USHGA Hang Gliding January 1981

USHGA MERCHANDISE ORDER FORM

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THE COMPLETE OUTFITTING AHO SOURCE BOOK FOR HANG GLIDING

by Michael Mendelson. Hislory, models. accessories. publicalions. organizalions, schools. siles.

HANG GLIDING AHO SOARING by James Mrazek. Flighl lheory and meleorological data.

HANG FLIGHT by Joe Adelson and Bill Williams. Third edition, flight

B-2 B-3

8-5

·i;_

ij.,,

8-1

8-5 8-6 B-7 B-8 B-9 B-10 B-11 B-12 B-13 B-14 B-15

.Have you hugged ,Your Hang Glkler today?

1-9

B-17 8-18

$ 7.65

HANG GLIDING by Dan Poynter. 8th Edition. Basic handbook for skysurting.

MAH-POWERED FLIGHT by Keith Sherwin. History and modern technology, design consideralion.

HANG GLIDING AHO FLYING CONDITIONS by Dennis Pagen. All aspects of micrometeorology for pilots. 90 illustrations.

HANG GLIDING AHO FLYING SKILLS by Dennis Pagen. A complete in· slruclion manual for beginners to experts.

HANG GLIDING FOR ADVANCED PILOTS by Dennis Pagen. Techniques for cross-country, compelition and powered flight.

GUIDE TO ROGALLO-BASIC by Bob Skinner. A handbook lor beginning pilots. 30 pgs.

HANG GLIDING, THE FL YINGEST FLYING by Don Dedera. Pictorial history, pilot comments. Photos by Stephen Mccarroll.

MANNED KITING by Dan Poynter. Handbook on tow-launch flying.

MAN-POWERED AIRCRAFT by Don Dwiggins. 192 pg. hislory of flight.

Features !he llight of the Gossamer Condor

$ 6.50

TORREY PINES by Don Betts, pholos by Bettina Gray.

USHGA OFFICIAL FLIGHT LOG. 40 pgs.

$ 2.95

$ 6.50 $ 6.50 $ 6.50 $ 6.50 $ 7.50

S 2.75 $10.95 $ 4.35

$ 2.50

HANG GLIDING MANUAL & LOG by Dan Poynler. For beginners. An asset to lnslructors. 24 pgs.

FAI SPORTING CODE FOR HANG GLIDING Provides the requirements for records. achievements. and World Championships.

FEDERAL AVIATION REGULATIONS for pilots · 1980 edilion. Hang gliding pertinent information.

POWERED ULTRALIGHT AIRCRAFT by Dennis Pagen. A complete instruction manual. Over 90 photos and illsutralions.

B-16

$ 7.95

$ 3.50

instruction manual. 100 pgs.

8-4

B-2

AMOUNT

$ 1.50 $ 1.00 $ 3.98

S 8.50

ITEMS USHGA EMBLEM T-SHIRT. 100% cotton, heavyweighl qualily.

ORANGE or LIGHT BLUE. Men's sizes. S M L H !PLEASE CIRCLE SIZE AND COLOR) USHGA EMBLEM CAP. One size fils all. Baseball type w/USHGA emblem. NAVY ORANGE GOLD (PLEASE CIRCLE COLOR) USHGA SEW-OH EMBLEM. 3" diameter, lull color (red wings, sunburst w/black print) USHGA DECAL. 31/,'' diameler, lull color.

USHGA EMBLEM PENDANT. W' diameter. Pewler w/silver chain.

USHGA BUTIOHrPIH. 1W' diameler, full color.

LICENSE PLATE FRAME. "I'd ralher be hang gliding". While on blue.

WALLET. Nylon. velcro closure, machine washable, water resistant.

BLUE BUMPER STICKER. "Have You Hugged Your Hang Glider Today" Blue

1-1

1-2 1·3 1-4 15 16 17 18 1·9

$ 5.50

S 5.00 $ 1.00

S .25 $ 3.00

S .50 $ 4.50

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on white

USHGA PUBLICATIONS USHGA INSTRUCTORS CERTIFICATION MANUAL.

p1

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ORDERING IHFORMA TION: Enter quantily and price of each 11em ordered Allow 3-4 weeks for delivery {8 weeks !or Foreign). All orders are mailed by lhe cheapesl available rate. II you wish to receive your order laster, please include sufficient exira postage money

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In our catalog you•llfinda ; ~ · ~ complete and up to date • • • collection of the finest hang gliding equipment and accessories available anywhere.

More people today than ever before are relying on Odyssey for fast efficient service,competitive prices, and quality gear. Check it out for yourself. catalog today,and get it Send $1.00 for your COMET together with ...

