four years until our lease ran out and the people couldn't give us a lease for the next year. But by that time I'd been flying for a couple of years and that's all I wanted to do anyway. Hang gliding is the one place where we can really strive for perfection. It's one more dimension, right? You must understand what I mean. What can I say? HANG GLIDING
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8,16
1·9
BOOKS THE COMPLETE OUTFITIIHG AHO SOURCE BOOK FOR HANG GLIDING by Michael Mendelson. History, models, accessories. publications, organizations, schools, sites. HANG GLIDING AND SOARING by James Mrazek, Flight theory and meteorological data. HANG FLIGHT by Joe Adelson and Bill Williams, Third edition. llight instruction manuaL 100 pgs, HANG GLIDING by Oan Poynter, 8th Edition, Basic handbook for sky sorting, MAH,POWERED FLIGHT by Keilh Sherwin, History and modern tech· nology, design consideration. HANG GLIDING AND FLYING CDHDITIOHS by Dennis Pagen, All aspects of micrometeorology for pilots, 90 illustrations, HANG GLIDING AHO Fl YING SKILLS by Dennis Pagen, A complele in, struction manual for beginners to experts. HANG GLIDING FOR ADVANCED PILOTS by Dennis Pagen, Techniques for cross-country, competition and powered flight. GUIDE TD ROGALLO·BASIC by Bob Skinner, A handbook lor beginning pilots, 30 pgs, HANG GLIDING, THE Fl YIMGEST Fl YING by Don Oedera, Pictorial history, pilot comments, Photos by Stephen McCarrolL MANNED KITING by Dan Poynter, Handbook on tow·launch flying, MAM,PDWERED AIRCRAFT by Don Dwiggins, 192 pg, history of flight Features the flight of the Gossamer Condor TORREY PINES by Don Bells, photos by Bellina Gray, USHGA OFFICIAL FLIGHT LOG, 40 pgs,
8,17 B·18
AMOUNT
$ 7,95 S 7,65
S 3,50 S 6,50 S 6,50 S 6,50 S 6,50 $ 7,50 $ 275 $10,95 $ 4,35
$ 6,50 S 2,50 S 2,95 S LSD S LOO $ 3,98 $ 8,50
ITEMS 11
USHGA EMBLEM T·SHIRL 100% collon, heavyweight quality ORANGE or LIGHT BLUE. Men's sizes. S M L H (PLEASE CIRCLE SIZE AHO COLOR) USHGA EMBLEM CAP, One size fits alL Baseball type w/USHGA emblem, HAVY ORANGE GOLD (PLEASE CIRCLE COLOR) USHGA SEW,OH EMBLEM. 3" diameter, lull color (red wings, sun burst w/black print) USHGA DECAL 3'1,'' diameter, lull color USHGA EMBLEM PENDANT, 'J.'' diameter Pewter wls,lver chain USHGA BUTION/P1H. t 112" diameter, full color LICENSE PLATE FRAME, ''I'd rather be hang gl1d1ng· White on blue WALLET. Nylon. velcro closure. mach111e washable. waler resistant BLUE BUMPER STICKER, "Have You Hugged Your Hang Glider Today· Bluu
12
13 14 15 16 17 18 19
S 5,50 S 5 00 S 1,00 $ 25 $ 3,00 $ 50 $ 4 50
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$ 8,95
S 1 40
on white
USHGA PUBLICA TIOMS pt
USHGA INSTRUCTORS CERTIFICATION MANUAL
S 2 00
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MERCHANDISE SUB TOTAL Calllorn1ans add 6°10 tax
MAIL WITH CHECK OR MONEY ORDER TO: USHGA, Box 66306, Los Angeles, CA 90066
ADDRESS
HANG GLIDIHG/GROUHO SKIMMER BACK ISSUES SPECIFY BY CIRCLING ISSUE HUMBER PRINTED COPIES: 20, 21 l4, 25, 28 46, 47, SL 56
n n
HO TAX OH MAGAZINES
n 10 31, 33, 34, 36, 3', 41 42. 43, 44, 45, 40
PRINTED COPIES: 58, 59, 61, 62, 63, 64, 65, 67, 68, 69, 70 7' ·,,; ,, /f., 77, :B, 79, 81, 82, 83, 84. 86, 87, 88 through current issue
S t 50
MAGAZINE SUB TOT AL
CITY, STATE, ZIP
TOTAL 'SUPPLY LIMITED'
ORDERING INFORMATION: Enter quantity and price of each item ordered. Allow 3-4 weeks for delivery, Thank you for your order. ALL PRICES INCLUDE POSTAGE AND HANDLING, (Prices subject to change without notice.)
'ISSUES HOT NUMBERED ARE SOLO OUT' MO CHARGE ITEMS
USHGA MEMBERSHIP APPLICATION FORM (#4)
_ _ USHGA POWERED UL TRAUGHT RA TING !PART 105)
USHGA MERCHANDISE ORDER FORM (#4)
_ _ ACCIDENT REPORT FORM (#15)
USHGA LILIENTHAL AWARD FORM
_ _ SOURCES OF DEALERS, SCHOOLS, ETC (#8) Specify state - · - - · _
USHGA BASIC SAFETY REGULATIONS (PART 100) USHGA PILOT PROFICIENCY PROGRAM (PART 104) ORDERING INFORMATION:
Enter Quantity and price of each item ordered Allow 3 4 weeks lor deli'.'ery (8 weeks for Foreign) All orders are malled Dy the cheapest available rate II you wish to receive your order fasler. please include sufficient extra poslage money
AERIAL TECHNIQUES is looking for reputabl~. responsible dealers to represent our ~orthe"astern U.S. distributorships for Wills.Wing, u1i,allte Products, U.S . . Moyes, Seagull Aircraf.t and Highster Aircraft. Guaranteed territories as follows: Connecticut 2 - Maine 2 _. Mas,iachusetts 2 - New Hampshire 2 New Jersey 2 - New York 5 - Pennsylvania 2 ' · Rhode Island 1 - Vermont 2. AERIAL TECHNIQUES' years of experience, expertise and LARGE inventories of gliders, parts and accessories will help you sell! Minimum investment required. Remember, these highly profitable Dealerships are limited in number - so act now! CALL: Mary at 914-647-3344.
*** NEW *** THE ONLY COMPLETE MANUAL ON THE SPORT OF
POWERED ULTRALIGHTS OVER
Aerial 'lecl111i1111es
90 PHOTOS AND ILLUSTRATIONS
Route 209, Ellenville, N. Y. 12428 Largest,mostcomplete Hang-Glider Shop in the Northeast!
DETAILS ON: CHOOSING THE RIGHT CRAFT -BUYING USED EQUIPMENT-FOOT LAUNCHING-WHEEL LAUNCHING-CONTROLSAIRMANSHIP-AERODYNAMICS-MICROMETEOROLOGY-ENGINE CARE AND PLACEMENT-MEDICAL FACTORS AND MUCH MOREON LY $7.95 + 60¢ POSTAGE. ALSO BY THE AUTHOR:
• FLYING CONDITIONS - $5.95 + 60¢ POSTAGE SPORT AVIATION MICROMETEOROLOGY
• HANG GLIDING FLYING SKILLS - $5.95 + 60¢ POSTAGE A BASIC TRAINING MANUAL
• HANG GLIDING FOR ADVANCED PILOTS - $6.95 + 60¢ POSTAGE $10.95 + 60¢ POSTAGE FOR ANY TWO $14.95 + 90¢ POSTAGE FOR ANY THREE $21.95 + 90¢ POSTAGE FOR ALL FOUR SEND CHECK OR CASH TO: DENNIS PAGEN, DEPT. H P.O. BOX 601, STATE COLLEGE, PA. 16801 DEALER INQUIRIES INVITED
MOR.E FOR YOUR $$ The original more-for-yourmoney wallet; $7.95. And, for one more buck, a hidden pocket (for more money, of course!).
For credit cards, checkbook, money, photos, & more-one more place to put it: the Organizer $12.95.
CONTROL BAR PROTECTORS Please send pairs Control bar protectors at $201 pair. Specify:
D 1" D 1-1/8" D UPS D Parcel Post D Check or money order enclosed D C.0.0. 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 _ _
Send to: Hall Brothers, Box 771, Morgan, Utah 84050 C.O.D. phone orders welcome (801) 829-3232 Dealers invited
More than just a key case-ours has a money pocket too: $4.95.
What's more, they're all hand-crafted in 100% nylon (durable, washable, waterresistant) with velcro closures. And, they're so trim and lightweight that they contour to your body!
Who could ask for more? You could. Ask for any of six great colors: royal blue, tan, rust, navy, red, or black. Get more for your money from:
duncan Box 33441-X, Seattle, WA 98133
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Dealer Inquiry Invited ...
39.00 and
Order from your local dealer. If unavailable locally, then order may be placed with manufaciurer. A Parlial Lisi of Dealers:
42.00
Mam;m Spam. England
66.00
Cry~lal Air Sports, TN. Yarnell Techtonici, New York
Air Space, TN., GA.
J Helmet Mount Vario (complete) ready to mount
CONTROL BAR VARIO MOUNTED ON TUFFY EXTENSION BAR.
77.00
Bird Man En1erprises, Alb .. Canada Hang Gliders of N. Calif. P & R Wing~. Or
Tuffy 12" "Swing Away" Extension Bar 15.00
GUARANTEE:
Model #2 and Tuffy 12"
76.00
60 days· Satisfaction or Refund 1 year • Against Mfg. Defects
P.O. Box 629 • Hauula, Hawaii 96717 , Phone (808) 293-9348
<heel:_ M 0. brnk dr~fl. etc Do not send u1h We Pdt 1h1ppingm US. foreign orders ma~ e payment ,n U.S mon1e1.1nclude1 SS 00 extra lu1 au 1h1pment. COO CHARGES S2.S0 EXTRA
,l.iAIL ORDER INFO
MAKIKI ELECTRONICS
M•~e payment ~,a
CLASSIFIED ADVERTIS.INQ
cover, rib jig, super clean sail, beautiful: (ctr-tip) 1 white, l! 3 gold, 1 / 3 orange, 1 /3 red, 3 brown, l black. Very good condition, ready for motor! $800. Larry (213) 832-7731. EASY RISER - CGS reduction unit. Landing gear, custom box, trailer. 51,250. Rich (303) 449-6316, Ed (303) 499-8236. ICARUS V - orange and white, factory built by Ultralight Flying Machines, excellent condition, extended cage permits full-stall landings. $500. (213) 347-6506 or (714) 754-7487. ICARUS V - Factory, anodized, never flown, harness, trailer. $500/offer. (503) 254-2983.
CONSUMER ADVISORY: Used hang gliders always should be disassembled before flying for the first time and inspected carefully for fatigue - bent or dented tubes, ruined bushings, bent bolts (especially the heart bolt), re-used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with non-circular holes, and on Rogallos, sails badly torn or torn loose from their anchor points front and back on the keel and leading edges. If in doubt, many hang gliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect.
Flex Wings ALPHA 215 - Purple, It. blue, dk. blue, wht. Come fly! $650. Kurt (213) 694-7314, (714) 885-5923. CAN'T AFFORD A NEW OR USED GLIDER? With only 10% down we will finance the balance or take anything in trade. 10% off of any new glider, power pack or parachute with this ad! Contact LEADING EDGE AIR FOILS, INC. (303) 632-4959. CAN WE HELP YOU GET INTO THE AIR? Do you want to fly, but are short of funds? We will trade anything to help you fly. Contact Delta Wing Kites & Gliders, (213) 787-6600. C5B - Good condition, prone harness, Air Sports chute, Hummingbird vario. $1000. (916) 244-4912. CUMULUS 10 - 20' Like new. White leading edge, blue sail, sunburst tips. $550. (303) 841-2523. ELECTRA FLOATER 185 - Late model '79. Spare downtubes. Will ship. All for $900. (307) 382-5834. (Keep trying.) IMPROVED ELECTRA FLOATERS - 205 &230 (great tandem glider). Now with floating crossbar for easy turning. Great gliders in near mint condition. !Vlust sacrifice - my Eagle's coming. $800 or best offer. Mike Circuit (801) 531-0445 or 359-7913. LANCER 190 - Late 1979 model. Excellent condition. $850/best offer. (415) 658-9391. MOYES-MIDI - Good condition, pulley system, spare wing bar. $485. (3051 254-1942. NOVA 210 - 1979', like new. Beautiful colors $1000. Firm. Doug (213) 357-9479 evenings. PHOENIX 6-D - Excellent condition, used 9 hours (1979). S900!best offer. Gene (213) 828-5772 or 827-4201. PHOENIX 8 - Reg. Excellent condition, flown mainly at Warren Dunes, Mich. Must sell $650. Chicago IL. Call Bob Woycheese (312) 781-9805 eve. (312) 582-3648. SEAGULL 10M - 78 sail/79 frame. Excellent conditon. Blue edges, keel white, blue tens. $950. iobo. Jack (2131 347-7664. SEAHAWK 190 - 1978, excellent condition, tuned hands off. $700. (415) 446-1684. SKY SPORTS SIROCCOS: 180 with white sail; 180 with custom colors in orange, gold, yellow and white; 168 in blue and white with custom 5' bird. Call or write for details. Sky High Sports, SR Box 884, Birchwood Loop, Chugiak, Alaska 99567. (907) 688-2011. WANTED: Used gliders rogallos or fixed, up to $550 on trade-in or buy outright. Call or write the Hang-Glider Shop, 612 Hunter Hill, OKC 73127 (405) 787-3125.