OWNER'S MANUAL

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P.O. Box 60 Wilton,N.H.,03086 U.S.A. ,603-654-6155

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EDITOR: Gil Dodgen

ASSISTANT EDITOR LAYOUT & DESIGN: Janie Dodgen STAFF PHOTOGRAPHERS: Leroy Grannis, Bettina Gray CONTRIBUTING ILLUSTRATORS: Cathy Coleman, Barbara Graham, Harry Martin OFFICE STAFF: MANAGER: Carol Velderrain Cathy Coleman (Advertising) Kit Skradski (Renewals) Amy Provin (Ratings) Janet Meyer (New Memberships) Tina Gertsch (Accounting)

ISSUE NO. 96

JANUARY 1981

Hang Gliding CONTENTS FEATURES

USHGA OFFICERS: PRESIDENT: David Broyles VICE PRESIDENT: Dennis Pagen SECRETARY: Jay Raser TREASURER: Bill Bennett

16

EXECUTIVE COMMITTEE: David Broyles Lucky Campbell Dick Turner

18 24

BIRDS IN FLIGHT: Illustrations and text ©by Dennis Pagen A pictorial study HANG GLIDING HISTORY

by Vic Powell POWER X·C Article and photos

by John Ballantyne

USHGA REGIONAL DIRECTORS REGION l: Doug Hildreth. REGION 2: Pat Denevan, George Whitehill. REGION 3: Rob Kells, Mike Turchen. REGION 4: Lucky Campbell. Carol Droge. REGION 5: Hugh Dundee.

REGION 6: Dick Turner. REGION 7: David Anderson. Ron Christensen. REGION 8: Charles LaVersa. REGION 9: Les King, William Richards. REGION 10: Richard Heckman, Scoft Lambert. REGION 11: Ewart Phillips.

REGION 12: Poul Rikert. EX-OFFICIO DIRECTOR: Everett Langworthy. HONORARY DIRECTORS: John Lake, John Harris. 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 (FA!), the world governing body for sport aviation. The NAA. which represents the U.S. at FAI meetings, has delegated to the USHGA supervision of FAlreloted hang gliding activities such as record attempts and competition sanctions.

HANG GLIDING magazine is published for hang gliding sport enthusiasts to create further interest in the sport. by a means of open cummunication ond to advance hang gliding methods and safety. Contributions ore welcome. Anyone is invited to contribute articles. photos. and illustrations concerning hang gliding activities. If the material is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors.

HANG GLIDING magazine is published monthly by the United States Hang Gliding Association. Inc. whose mailing address is P.O. Box 66306, Los Angeles, Calif. 90066 and whose offices ore located at 11423 Washington Blvd, Los Angeles.

Calif. 90066; telephone (213) 390-3065. Secondclass postage is poid at Los Angeles. Calif. HANG GLIDING magazine is printed by Sinclair Printing & Litho. Alhambra. Calif. The typesetting is provided by 1st Impression Typesetting Service, Buena Park, Calif. Color separations by Scanner House of Studio City. Calif. The USHGA is a member-controlled educational and scientific organization dedicated to exploring all facets of ultralight flight. Membership is open to anyone interested in this realm of flight. Dues far full membership are $25 per year ($26 far foreign addresses); subscription rates are $18 for one year, $31 for two years, $44 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. previous and new address. and a mailing label from a recent issue.

26 31 34 38 41

BLUE STRATOS CHAMPIONSHIPS TOWING HANG GLIDER DESIGN CONCEPTS HOW HIGH TIL YOU GET HIGH? GENERAL METEOROLOGY: Part I

Article and photos

by Keith Nichols

by Kris Hartinian

by Bill Figueiredo

Article and photos

by Bob Thompson

by Rick Jesuroga

DEPARTMENTS 4 INDEX TO ADVERTISERS 4 ULTRALIGHT CONVERSATION 7 CARTOON by Harry Martin 8 NEWS AND NEW PRODUCTS 9 DIRECTOR'S CORNER 10 BIRD'S EYE VIEW by Lauran Emerson 12 POWER PILOT by Glenn Brinks 13 USHGA REPORTS by Les King 21 MILESTONES 44 CLASSIFIED ADVERTISING 50 STOLEN WINGS COVER: Randy Cobb catches a Jockey's Ridge Wonder Wind at sunset in North Carolina.

Photo by Doug Rice.

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

~LTRALIQMT CONVERJAT10N

always had lots of time for any student who wanted to fly well. Many an advanced pilot learned much from Peter's willingness to share his experiences and techniques in advanced flying with anybody who wanted to listen. It seems if ever a dedication was in order, Jonathan Livingston Seagull should have been dedicated to Peter. The book finishes with, "His race to learn has just begun." Peter was a true friend, a humble and brilliant guy who lived for flying.

INDEX TO ADVERTISERS Aerial Techniques ............................ 47 Bennett Delta Wing Gliders ............. 2, 30, 43 Boyd Ent ..................................... 44

Wrongful Death

Paul Van Hof Van Nuys, CA 91411

Dear Editor,

Crawford . .. .. . .. . .. .. .. . .. .. .. . .. .. . .. .. .. .. 1O Eipper ...................................... IBC Glider Rider . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22, 45

Your readers should know that the hang glider pilot has again been turned away by a jury.

The wrongful death suit brought by Suzette Wills and her children for the death of Bob Wills on June 24, 1977, was in a Santa Ana courtroom for five weeks in October and November. The attorney for Suzette, a prominent trial attorney who rarely loses, proved that Bob was blown down by the filming helicopter's wake; in fact, this was even conceded by the defense during the trial. It was also proved that the helicopter pilot changed his flight path from the prior filming run and left rotorwash across the normal landing approach.