Rigid Wings CUSTOM QUICKSILVER - 34· span, 4.5' cord, spoilers, tip fences, reinforced king post & tailbooms,
JULY 1980
Schools and Dealers ARIZONA DESERT HANG GLIDERS - 4319 W. Larkspur, Glendale, AZ 85304 (6021 942-4450. THE BEST IN ULTRALIGHT SOARING EQUIPMENT AND INSTRUCTION. U.S. Hang Gliders, Inc., 10250 N. 19th Ave., Phoenix, Az. 85021. (602) 944-1655. CALIFORNIA CHANDELLE SAN FRANCISCO Since 1973 the largest center for skysailing in Calif. Complete USHGA certified lesson program, beginning to advanced. Large parts and accessories inventory. New and used gliders in stock, Lancer, Moyes, Wills, UP, Fledge, Sunbird, Electra, Bennett, Seagull. Overlooking Fort Funston. 198 Los Banos Ave., Daly City, CA 94014. (4151 756-0650. 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, spare parts, etc. in stock. Just minutes from freei,.vay. 613 N. Milpas, Santa Barbara, CA 93103 (805) 965-3733. Now two locations to serve you! Check out our nev.' shop - Hang Glider Emporium of San Bernardino, 4095 N. Sierra Way, San Bernardino, CA 92407 (7141 886-6454.
KEN FLOWERS Hang Gliders & Accessories. Madera, CA. (209) 674-1310. MISSION SOARING CENTER - Test fly before you buy. Demos, new & used gliders in stock. All major brands available. At the base of Mission Ridge in the "Old School." 43551 Mission Blvd., Fremont, CA 94538. (415) 656-6656. SANT A BARBARA SKY TOW. INC. - Learn to tow under the safest conditions with the highest quality instruction. Beginners to advanced. All equipment supplied. Write or call (805) 682-8689. Santa Barbara Sky Tow, Inc. Box 3294, Santa Barbara, CA 93105. SOUTHERN CALIFORNIA HANG GLIDING SCHOOLS, since 1974. Largest and most complete hang gliding center in Southern California. Featuring Delta Wing, Seagull, Sunbird, and the French "Atlas." All other brands available. Large inventory of parts and accessories. Beginner to advanced instruction with USHGA certified instructors. 5219 Sepulveda Blvd., Van Nuys, CA 91411. (213) 789-0836. THE HANG GLIDER SHOP - For the largest in stock inventory. USHGA certified flying instruction and much, much more! Call (213) 943-1074. 1351 Beach Blvd., La Habra, CA 90631. ULTRASPORT, INC. is the only Southern California school dedicated 011/y to powered ultralights. We have a flight simulator which allows you to learn basic flight maneuvers before committing to free flight. Call or write for more free information. Ultra Sport, Inc .. P.O. Box 3700, Simi Valley, CA 93063. (8051 581-3395. \'l'INDHAVEN HANG GLIDING SCHOOL, INC. Serving Southern California. Complete line of gliders, beginner to advanced instruction. USHGA certified instructors. Write or call, Windhaven, 12437 San Fernando Rd .. Sylmar, CA 91342 (213) 367-1819. COLORADO FOUR CORNERS SCHOOL OF HANG GLIDING -since 1974. Certified instruction. All major brands, including powered gliders. Repairs & accessories. 13ox 38, Hesperus, CO 81326. (3031 533-7550. . . . . . . . . . . . . . :11 . . . . . . . . . . . . . . . . . . . . . . . .
FLY $1 PER HOUR
ELSINORE VALLEY HANG GLIDING CENTER. Certified, experienced instruction, sales for all major manufacturers and repair facilities. Call (714) 678-2050 FREE FLIGHT OF SAN DIEGO. Expert instruction utilizing modern, safe equipment. (714) 560-0888. HANG GLIDER EMPORIUM OF SAN BERNARDINO now open at 4095 N. Sierra Way serving the San Bernardino-Crestline area. Wills Wing, U. P., and Seedwings' Sensor demo flight available to qualified pilots. VVide selection of instruments, accessories, and spare parts in stock. Conveniently located on road between takeoff and landing. Complete instruction program available. (714) 886-6454. Gliders in stock: New: Firefly II. .. all sizes Condor. ... all sizes Mosquito. .. all sizes Raven. .. all sizes Sensor 183 Used Condor 151, 178, 194 Firefly ll 181 Seahawk 200 SST lOOB Alpha 185
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HANG GLIDERS OF CALIFORNIA, INC. USHGA certified instruction from beginning to expert levels. All brands of gliders, a complete line of instruments & equipment are available! For information or catalog, write or call: Hang Gliders of California, Inc., 2410 Lincoln Blvd., Santa Monica, CA 90405. (213) 399-5315. HANG GLIDERS WEST-DILLON BEACH FLYING SCHOOL. We sell and service all major brands, parts, accessories. USHGA certified instructors, observers. Free lessons with purchase of a wing. After the sale, it·s the SERVICE that counts. Hang Gliders West, 20-A Pamaron, Ignacio, CA 94947. (415) 883-3494. Hours 10:00 - 5:30.
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STRIPLIN AIRCRAFT CORPORATION P.O Box 2001, Lancaster Ca 93534
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GET INTO THE
SPIRIT The 1980 Spirit offers the intermediate through high performance competition pilot the best of all possible qualities - handling that rivals the best of the best - and performance that is second to none. It didn't start that way, but after nine months of hard work and numerous changes the Spirit has emerged as the most polished, well thought out glider for 1980. Designed by Larry Newman, Keith Nichols, and J.C. Brown, the Spirit offers handling that is normally associated with the Olympus. The Spirit brings you performance superior to anything you've seen vet. Although no flight similarities exist between the Spirit and the discontinued Floater, the structural and pitching integrity are even better. Landing and takeoff ease rival that of the Dove. The unique floating crossbar has enhanced handling to permit perfectly coordinated fingertip control. It allows the pilot to maneuver in and out of turns with complete confidence while working tenuous lift conditions. The crossbar is also mounted above the leading edges and keel in the slower moving air closest to the sail. This reduces parasite drag, thus improving performance. The crossbar ends have been matched to the leading edge airfoil shape, a further enhancement of performance. Special tip tensioners keep the sail tight and eliminate flutter at any speed. Cleanliness and simplicity abound on the Spirit. No attention to detail has been overlooked. Total assembly I disassembly of the Spirit challenges all superlatives for speed - 4 to s minutes is not unreasonable. That means your sunset flights won't result in searching out your equipment in the dark.
we are really proud of the Spirit. comparing it to other gliders, we should be. It's simply the best there is. cet into the Spirit. It's a flying experience you won't forget!
For a demonstration flight contact your local Electra Flyer dealer:
llJl©tf~~~ ~tWlir&s 700 COMANCHE, NE ALBUOUEROUE, NEW MEXICO 87107 PHONE: (505) 344-3444
GOLDEN SKY SAILS. Distributing Seagull, Electra Flyer, Wills Wing, Odyssey and Golden prone harness. Dealing Lancer, Eipper, J&L, Delta Wing, Manta, UFM. Highster and Sunbird. Expert repair and custom work. Largest inventory of parts and accessories in the west. Power packs available. Fast mail order service. We offer regular, advanced, high performance, and tow lessons. All USHGA certified instructors, ratings available. We use the most modern techniques and gliders, two-way radios between instructor and student. Located just west of Denver at the foot of Green Mountain. Call or \Vrite for free information (303) 278-9566, 572 Orchard St., Golden, Colo. 80401. LEADING EDGE AIR FOILS, INC. - Write for our complete line of gliders, power packs, ultralight equipment and lessons, (powered, towed and free-flight). Enjoy our unbeatable prices and fast service. A MOST COMPLETE SHOP. 331 South 14th St., Colorado Springs, Colorado 80904.
Yamaha and landing gear. It's safe and stable! It will be love at first flight at: THE FOUR WINDS, 2708 Mt. Vernon Rd. S.E., Cedar Rapids, IA 52403. (319) 363-0189. KANSAS MONARCH FLYING MACHINES - The Kansas City area source for all major brand gliders, power packs, parts, accessories, repairs. USHGA Certified Instructors. 10607 Blue Ridge Blvd., Kansas City, MO 64134. (816) 761-7302. MARYLAND
units. If you're thinking of moving up - check with us first, your used kite may be worth more than you think. Come fly before you buy. 11522 Red Arrow Hwy., Bridgman, Mi. 49106. (616) 426-3100. SOUTHEAST MICHIGAN HANG GLIDERS, INC. Turn your driving time into flying time with the revolutionary Eagle. We are a factory trained dealer and offer professional instruction. We also sell and service most major brands of hang gliders. In business since 1975. 24851 Murray, Mt. Clemens, Mich. 48045 (313) 791-0614. MINNESOTA
THE WASHINGTON SCHOOL OF HANG GLIDING, INC. Serving Maryland, Virginia, and Washington, D .C. Certified instruction, sales and accessories. 3505 Rhode Island Avenue, Mt. Ranier, MD 20822. (301) 434-1717. MICHIGAN
NORTHERN SUN HANG GLIDERS, INC. Dealer for all major non-powered and powered brands. USHGA certified instruction. Owners/managers of the Hang Gliding Preserve, soarable ridge with tramway lift. When in the North Country stop by and test our line of gliders and enjoy the sites. 628 W. Larpenteur Ave., St. Paul, MN 55113 i612) 489-8300. MONTANA
FLORIDA
INTERESTED IN FL YING? Write: BEARTOOTH HANG GLIDERS, P.O. Box 21116, Billings, MT 59104.
Unique powered rigid wing flight school. Get checked out in an Easy Riser, Quicksilver and !'-Fledgling. Open seven days a week. Power Systems, Inc., 39-B Coolidge Ave., Dept. H, Ormond Beach, FL 32074. (9041 672-6363.
NEW MEXICO BUFFALO SKYRIDERS, INC. - Southwest's hang gliding headquarters. Instruction, sales and service for all types of gliders. Coronado Airport, P.O. Box 4512, Albuquerque, N.M. 87106. (SOS) 821-6842.
GEORGIA LOOKOUT MOUNTAIN FLIGHT PARK (formerly Air Beginning through advanced training, Space) specializing in first mountain flights. New 100-acre training facility, plus new shop at launch atop Lookout Mountain. Large and complete selection of gliders and accessories in stock. Best flying site and flight park in the eastern U.S. See us first for all your flying needs! Call or write for free information. (404) 398-3541. Rt. 2, Box 215 H, Rising Fawn, GA 30738.
ECO-FLIGHT HANG GLIDERS - Visit our shop in the Frankfort area, hang gliding capital of Michigan. Learn in the safety of the dunes or soar the many coastal bluffs. USHGA certified instruction. Wills Wing, Seagull, Moyes, Bennett, UFM with other brands available. Parts, accessories, repairs, ratings. 826 Mich. Ave., P.O. Box 188, Benzonia, Mich. 49616 (616) 882-5070.
HAWAII HAWAII SCHOOL OF HANG GLIDING - At last beautiful Hawaii has a full service hang gliding center. Complete USHGA certified lesson program. Equipment sales, service and rentals available. Drop us a line or give us a call if planning a visit to hang gliding paradise. P.O. Box 460, Kailua, Hawaii 96734. (808) 262-8616. Aloha!
SKY-HIGH, INC. The glider company; certified instruction, beginning - advanced. Rigid wing parts, repairs and all accessories. Dealers for Bennett, Seagull, UP, JL, UFM. 2340 Britt NE, Albuquerque, N.M. 87112 (505) 293-6001. NEW YORK AERIAL TECHNIQUES - at Ellenville. The east coast's largest hang glider shop. USHGA Certified instruction, dealers for all manufacturers, most equipment in stock from our tremendous inventory. A.T. is where it's up ... Rt. 209 - in Ellenville, N.Y. 12428. (914) 647-3344. NORTH CAROLINA KITTY HAWK KITES, Inc. P.O. Box 386, Nags Head, N.C. 27959. (919) 441-6247. Learn to fly safe!)' over soft
We want to
TRADEWINDS HANG GLIDING CENTER - Rental gliders, lessons. Box 543, Kailua, HI 96734. (808) 373-8557.
BUY YOUR GLIDER
WRONG BROTHERS AVIATION (formerly Aloha Hang Gliding Center) - Now an ultralight aircraft dealer. Professional instruction, sales & repair on Right Flyers. P.O. Box 25833, Honolulu, HI 96825. (808) 395-6541.
We are interested in any used glider manufacfactured since 1977. Ship or deliver your glider and we will give you cash or apply it to your new glider. We are dealers for. Delta Wing, Seagull, Moyes, Sun bird, Wills Wing, Electra Flyer and UP.
IOWA THE FOUR WINDS! New and used flex and rigid wings, power systems, landing gear, accessories. USHGA certified instruction. Ratings I-IV. We handle Bennett, Manta, Electra-Flyer, Seagull, Soarmaster, CGS, Power Systems, Litek, Hall, and other manufacturers' products. Come see our Powered Quicksilver with 16 h.p.
MID-WEST SCHOOL OF HANG GLIDING. Subsidiary of U.S. Moyes, Inc. USHGA Certified Instructors. All levels of instruction - foot launch, tow, and motorized. Located ,,, mile from Warren Dunes. We are the oldest school and offer the most professional training in the mid-west. The owners placed 1st and 2nd in Open Class and 2nd in Class I at the '77 U.S. Nationals. We sell and service all brands of kites and motorized
*.................... TUBING~ *** KITE ~'.p * * ** BRIG,~T
'ANODIZED
TUBING
Call Today (213) 789-0836 Southern California Hang Gliding Schools Inc. 5219 Sepulveda Blvd, Van Nuys, CA 91411
SEAMLESS:
1 5/8 x .058 x 12 (2-19 LENGTHS) ......... $1.38/FT. 1 3/4" x .049" x 12' (2-19 LENGTHS) ......... $1.40/FT. 1 7/8" x .058" x 12' (2-19 LENGTHS) ......... $1.73/FT. ~ 2" x .049" x 12' (2-19 LENGTHS) ............ $1.79/FT. ~
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F"REE WHOLESALE CATALOGUE
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LEADING EDGE AIR F"OILS INC.! 331S.14THST. ~ COLORADO SPRINGS, CO.