Yet the jury, which included two powered-aircraft pilots, found the helicopter pilot innocent, by a 9 to 3 vote, after three days of deliberation, awarding nothing to the widow and kids.

The verdict was a shock to the family members who attended the entire trial, Suzette and Maralys, as well as to Suzette's attorney. About all it proves is that the average juror feels that a hang glider pilot simply accepts the risk of crashing - even if someone else helps him do so. It's an unenlightened attitude but it's there. We know of no jury verdict for a hang glider pilot yet.

The trial was long and expensive. As is so often the case, the jury saw the trees but missed the forest.

Robert V. Wills Santa Ana, CA

Peter Brown Dear Editor, Peter Brown, a well-known Australian pilot died in a tragic motor bike accident on the 23rd of October. Peter was an absolute perfectionist in everything he did, and his flying reflected this well. He became one of the world's best pilots, as those who flew against him will long remember, yet Peter 4

On Tandem Flying

Hall Brothers ................................. 47 Hang Gliding Press ........................... 28

Dear Editor,

Holmbeck ...................................

I would like to commend Rob Kells and Steve Pearson on their exceptionally wellwritten article, "Tandem Flying," in the November '80 issue. They did a remarkable job of covering the subject without revealing their personal bias. I would love to see them write a follow-up letter reviewing their own personal preferences in equipment and technique.

I have been flying tandem now for three years and have very definitely developed preferences. I am continually asked for advice, tips and instruction in tandem flying so there is a lot of interest within the sport. I also believe that a trial and error approach to tandem flying is asking for trouble where safety is so much more important.

I agree with the principle, 'There should be only one pilot of the glider." My launch technique is slightly different, and I believe better. I have my passenger (who hangs on my right) place his right hand on my right forearm and his left hand on my back.

Reasons: 1) Since I am the pilot, I launch the glider and my passenger can feel my moves in this position and more easily follow me off smoothly so we are a single unit of weight. 2) Should the passenger stumble, hesitate or react on launch, I feel this input on my forearm before it affects the glider and can more quickly make necessary control corrections. Even if he pulls my arm I can correct more quickly. I also find that it helps to place your feet the same (i.e. left foot forward) so that you both start your run with the same foot to avoid tripping.

Choose your glider carefully; everything is worse tandem. Here is how I rate these gliders I've flown tandem: Glider

Handling

Performance

Owl 185 Condor 224 Floater 230

poor good fair

terrible fair good

5

Hurst ........................................ 49 Kite Enterprises ............................... 44 Kitty Hawk Kites ............................... 6 Leaf ......................................... 28 Lookout Mtn. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Manta Products .............................. 33 Ocean Pacific ............................... BC Odyssey.....................................

1

Ontario ...................................... 29 Pagen ....................................... 46 Poynter Books . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Snyder Ent.................................... 52 Soarmaster .................................. 32 Spectra Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Sprague Aviation ............................ 21 Stratus ....................................... 47 Ultralight Library .............................. 37 USHGA ............................ IFC, 23, 48, 51 US Moyes .................................... 15 Volmer ...................................... 14 Wills Wing, Inc ............................. 23, 51 Wings ....................................... 29

AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing 112 months preceding the cover date, i.e. Mar. 20 for the May issue.

HANG GLIDING

I

Stat111 Mall To: Glenn G. Muehlstedt

City

!

Antares 190 Maxi III 6-D 240 Spirit 220

fair fair poor xlnt

fair xlnt xlnt good

I hope others add to this list and manufacturers take note to help make a growing thing safer.

Steve Hollister Seattle, WA

Practice What You Preach

valve the impact of the prone pilot against the frame. Many prone pilots do survive mid-air breakups by riding down in the sail with or without parachute, but it would seem preferable not to fall in at all.

If the fact of supine safety could be admitted, it would be beneficial to all. Most pilots would be in the market for a new harness, an immediate boost to business, and then the death rate would drop precipitously which would be a further boost to business by eliminating the "death sport" image. The sky would be full of happy laid back pilots who wouldn't arrive in the landing area shivering with fatigue from the strenuous business of prone flying.

Dear Editor, TO: Messrs. Kells und Pearson: Practice What You Preach!

It is my sorrowful duty to fault an excellent and informative article, 'Tandem Flying," in November Hang Gliding. You state, "You should make sure that your passenger is dressed appropriately. Long pants, sturdy shoes with good ankle support, and a helmet," etc. Yet, every single picture shows your good-looking passenger wearing shower-shoes, thongs, sandals or whatever, with no support and rather poor traction, I would wager.

I have seen this tendency in California, and it appears to be catching on elsewhere: bare feet, in some cases, and an abundant number of low-cut tennis or jogging shoes. I feel sorry for the pilot who sees this and then emulates it, all the way to a broken ankle! Please advise strongly that pilots and passengers wear ankle-supportive shoes or boots.

Steven D. Holte Snohomish, WA

Laid Back Dear Editor, I agree with Martin Bergman that broken ankles are preferable to a broken head. I know from personal experience that one can survive a 500-foot vertical dive into stony ground. We're both alive today because we fly safely - supine.

If you fly head first, expect head injuries.