80904 303-02-49!19
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****************
JULY 1980
$1.95 ~6% CAL TAX
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PO BOX 11!>'f, REoJ7LANP.S • CALIF"ORN1A 92-373
59
Sound familiar? Without an altimeter, you really don't know exactly how high you are or, later, how high you've been. Stop guessing by taking an Altimaster II along. It's precision built so it's light, rugged and reliable. It has an easy-to-read face that can be zeroed to any ground elevation.
And the Altimaster mounts practically anywhere - on your hanglider, your harness or your wrist. (It's so small that you probably didn't notice the Altimaster worn by the pilot above.) So stop guessing. Use the coupon below to order your Altimaster II today.
~ ·s·s·o1·M·a·g-no·l-ia·~-v~-~-u-e'-~-pc_en·?-sa·~-!:-n°-,N-~·o·s·1:-9E-~-(-60_9_)-66·3--2-23·4-·
-------------------------, Altimaster 11
$89.95 Please rush me an Altimaster II. (We ship within 24 hrs.) [] Enclosed is my check or money order for $89.95 D Please charge my
Visa
Master Charge.
Acct.# _ _ _ _ _ _ _ _ _ _ _ _ __ Expires _ _ _ _ _ _ _ M.C. Interbank # _ _ Signature _ _ _ _ _ _ _ _ _ _ _ __
Name _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~ please print
Address _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ City _ _ _ _ _ _ _ State _ _ _ _ _ _ Zip _ _ Dimensions: 3" x I 1/4"
•
~ 1979 SSE, Inc. Altimasler is a trademark. Photo by Carl Bocnish .
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sand dunes through gentle Atlantic breezes. BeginneriNovice packages and ratings available daily. Complete inventory of new gliders, accessories and parts in stock. SCOTT'S MARINE, INC. Towing lessons spring and summer. Motorized lessons, learn to fly towing! Parts, repairs and service for Manta, Moyes, Wills Wing, Seagull, Soarmaster, UFM, Pterodactyl and Odyssey accessories. Scott Lambert, 908 Lexington Ave., Charlotte, N.C. 28203 (704) 376-7348 CATALOG $2.00. OKLAHOMA THE HANG-GLIDER SHOP. The only pros since 1975 in OKC. USHGA certified instructors, power, towing, club membership. 612 Hunter Hill, Okla. City, OK 73127. (405) 787-3125. OREGON SUPERFLY HANG GLIDERS - Beginner & Novice lessons with USHGA Certified Instructors. In stock: New & used gliders, parts & accessories, Advanced Air chutes. Featuring Ultralite Products, Wills Wing, with other brands available. 853 N.E 8th St., Grants Pass, OR 97526. (5031 479-0826. PENNSYLVANIA BALD EAGLE HANG GLIDING. 146 N. Fourth St., Hughesville, PA 17737. (7171 584-5275. TENNESSEE AIR-POWER INC. - Dealer for all motorized ultralite gliders. Manta and Bennett products also available. Certified instruction. 3832 Guernsey, Memphis, Tenn. 38122. 1901 I 324-8922. TEXAS ARMADILLO AVIATION. Motorized fixed wings (CA-15 now available). All brands - power units - accessories. Call or \vrite for prices. "\'Ve have your wings". 703 North Henderson, Ft. Worth, Tx. 76107. 18171 332-4668. ELECTRA-FLYER DISTRIBUTORS. South MidWestern distributors for: Electra Flyer Corp., UFM Products, Sky Sports, Seagull Aircraft. Now accepting dealership inquiries. Call or write: LONE ST AR HANG Gl!DERS, 2200 "C" South Smithbarry Rd., Arlington, Tx 76013. Metro. (817) 469-9159. LONE ST AR HANG GLIDERS. Electra Flyer, Sky Sports, Seagull, Manta and UFM sales, repair, instruction. 2200 C South Smithbarry, Arlington, Tx. 76013 18171 469-9159. UTAH
airport/campgrounds. Wisconsin Dells area. Sales, information, good flying. (608) 666-3261.
ULTRALIBHT LIBRARY We Have Them All - Every1hlng You Wanl To Read
Business Opportunities
Order Any limo You Wish, As Otten Or As llnte As You Wish. There Are No Oeadllnes, No Unwanled Deliveries, And No Hassels -Jusl 0/scounlsl Order One Or Two Books And Pay Full Lisi. Order Three To Nine And Oedu<I 5%. Order Ten Or More And Oedutl A Full 10%.
CRYSTAL AIR SPORTS MOTEL - Male/Female -HELP WANTED: 15 hrs./wk. Exchange for lodging. Call or write Chuck or Shari, 4328 Cummings Hwy., Chattanooga, Tenn. 37409. (6151 821-2546. Home of SKY GEAR, Apparel & Accessories.
- - - HANG GLIDING/SOARING INSTRUCTION - - 0141 HANG GLIDING FLYING SKILLS (110p/971l) ............... $ 5.95 0142 HANG GLIDING FLYING CONDITIONS (102p/9511) ......... $ 5.95 0143 HANG GLIDING FOR ADVANCED PILOTS {114p/81il) . $ 6.95 0145 REACH FOR THE SKY-HG TECHNIQUES (216p/128il) ..... $ 7.95 0146 HANG GLIDING AND SOARING INTRO. (184p/125il) ... $ 6.95 0147 HANG GL\OIHG-SKYSURF\HG HANDBOOK (186pJ350il) ... $ 6.95 $ 1.50 0146 HANG GLIDING MANUAL WITH LOG. .. $ 9.95 0886 THE HANG GLIDER'S BIBLE (460p/315il)
DEALERS OR FUTURE DEALERS; Windhaven International has the complete line of hang gliding equipment to fit your business needs. Write for our complete catalog and confidential discount sheet to: 12437 San Fernando Rd., Sylmar, CA. 91342 (213) 367-1819.
- - HANG GLIDING/SOARING GENERAL INTEREST - -
INFINITY FLIGHT SYSTEMS (Utah's oldest & largest shop) is expanding and needs more instructors. If you'd like to teach Hang Gliding (or Motor Gliding) in Utah's famous mountain country, we'll train you for certification. Earn while you learn. Guaranteed employment. Send resume to INFINITY, 898 So. 900 East, S.L.C., Utah 84102. (8011 359-SOAR.