Everyone I knew who died while hang gliding did it as a result of head or neck injuries while flying prone. If you fly above the bar, you will have a far greater probability of loss of control in a negative load situation and of damaging the kite through personal impact. I have heard no 1'ecent stories of mid-air failures that did not in6

Steven R. Moore Santa Barbara, CA

Will The Real Dear Editor, I would like to correct an error in information that appears in the November '80 issue on page 38. The article on the Nationals in Ellenville was nicely written, however, the caption given to go along with the photos has me wondering.

The name is OK - Bill Wiand - but the face isn't (pictured with Lars Isaacson). Bill Wiand was chief timer, not ombudsman, and the nice-looking chap with Lars in the picture is not Bill (nor is he the ombudsman). Oh well, one more guess to go.

Granted, both men in question have beards and are handsome, but I know who the real Bill Wiand is!

Cover Correction Susan A. Wiand Pearl River, NY

Dear Editor, The November '80 issue of Hang Gliding was beautiful. Good articles and dynamite color.

One minor complaint though - the pilot on the cover was not Sterling Stoll, but rather Bob Deffenbaugh, local hotshot pilot and one of the world's best instructors.

Hang Gliding welcomes letters to the editor. Contributio11s must be typed, double spaced and limited to a maximum of 400 words. All letters are subject to standard editing for clarity. Send contribution to: USHGA, P. 0. Box 66306, Los Angeles, CA 90066.

Les King Silver Spring, MD

No Power Dear Editor, Due to recent incidents involving lowflying helicopters and other aircraft at Stinson Beach, CA (the hang glider landing area for Mt. Tamalpais State Park), the Marin County Hang Gliding Association, in concert with the Stinson Beach Village Association, would again like to emphasize that there is to be no motorized hang gliding at this site.

Hang gliding at Mt. Tam depends to a large degree on maintaining a good relationship with the homeowners of Stinson Beach, who are very much upset by lowflying aircraft and aircraft noise of any type over the beach and town. We were recently in serious danger of losing this site because of a lack of consideration for the Stinson Beach dwellers. As this site is the major flying site for MCHGA and, we like to think, the most beautiful one, it would be a shame lo lose it.

K.P. Davis Secretary-Treasurer Marin County HCA

NOW TWO SCHOOLS. EAST COAST AND WEST! Now. America's largest hang gliding school can teach you to fly on the west coast as well as the east coast. Since 1974. we've taught more than 25,000 people of all ages. And 25% of our students are women. If you're not shy about new experiences let us take you under our wing.

For free brochure, mail coupon to either address: ~ ,- - - ~

CALIFORNIA (408) 384-2622 BOX 828HG MARINA, CA 93933

NORTH CAROLINA (919) 441-6247 BOX 340HG NAGS HEAO, NC 27959

NAME _ _ _ _ _ _ _ _ _ __ ADDRESS - - - - - - - - ~ CITY _ _ _ _ _ _ _ _ _ __ STATE _ _ _ _ _ _ ZIP _ _

HANG GLIDING

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JANUARY 1981

7

13rian Glenn, president of Goldwing, Ltd. announced beginning production of Goldwing ultralight aircraft kits.

Designed by Catto, one of the earliest pioneers in the modem revival of powered ultralight aircraft, the Goldwing uses conventional 3--axis controls in an un·· conventional configuration. Design fea·· tures include foam/fiberglass composite construction, a main and a canard wing, ailerons and spoilers, and winglets with split rudders. Because the Goldwing is capable of being foot-launched, no licenses are required for the plane or pilot.

According to the manufacturer extensive stall and spin testing has shown the Goldwing is able to be flown with full aft stick without stalling, and it was proved to be very Glenn comments, ''The Goldwing is aimed at a market of ultralight: enthusiasts and pilots looking for a safe and affordable, state-of-the-art, fun flying machine that has the speed of an airplane and the versatility of a powered ultralight."

Flight demonstrations are given every

Aircraft Company is a manufacturing company engaged in the production of high--performance hang gliders and certain types of hang gliding related products. The company will sell direct to the customer and will cater to the advanced pilot. The two principa I 8

weekend at the Amador County Airport (40 miles southeast of Sacramento, CA).

Introductory price for the kit is $3,495, and a $6 info pack or a free info sheet are available from Goldwing, Ltd., P.O. Box ] 123, Jackson, California 95642.

SPECIFICATIONS: Wingspan ........................ 30 ft.

Total wing area ............... 128 sq. ft.

Weight ........................ 185 lbs.

Power ...................... 2 cylinder, electric start, 25 H.P. Fuel .................... 6 gal.

Useful load. . . . . ............... 250 lbs. *Take off roll. .................... 150 ft. kRate of climb ................. 600 f.p.m. *Cruise speed ................... 60 mph. *Fuel consumption .............. 1 gal. /hr.

Load factor .................... + 6, 3 Glide ratio ....................... 18 I ] Set up time .................. 10 minutes *(Measured with standard aircraft struments, under standard conditions)

in-

employees of the company are Dick Boone and Pat Cheeseman.

The company's] 981 model is the Pro Air Series I and incorporates a metal batten zero billow sail with enclosed floating crossbar. Contact: Dick Boone, president, 6474 E. Sibley, Simi Valley, CA 93063.

The "Tail Dragger Easy" was built by 66-ycar-old Bruce Haverstick from an Riser kit. Bruce added a tail and reports that it flies well but ground loops easily in a crosswind takeoff. The powered hang glider has standard aircraft stick and foot rear rudder controls. No weight shift is used. Contact: Bruce Haverstick (503) 648-2728.

Power ................ Mac 10] Prop ...................... 48" Empty Weight .......... 123 lbs.

Flies on 1/2 throttle

BOARD The USHGA will be holding its next Board of Director's meeting February 13-15, 1981 at the Los Angeles headquarters. All USHGA members arc welcome to attend.

RANGER Striplin Aircraft Corporation, builder of the Foot Launched Air Cycle (F.L.A.C.) has been flying its new Lone Ranger since October 23, 1980. The first flight was at El Mirage Dry Lake, CA. A week later they flew it 12 miles to the Fox Field Fly-In near Lancaster, CA. Test pilot Don Vreivogel says that the Lone Ranger, with the tail and three--axis control, is easy to fly, stable and flies like a conventional aircraft. With the new tail design, the Lone Ranger can use any number of engine types in the tractor configuration. Designer Ken Striplin said, "We've done it, we have now totally reinvented the airplane."

The Lone Ranger is built using the same fiberglass composite construction used in HANG GLIDING

the flying wing F.L.A.C. The enclosed fuselage has bomb-bay doors in the bottom so that it may be foot-launched, qualifying it as an ultralight. It has a tricycle landing gear with a steerable nose wheel and laminated fiberglass legs to absorb the shock from landings. The Lone Ranger has

by Doug Hildreth a 32-foot wing span with an area of 144 square feet. The empty weight is 185 pounds and gross weight is 435 pounds.

The wings can be folded alongside the fuselage, providing a package 16 feet long by four feet wide by five feet high that can be trailered or towed.

Striplin Aircraft (SAC) plans to market the Lone Ranger in two basic forms: the Quick Flight Kit which requires only assembly, and the Economy Kit that contains all materials to build the complete aircraft. For an information book contact: Striplin Aircraft Corporation, P .0. Box 2001, Lancaster, CA 93539 (805) 945-2522.

Information book $5. ~

FLY BETTER KNOW YOUR EQUIPMENT HANG GLIDING, the first book an the sport has been updated 9 times and now includes a special section on motorized flight. 186 pages, 350 illustrations, over 125,000 sold! The complete flying, designing, building handbook and buyer's guide. $6.95 (Californians add 42¢ sales tax).

HANG GLIDING MANUAL with Log. The most authoritative, compact, concise, complete and least expensive basic flight manual available. Used as a training text by schools worldwide. $1.50 (Californians add 9¢ sales tax).

MANNED KITING. Fly the flatlands with the only book on tow launched hang gliding. Step-by-step instructions carefully guide the novice through taxi practice, towed flight and release to free flight. $3.95 (Californians add 24¢ sales tax).

Add $1 to total order for shipping

SEND FOR FREE DESCRIPTIVE BROCHURE PARA PUBLISHING, Books by Dan Poynter P.0. Box 4232-G, Santa Barbara, CA 93103

REGION I Alaska, Oregon, Washington

Region I. Over three-quarters of a million square miles of scenic beauty and fabulous flying. It extends from the glacier-covered peaks of Alaska to the glass-smooth lift of Dog Mountain, from the steady winds and forgiving sands of Cape Kiwanda to 6,000-foot thermals in eastern Oregon.

Although no one has actually thermaled in either the exhaust from the Trojan nuclear power plant or Mount St. Helens, it wouldn't surprise me a bit if someone tried it next week. We have, indeed, been blessed with some spectacular geographical attributes conducive to the sport of hang gliding. Much of our real estate is governmentally owned, so that sites can be obtained. Private property owners have also been particularly cooperative.

But, it is the pilots of the Pacific Northwest who make this such a special place. In addition to the Alaskan Sky Sailors, the Pacific Northwest Hang Gliding Association and the Oregon Hang Gliding Association, there are innumerable smaller clubs that have banded together to share the frustrations of site procurement, the sweat of site preparation and maintenance and the hassles of producing a meet or fly-in; but these groups also share the joys of camaraderie. The Alaskan Championship, the Klickitat, the Star Thistle, the Frostbite, the April Fools - are rapidly becoming ingrained traditions.

As a director of the USHGA over the past two years, I am impressed that the organization really works. I am very impressed

with the quality of the directors, and I have seen them giving considerable personal effort and attaining significant good, not only for the organization but for individual flyers. the USHGA is becoming financially solvent; the computer has been a valuable addition and the powered rating system is complete.

I see several problem areas where a potential for improvement exists. As with any volunteer organization, there is a lack of input to the Board of Directors, and frequently a delay in distributing information to the membership. There is still some lack of knowledge of what the USHGA can offer the grass roots pilot. With directors' newsletters and better magazine coverage, part of this will be solved. It still is important for each member to contribute his thoughts and opinions to the Board through his director.

I have been impressed with how many times a point raised by a pilot or a small group has affected Board decisions. Lastly, although any time two or more free flyers and free thinkers come together, there is bound to be conflict and differenece of opinion, I am distressed by the unpleasant feelings that I see between clubs, cities, regions and coasts.