0150 HG: THE FLYINGEST FLYING (144p/14511J color . S 9.95 0126 WORLD OF SILENT FLIGHT {1B2p/256II) ................ $15.95 0121 SPORT FLYING-ALL TYPES (250p/122il) . . ......... $14.95 0127 AMERICA'S SOARING BOOK (272p/105il) ................ $14.95 0150 ONCE UPON A THERMAL (152p) . $ 6.95 . . $ 3.95 0149 MANNED KITING (100p/9011) .. $12.95 0151 KITES AND KITE FLYING-STRING TYPE {256p/155il) 2254 MAH·POVJEAED AIRCRAFT {i92p/123i\) . . .... S 5.95 ... $14.95 0106 ART AND TECHNIQUE OF SOARING (196p/250il) .. S 6.95 2257 MODERN SOARING GUIDE (256p/166il) 2254 MAN-POWERED AIRCRAFT {192p/123il) ................. S 5.95
ST AR TING A HANG GLIDING BUSINESS!! For a complete line of gliders, parts and accessories contact: LEADING EDGE AIR FOILS, INC. 331 South 14th St., Colo. Spgs., Colo. 80904 (303) 632-4959.
0130 THE BALLOON BOOK (226p/110il) ....................... $ 6.95 .. $12.95 0133 THE DOUBLE EAGLE-TRANSATLANTIC CROSSING ................. S 5.95 2249 HOT AIR BALLOONING {160p/91il)
BALLOONING - - - - - - -
- - - - - - POWERED ULTRALIGHTS-----0101 POWERED ULTRALIGHT AIRCRAFT (110p/90il) ........... $ 7.95 . ..... S 7 .95 0917 SMALL GAS ENGINES (392p/251 ii) . 2267 LOW-HORSEPOWER FUN AIRCRAFT (176p/86il) ......... S 5.95 .... $ 4.95 2269 PROPELLERS (140p/4911) 0705 SNOWMOBILE ENGINES (350pf216il) ................... $ 6.95 2294 ULTRALIGHT AJC YOU CAN BUILD (128p/67il) .......... S 4.95
Emergency Parachutes LIFE SA VER HANG Gl!DER EMERGENCY DESCENT SYSTEM - 24' & 26' in stock. The best available system in the world. DAR Enterprises, Inc. P.O. Box 3044, Newport Beach, CA 92663. (714) 642-7881.
- - - - POWERED FLIGHT INSTRUCTION - - - 0105 AS THE PRO FLIES-ADVANCED FLYING (272p/80il) ....... $ 8.95 0103 STICK ANO RUDDER-LEARN TO FLY (389p/90il) .......... $12.95 2273 COLO WEATHER FLYING (160p/64H) .................... $ 5.95 ...... S 5.95 2253 LEARNING HOW TO FLY (240pl136il) . ........ S 3.95 2237 YOUR PILOTS LICENSE (112p151il) . 2246 YOUR FAA FLIGHT EXAM (128pi36i\) . . .............. S 4.95 . ........... S 4.95 2270 TWIN-ENGINE AIRPLANES (144p/64il) .
ODYSSEY has 24' and 26' emergency parachutes for the hang gliding pilot. Lightweight and inexpensive. Dealer inquiries welcome. Don't fly without us! Send for free details. Odyssey, Box 60, Wilton, N.H. 03086.
- - - NAVIGATION, WEATHER ANO REGULATIONS - - 2225 PILOT'S DIGEST OF FAA REGULATIONS . . ..... $ 4.95 2226 PILOT'S WEATHER GUIDE {128p/67JI) ................ $ 4.95 2261 PILOT'S SURVIVAL MANUAL (182p/105il) ...... $ 5.95 2262 THE AIR TRAFFIC CONTROL SYSTEM (192p/102il) . . . S 5.95 2264 CROSS-COUNTRY FLYING (192p/125il) . . ........... S 5.95 2208 COCKPIT NAVIGATION GUIDE (128p/fi.lil) ............ S 4.95 2209 FLIGHT COMPUTER GUIDE (80p/48il) .. $ 3.95
THE HANG GLIDER SHOP - now distributes Free Flight Enterprises' reserve parachutes and harnesses. Dealer inquiries invited. (213) 943-1074. 1351 Beach Blvd., La Habra, Ca. 90631. WINDHAVEN EMERGENCY PARACHUTE SYSTEM meets rigid TSO testing. The best available! Easily adapted to your harness and glider. Write for free details. Windhaven Hang Gliding Schools, Inc., 12437 San Fernando Rd., Sylmar, CA. 91342.
- - - - DESIGN, CONSTRUCTION ANO REPAIR---0101 DESIGN FOR FLYING {274p/120il) ....................... $15.95 0120 AIRPLANE PERFORMANCE/DESIGN GUIDE (206pf11011) . . $15.95 . $12.95 0123 A/C DETAIL DESIGN MANUAL (128p/128i!) 2204 AIRCRAFT WOODWORK (112pt4511) ...................... $ 3.95 2252 SYNTHETIC AIRCRAFT FABRICS (128p/60il) .............. $ 4.95 . .... S 3.95 2203 AIRCRAFT DOPE AND FABRIC (128p/5011) . 2205 AIRCRAFT METALWORK (128p 144il) ..................... S 3.95 ..... S 3.95 2216 HOW TO DRAW AIRPLANES (96p/54il) .... S 9.95 0107 ELEMENTS OF SPORT AIRCRAFT DESIGN (90p/50il)
Parts & Accessories
HISTORIC ANO REFERENCE - - - - ong KILL DEi/iL HILL-WAIGHT BROS SECRET . . .. $16.95
MOUNTAIN AIR Gl!DERS Featuring Sunbird, Lancer, Highster, Stratus and Atlas. USHGA certified instructors ~ beginner through advanced. Complete accessories line. Only 15 minutes from Point of the Mountain. 9786 Kristin Drive, Sandy, Utah 84070. (801 J 572".0678. UTAH'S INFINITY FLIGHT SCHOOL (formerly The Kite Shop) is the area's largest and most experienced with beginning to advanced lessons using CB radios and USHGA '·certified" instructors. Complete accessories, rentals, anJ repairs with exclusive facilities at the Point of the Mountain training hill. Also, new MOTORIZED ULTRALIGHT SCHOOL, featuring Eagles, Pterodactyls, and Weedhoppers. INFINITY, 898 So. 900 East. S.L.C., Utah. (801) 359-SOAR. WASATCH WINGS INC. - Salt Lake's Hang Gliding Center. Located minutes from the Point of the Mountain. Featuring a fully stocked repair shop, USHGA Instructors, 2-way radios, lessons beginning to advanced, new training gliders, pilot accessories, and glider sales and rentals. 892 East 12300 South, Draper, Ut. 84020 (801) 571-4044. WASHINGTON FAIR WINDS INTERNATIONAL is the exclusive Ultralite Products dealer in the Northwest. Mosquito, Condor, Firefly in stock. 1302 Kings Place, Bainbridge ls., WA 98110. Call evenings, (2061 842-3971 Lyon McCandless (206) 842-4970 Ken Godwin. WISCONSIN SOLO FLIGHT introduces Wisconsin's first Ultralight
JULY 1980
0140 PROGRESS IN FLYING MACHINES (308p167il) ............ $13.50 ...... $14.95 0102 THE MIRACLE OF FLIGHT (212p/19011) . ... $49.95 0131 NATIONAL AIR AND SPACE MUSEUM (504p/25Si1) cir. ............ $19.95 0116 HISTORY OF AVIATION (511p/1500 color ii) 0152 GREAT INT'NL PAPER AIRPLANE BOOK (128p/100il) ..... S 3.95 0129 THE WORLD'S WORST AIRCRAFT (192p/105JI) ........... $12.95
- - - - - GENER/IL INTEREST TOPICS - - - - -
MD-II POWER CONVERSION KIT - Two 10 H.P. engines, props, landing gear, hardware - $1,650. Control wheel steering of rudder and elevator. Lower thrust line. Twin engine performance. Send $3.00 for info brochure to: DeNEAL AIRCRAFT, P.O. Box 449, Fallon, NV 89406. : STAINLESS STEEL DEFLEXORS - For Cirrus 3, 5 & Olympus. Order in pairs ($25 for two). T J ENTERPRISES, 1418 Helmond Ln., San Jose, CA 95]]8 (408) 264-6406.