The ultimate goal of each of us is to enjoy the freedom of flight at home and as we travel about the country. I am convinced that the USHGA has, and will continue to significantly affect our ability to attain that goal.

Dealer inquiries invited

JANUARY 1981

9

solitude and the fulfillment of a dream.

Bird's Eye View Tolife,Dan Gravage of Livingston, Montana, it

WHAT COULD BE MORE INCREDIBLE?

by Lauran Emerson This is the last Bird's Eye View. As a firm believer in the theory that all institutions, with the possible exception of Dennis Pagen, should be dissolved every couple of years, Lauran is dissolving the column.

Ed. A winter storm is sweeping the landscape. The bleak outdoors bears a sinister resemblance to the long winter of 1978.

That year, the first storm lasted five months and the flights of October had to carry us through till spring.

That year, on a day like today, with Bonnie and Jose crawling over the typewriter and snowdrifts creeping up the side of the house, I first sat down to write about hang gliding. My intentions were twofold: to record a personal view of free flight, and to keep my mind from turning into mush during the snowbound months.

Two years later, I'm not sure the writing served the latter purpose. I still find guinea pig food in the clothes dryer and popsicles in the breadbox. But I still try to laugh at the follies of flight and flyers, and record the human side of this awesome and beautiful thing we do.

For several years, much of my time has been spent flying, associating and corresponding with other hang glider pilots.

For several months, I've also had a chance to review comments about hang gliding from pilots everywhere: their answers to "What Does Hang Gliding Mean to You?" and other questions on their annual renewal forms.

The comments reinforce my observation.

Hang gliding, to hang glider pilots, means "Everything," "Almost Everything" and everything in between. It means freedom, 10

is "the biggest rush of all." To Ben Rogers of Alstead, New Hampshire, it is "an integration with the main engines of the universe."

To John Harvey of Costa Mesa, California, it "offers the supreme individual challenge ... All in all, it satisfies fully."

Again and again, flyers repeat the importance of aloneness in the sky, of a total awareness of themselves and their capabilities, and, after a flight, of the comraderie of their fellow pilots. Seldom heard are the macho sentiments seen so often in print. More often, humility and gratitude are the pilots' feelings towards this life in the sky that they share.

Without their wings, hang glider pilots are a very diverse bunch of people. With them, they are bound together by a single activity which may be the most free and independent thing they've ever done. The simple and powerful joy of a perfect flight transcends ordinary associations. It is such a total and individual experience that those who share it are united by a very basic bond.

For me, there was one day this summer when this bond was even more evident than usual. It was a day in August, when everything that usually goes wrong on a flying expedition went right instead. Six of us, longtime best friends, found a driver to lead us to a new launch site: a site we'd wanted to fly for many years. We didn't get lost. The wind wasn't crossing. No one forgot his equipment. Nothing went wrong.

We launched and spent the afternoon flying thousands of feet above the ridges, river and ranches near Lincoln, Montana. By the time we landed, all that mattered was that flight. We were just six very happy human birds, standing around grinning and yakking and glowing in its aftermath. All that mattered was that flight, and that the six of us had been lucky enough to have been a part of it.

The feeling is not unique to our small group. The glow of a good flight is always brightened by friends in the sky and on the ground. "Superb friendships with strong, gentle people," is how Dwight McKee of Camarillo, California, describes this comraderie which is an extra bonus of our wings.

While flying may be the biggest thing in many pilots' lives, it is not the only thing.

Most people who fly do so in their spare time. They are weekend pilots who must juggle jobs, homes, families and cash in order to fly at all. Flying is "my weekend therapy. It breaks up the work week and balances out my life," says Robert Heaton of North Hollywood, California.

How fortunate we are to have such a balancer. As pilots, we are special. We are

not better than others, but we are luckier.

We were born into an age that was a dream to every generation before us: to a thousand men over the centuries who looked to the skies and dreamed of silent flight.

As for me, I have been even luckier than most. My vantage point as a mother and a flyer has brought a thousand bright moments, a hundred unexpected journeys, and many true friends for life. Our children were born into a world of mountain campfires, clear streams, thermaling days, and surrogate mothers and fathers that few children ever know, and they love it.

Flying means so many things to me. Bob Perk of Waukesha, Wisconsin, strikes a chord when he says, "Hang gliding is the means by which I can get in touch with myself. It puts everything in perspective when I'm alone in the sky." And Missourian Roy Caton speaks for me, and many other pilots, when he says, "In five years, I still have not been able to find the words to express exactly what hang gliding means to me."

Among those who managed to sum it up in a few words is California pilot Stanley Chase. "Using only my skills and judgment and whatever conditions exist," he writes, "I can soar with hawks. What could be more incredible?"

I salute that sentiment. I hope that none of us, who are lucky enough to fly, will lose sight of just how incredible it is. As I take a break now, to let my fingernails grow back after 25 consecutive deadlines, I hope that others will keep that spirit of incredulity alive, in writing, by writing. Every bit of human folly or wisdom, every human perception of the awe and beauty of silent flight that finds its way into print will help preserve that spirit. And we will all become better, safer, wiser pilots for it.