Publications & Organizations
2201 CLUB FLYING-JOINT OWNERSHIP (88p/36il) ............. S 3.95 2219 LEGAL GUIDE FOR PILOTS/OWNERS (86p/40il) ........ $ 3.95 ... S 3.95 2224 PARACHUTING FOR SPORT (12Bp/4Bil) ........ S 5.95 2247 AG PILOT FLIGHT TAAlNING GUIDE (140pJ48il) 2251 HOW· TO TAKE PHOTOS FROM AIRPLANES {136pl72il) ... S 5.95 2256 ENCYCLOPEOfA OF HOMEBUILT AIRCRAFT (576pl315il) ... $12.95 2274 ENCYCLOPEDIA OF GENERAL AVIATION (352p/355il) . $ 9.95 2281 GUIDE TO AVIATION PHOTOGRAPHY (240pi200il) ....... S 6.95 .. $ 3.95 2287 PILOT'S AEROMEDICAL GUIDE (64p/45il) . ...... S 4.95 2074 HOW TO MAKE ALCOHOL FUELS {182p/63il) . 0124 USED AIRCRAFT GUIDE (158p/144il) ..
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Send me the l_ollowing items. Enclose cash, check or money order ,n US funds only. No C.O.D. ·s
I
Total amount lor books
II
SOARING - Monthly magazine of The Soaring Socie-1 ty of America Inc. Covers all aspects of soaring flight. Full membership $20. Info kit with sample copy $2.00. SSA, P.O. Box 66071, Los Angeles, CA 90066.
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Less discount (5% or 10%) Ptease add postage and handling PA residents add 6o/o sales tax TOTAL ENCLOSED FOR ORDER
$_-",1.:,.::,9c:;5_
Name---------------~ Address. _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ City
State - - - Zip - -
* Fourteen Day Money Back Guaranlee *HG
61
are you
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 $25.00 FOR EACH MEMBERSHIP Name _ _ _ _ _ _ _ _ _ _ __
Name _ _ _ _~
Name
Address _ _ _ _ _ _ _ _ __
Address _ __
City _ _ _ _ _ _ _ _ _ __
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City _ _ _ _ _ _ _ __
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State, Zip _ _ _ _ _ _ _ __
Phone N o . - - - - - - Age__
Phone No. _ _ _ _ _ Age__
Phone No. _ _ _ _ _ _ Age _ _
Hunter's Name _ _ _ _ _ _ __
Hunter's Name _ _ _ _ _ _ _ __
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USHGA No. _ _ _ _ __
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*Memberships may be turned in one at a time. Send check or money order to USHGA, Box 66306, Los Angeles, CA 90066
only heard of Torrey Pines. Booklet can also be purchased at site. $2.50 each (encl. pstg.). USHGA, P.O. Box 66306-HG, Los Angeles, Calif. 90066.
Ultralight Powered Flight BONNEVILLE AVIATION - Pterodactyl & Fledgling specialists. Kit form or pre-built. Free instruction. Route 1, Inkom, ID 83245 (208) 775-3400.
The rate for classified advertising is 30, per word (or group of characters). Minimum charge, $3.00. A fee of $5. is charged for each photograph. Art discount for display ads does not apply to classifieds. AD
FREEDOM FLYER, INC. - the largest authorized ultralite dealer in South Florida wants you to enjoy the freedom of flying a powered ultralite. We stock and service the PTERODACTYL, HI-NUSKI and EAGLE along with many accessories including floats. Our flight school offers instruction for these easy to learn to fly light
TYPE: Electra Floater 205 #001699. SAIL PATTERN: Brown leading edge and keel pocket. Panels 1 & 2 white, 3 split brown, orange, gold, 4 & 5 white, tip yellow, gold, brown. EQUIPMENT: Hummingbird vario #Bl006, 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.
tion is guaranteed. Call or write (305) 946-7896; 2700 H N.E. 7th Avenue, Pompano Beach, FL 33064. MOTORIZED HANG GLIDERS of Florida. Kits or ready to fly; landing gears, instruments, accessories.
Free instruction, information, catalog $5.00. Box 50961, Jacksonville Beach, 32250. (904) 246-2568. NORTHERN SUN INC. The industry's most experienced rigid wing builders, offers all custom built rigid wings at discount prices. Also dealer for all major factory built powered ultra-lights. Our Powered Training Course is designed and taught by pilots experienced in both conventional aircraft and Powered Ultralights. reading
and
understanding
techniques in
sectionals,
FAR's,
micrometeorology, and even float and ski use. Upon completion of course, students receive certification
cards. For more details, contact us at: 628 W. Larpenteur Ave., St. Paul, MN 55113. (612) 489-8300. QUICKSILVERS, Easy Risers and P-Fledges - with or without landing gear or engines. Sales and instruction seven days a week. Send $4 ($5 foreign) for our new color brochure. Power Systems, Inc., 39-B Coolidge Ave., Dept. H, Ormond Beach, FL 32074 (904) 672-6363. SOLO FLIGHT introduces Wisconsin's first Ultralight airport/campgrounds. \/1/isconsin Dells area. Sales, in-
formation, good flying. (608) 666-3261. UL TRASPORT, INC. Dealers for Eipper, Quicksilver, and Pterodactyl fledglings. Our only business is power. Call or write for further free informa-
tion. UltraSport, Inc., P.O. Box 3700, Simi Valley, CA 93063. (805) 581-3395. WINDHAVEN. The ultralite power center of California has complete facilities and
information on power
packages and adaptations. We sell completed Easy Risers and lvlitchell wings too. Call or write: 12437 San Fernando Rd., Sylmar, Ca. 91342 (213) 367-1819.
Miscellaneous Bumper Stickers - "HA VE YOU HUGGED YOUR HANG GLIDER TODAY?" White w/blue letters. $1.40 each (includes postage). P.O. Box 66306, Los Angeles, CA 90066. CUSTOM EMBROIDERED PATCHES. Your design, any quantity, size, shape, colors. 28~ postage for prices and ordering information. HEIN SPECIALTIES, INC., Dept. 0205, 4202 N. Drake, Chicago, IL 60618. DACRON for sale. New 4.5 ounce Howe and Bainbridge white. $4.50 per yard. (714) 545-5978 after 2 P.M. 3074 Molokai, Costa Mesa, CA 92626: METAL LICENSE PLATE FRAMES - 'TD RA TI-\ER IJE HANG GLIDING." White lettering on a blue background. $4.50 including postage and handling. Californians add 6% tax. USHGA, Box 66306, Los Angeles, CA 90066. PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 3 1/ , " dia. Inside or outside application. 2Stt each. Include 15, for postage and handling with each order. Box 66306, Los Angeles, CA 90066. TEE-SHIRTS with USHGA emblem $5.50 including postage and handling. Californians add 6% tax. Men's sizes S, M, L, XL. Blue, orange. USHGA, P.O. Box 66306, Los Angeles, CA 90066. TORREY PINES 1979. Text by Don Betts. Photos by Bettina Gray. Pictorial review of hang gliding at Torrey Pines. 40 pages of photos, maps, flying regulations, and history of the area. Excellent booklet for those who have
JULY 1980
months preceding the cover date, i.e., Feb. 20 for the April issue. Please make checks payable to USHGA: Classified Advertising Dept., HANG GLIDING MAGAZINE, Box 66306, Los Angeles, CA 90066.
NEAR San Bernardino, CA. SAIL PATTERN: light blue, dark blue leading edge and kell pocket. Orange Eipper prone harness. Pealing black control bar. Clearcoat wires except one front wire white. Reward. CONTACT: Randy Novak (714) 885-5923.
weight air recreational vehicles. 100 % customer satisfac-
This comprehensive course includes
DEADLINES - All ad copy, instructions, changes, additions and cancellations must be received in writing 1 1/2
TYPE: Electra Flyer Floater 230. WHERE AND WHEN: Barrett's delight apt., Cockeysville, MD, Jan. 27, 1980. SAIL PATTERN: Purple L.E. and keel pocket. Sail yellow, orange tips. DISTINGUISHING FEATURES: Brown cover bag with red tips, padded bar with wheels. CONTACT: Richard Hays, 1-c Breezytree Ct., Timonium, MD 21093. TYPE: Lazor 155 #6, 1980 model. WHERE AND WHEN: N. Hollywood, near Bennett factory Feb. 16. SAIL PATTERN: Red bag, keel out: black, black, black, split blue/dk. blue, rurple, red, orange and lime. CONTACT: Delta Wing Kites and Gliders. TYPE: 1979 Sunbird Nova 230 #143. WHERE AND WHEN: March 11, 1980 Solimar Beach, near Ventura, CA. SAIL PATTERN: Center out: purple, dk. blue, It. blue, white, red, purple leading edge. DISTNGUISHING FEATURES: Brown bag, red flag. Center panel with glider colors, zipper. Patch on left L.E. near nose plate. CONTACT: Chuck McLaughlin, 831 Ann Arbor, Ventura, CA 93003 (805) 647-4647. TYPE: Seagull Seahawk 170, 1977. WHERE AND WHEN: Dec. 31, 1979, Boston. SAIL PATTERN: White keel pocket, all red. Red bag. DISTINGUISHING FEATURES: Deflexors and bolts not taken. Bag has red flet tabs on closure. CONTACT: Tom Johnson, 2 Medford St., Chelsea, Mass. 02150 (617) 889-1272. 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. CONTACT: T. Runyon, 2002 E. River Rd., M16, Tucson AZ 85718 (602) 299-4529 REWARD TYPE: 1977 Seagull Seahawk 170. WHERE AND WHEN: 12/31179 in Boston, Mass. SAIL PATTERN: All red, white keel pocket, white kingpost wires, black flying wires. Red cover bag w/blue 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 12. WHERE AND WHEN: Point Fermin, CA, Oct. 28, 1979. SAIL PATTERN: Blue center, leading edge and tips. Center out: white, yellow, orange, red. Two star patches on right wing. CONTACT: Johnny Gauthier, 21 E. Plymouth, Long Beach, CA 90806. (213) 422-3207. TYPE: 230 Nova. WHERE AND WHEN: MAY11, 1980
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 Zeiset (303) 539-3335. $100 reward. TYPE: Phoenix 60 155 SL #36. WHERE AND WHEN: Salt Lake, July 8, 1979. SAIL PATTERN: Red keel panel, split gold, remainder black. CONT ACT: Diann Ferris, Box 1773, Whitefish, MT 59937 TYPE: Cirrus SA #1425. WHERE AND WHEN: Saturday, June 2, 1979. SAIL PATTERN: Center out: brown, white, yellow, gold, orange, white. Brown leading edge. Orange and yellow are reversed on opposite sides. Reward. CONTACT: Rod Lamborn, 4016 Ralph St., Salt Lake City, Utah 84117. Phone: (801) 278-5959. TYPE: Cumulus 10. WHEN: May 12, 1979. SAIL PATTERN: Center out, white, yellow, brown. Blue 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 17, 1979 from Virginia Beach, VA. DISTINGUISHING FEATURES: Upper wires, deflexors and bolts not taken. Mount for Chad unit on right down tube. CONTACT: Bob Hayman, 1029 Cordova Rd., Ft. Lauderdale, FLA 33316. Phone toll free: (800) 327-5826. 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). CONT ACT: Lynn Miller, 515 Chester #6, Glendale, CA 91203 (213) 244-4503. TYPE: Dragonfly MK!. SAIL PATTERN: Purple leading edges and center, red wing. DISTINGUISHING FEATURES: Bennett tensioners, 118" wing wires. CONTACT: Bob Henderson, 10842 NE 68th, Kirkland, WA 98033 (206) 828-0570. TYPE: CGS Falcon V. SAIL PATTERN: Black leading edges and keel. Keel out: orange, yellow (three panels), tips: orange, yellow, orange. DISTINGUISHING FEATURES: Flybox set-up, vario bracket, CG Falcon V in ripstop on right wing. Blue bag, red flag (#0491). WHERE AND WHEN: San Diego, CA 92120. (714) 265-0455. TYPE: Wills Wing XC 185 #2277. WHERE: Lauden, Tenn. DESCRIPTION: All blue color panels, white leading and trailing edges. CONT ACT: Mel Charles, Rt. 2 Box SlA, Oliver Springs, Tenn. 37840. Reward. TYPE: Phoenix 6B serial #182. SAIL PATTERN: From tips in; black, gold, orange, lime, dark blue. Black patch on one wingtip. CONTACT: Scott Hunter, 220F West ._ Tujunga Ave., Burbank, CA 91502. As a service to the hang gliding community, HANG GLIDING Magazine publishes free information on stolen gliders. If your glider is missing, send us a complete description along with your address and phone number to: USHGA, Box 66306, Los Angeles, CA 90066. New listings appear at the top of the column.
63
W,A, ROECKER photo by Hettina Oray
Won Ultra-Light Competition 1980 Chino EAA Fly -In, #1 Judges Choice.
. . . A Hang Glider for. Airplane Pilots an Airplane for Hang Glider Pilots.
a name quality made famous