Goodbye for now. I hope to meet you in the sky some day. ~

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HANG GLIDING

POWER PILOT

by Glenn Brinks

EAA Ultralight Association

The EAA Ultralight Association has been the subject of a lot of speculation over the last year. At Oshkosh, the speculation ended when the official announcement was made that the group would be formed as a part of the EAA. Now, much of the initial organization has been done and the association is starting to take shape.

Most importantly, the temporary officers have been appointed. They are: President, John Ballantyne; Vice Presidents, Bob Ring, Dennis Pagen and Lucky Campbell; Secretary /Treasurer, Marv Zellmer; Directors, Lyle Byrum, Tracy Knauss, Dave Starbuck and Don Stewart. Elections for these posts 12

will be held later, once the group has stabilized and is functioning smoothly.

The first meeting was held on November 7 at the EAA headquarters in Franklin, Wisc. Among the results of the meeting were the appointment of committees, the adoption of a logo and the approval of a promotion program to attract members.

The program will include advertisements, promotion in the EAA magazine, Sport Aviation, and in EAA chapter newsletters, direct mail distribution of the first newsletter, contact with pilots at fly-ins and a poster with application form which will be distributed.

One of the immediate goals of the Ultralight Association is not just the signing of new members, but the formation of many local EAA ultralight chapters. To form a chapter, the requirements include ten current EAA members (if you have trouble finding enough EAA members, get a free copy of their chapter directory and call the chapters in your area), establishment of a time, place and date for meetings, election of officers and completion of an application form. (Available from EAA Chapter Offices, P.O. Box 229, Hales Corners, Wisc.

53130 (414) 425-4860.)

Another major function of the Ultralight Association will be publishing a monthly newsletter. John Weaver (12530 Locust, Olathe, Kansas 66062 (913) 782-9334) is the editor and he will have the help of the EAA in getting the newsletter typeset and published. The first issue is being put together now and should be sent out before long.

Liaison with the FAA and other government agencies is one job the EAA does superbly and the Ultralight Association is following in this tradition. At previous Ramona fly-ins, each ultralight was required to prove foot-launchability. This year, a few phone calls were made and the problem was resolved. At the fly-in, the FAA left the ultralights alone completely.

In the future, this type of activity will become more important and also look for the Ultralight Association to establish a mutually beneficial relationship with USHGA, the Soaring Society of America and perhaps even with the Aircraft Owners and Pilots Association (AOP A) and other aviation-oriented groups.

There's a price for all this, of course. Annual membership in the Ultralight Association is $25.00 and also includes EAA membership but not (in the interests of keeping costs down) Sport Aviation. For those who also want a subscription to Sport Aviation, the additional charge is $15.00.

Those who are already EAA members can add a membership in the Ultralight Association for $15.00.

Illinois DOT Holds Ultralight Aircraft Seminar It seems that lately, most of our dealings with the government and various official agencies are antagonistic in nature - them vs. us., so it's nice to be able to report an agency doing something really constructive and helpful.

The Illinois Department of Transportation, Division of Aeronautics, sponsored a seminar on ultralight aircraft. It was held November 14-15 at the Holiday Inn in Elgin, Illinois. About 250 people attended, and heard a variety of speakers.

The EAA organized Friday evening's program and showed three movies; To Fly, John Chotia on Ultralights and a movie Bob Ring made of ultralights at the Lakeland fly-in. There was also a presentation on the EAA Ultralight Association, and a few new members were signed up.

On Saturday, Bruce Coppernoll, Flight Safety Coordinator of the Division of Aeronautics, started the program with a talk on 'The Challenge of Growth of Ultralight Aircraft." Bill Adaska of Rotec followed with a discussion of ultralight design and structure. The final talk of the morning was on ultralight aerodynamics by Gene Utz, Chief of the Bureau of Aviation Safety of the Division of Aeronautics. After lunch, Nick Lung, Ultralight Judging Chairman at Oshkosh '80 talked about "The Care and Feeding of Ultralights" and Theo Moore of the FAA discussed low altitude weather. Finishing up the seminar was a forum and roundtable discussion.

Perhaps this will be the start of a trend of government agencies dealing with ultralights in a responsible and constructive way. For more information on the seminar, call or write Charlie Wells, Illinois DOT, Division of Aeronautics, One Langhorne Bond Drive, Capital Airport, Springfield, Illinois 62706 (217) 753-4400 ext. 522.

American Ultralight Association The American Ultralight Association is being formed by John Chotia (manufacturer of the Weedhopper) to provide information gathering, communication and liaison with the FAA. The group is open to anyone interested in ultralights. An interesting aspect of the group is that there are no dues. Chotia wants the group to be funded by the various ultralight manufacturers as "an extension of customer service" and has already received some funding to get the group going.

The AUA will have a quarterly newsletter and will also sell AUA t-shirts, hats and so forth to help support the group. So HANG GLIDING

far, Chotia claims a membership of 8,500.

First priority for the AUA is to appoint a safety officer in each state to provide communication with the FAA and to encourage self-regulation through observance of the FARs. The safety officer's job will be to intercede if an individual is "unreasonably inhibited" by the FAA, but it is the AUA's position that if there is an obvious violation of the FARs (such as flying an ultralight into a terminal control area), the AUA will support the FAA. Chotia says he doesn't see the AUA as competition for the EAA Ultralight Association. "The EAA does its fly-ins and has a lot of club activity, but this is more of a political representation group."

"When the EAA speaks, they have to

US HCA REPORTS

USHGA Report of the National Coordinating Committee

by Les King Director, Region 9 This is an update on the status of possible federal regulation of our sport. The FAA continues to say that they are planning to issue a Notice of Proposed Rule Making. A couple months ago, the Federal Register scheduled this NPRM to be published in October. It now appears this will not happen until possibly next year. We don't seem to be too high on their list of priorities.

My sources indicate that this NPRM will not make any distinction between footlaunch and power. I get the impression that the FAA would like to solve all their problems concerning hang gliders and ultralights with one set of regulations. I'm told the NPRM will take the form of a definition, probably based on weight. Below something like 150 pounds empty weight, JANUARY 1981

keep in mind the warbirds, the antiques, the experimentals and aerobatics and everything else they're involved in and I think it is important that somebody be there to speak strictly for powered ultralights." The AUA's address is P.O. Box 2287, Ogden, Utah 84404, (801) 621-3941.

For Professionals Only At the Tullahoma fly-in, a meeting among the various ultralight manufacturers to discuss FARs and other points of interest developed into the beginning of a new organization, the Professional Ultralight Association. Just as the EAA Ultralight Association and the AUA were formed to represent individual ultralight enthusiasts, the PUA is being formed to provide a

the aircraft will not be subject to FAA certification, nor will the pilot be licensed.

Notice, no mention of foot-launchability.

There will probably be some airspace use limitations.

In my discussions with various FAA officials, I have repeatedly told them that hang glider pilots will accept no more airspace restrictions than currently applied to a non-radio-equipped, conventional aircraft. They seemed willing to accept that.

They do not seem to want to even contemplate the possibility of splitting out foot-launch from power.

Several pilots have told me about being "hassled" by their local FAA GADO (General Aviation District Office). In some cases, the pilots were at fault. (It isn't too intelligent to hassle people with your flying, no matter what you fly.) In other cases it appears that the local FAA officials don't know what to do because there are no "real" regulations at the present time. If you're threatened by your local FAA office, and you're not doing anything stupid, like flying at night without lights or flying into restricted airspace, gently explain to the FAA types that the national office of the FAA is working on an NPRM and that your aircraft is legal under the current understanding of foot-launchability.

Be reasonable; four-hundred-pound aircraft are not what we're talking about. If the local GADO troops insist on giving you a rough time, call me. I might be able to help.

Les King (301) 840-9284

Election Results The ballots from the mail election to select nine Regional Directors with twoyear terms to run through December 31,

unified voice for the manufacturers.

Seven manufacturers have signed up and Lyle Byrum of Eipper is the acting president and Tracy Knauss, publisher of Glider Rider is the acting secretary I treasurer.

Knauss is currently working on incorporating the PUA as a non-profit organization.

Knauss says the organization will do some of the same jobs as the HGMA does with hang glider manufacturers, but they don't want to get into comprehensive flight and structural testing yet. However, they do plan to provide some consumer services, such as hearing complaints about faulty products and such. Membership fee is a hefty $250 annually, but for manufacturers, it may prove worthwhile. ....

1982, have been counted and verified by the office. The survey form, which accompanied the ballot, has been tallied and the results follow the election report: The winners are: Region 1 - Doug Hildreth Region 2 - George Whitehill Region 3 - Rob Kells Region 4 - Lucky Campbell Region 7 - David Anderson Region 8 - Charles La Versa Region 9 - Les King Region 10 - Richard Heckman Region 12 - Paul Rikert

Official tallies of votes are as follows:

REGION 1 Ballots mailed No Votes (survey) Doug Hildreth Blaise LeWark Write-In Ballots Rec'd.

Needed to Win

350 1

83 9 4 (28%) 97 49

REGION 2 Ballots Mailed No Votes (survey) George Whitehill Write-In Ballots Rec'd.

Needed to Win

1030 23 187 22 (23%) 232 117

REGION 3 Ballots Mailed

950

No Votes (survey) Bill Bennett

8 99 13

Rob Kells Write-In Ballots Rec'd.

Needed to Win

189 6 (32%) 302 152

REGION 4 Ballots Mailed No Votes (survey) Lucky Campbell Write-In Ballots Rec'd.

Needed to Win

649

19 121 14 (24%) 154 78

REGION 7 Ballots Mailed No Votes (survey) David Anderson Write-In Ballots Rec'd.

Needed to Win

721 16 95 18 (18%) 129 65

REGION 8 Ballots Mailed No Votes (survey) Charles La Versa Write-In Ballots Rec'd.

Needed to Win

516 3 120

11 (26%) 134 68

REGION 9 Ballots Mailed No Votes (survey) Les King Michael Hollingshead Write-In Ballots Rec'd.

Needed to Win

820

7 190 46 4 (30%)247 124

REGION 10 Ballots Mailed

643

No Votes (survey) Richard Heckman Tom Thompson Write-In

7 84 54 13

Ballots Rec'd.

Needed to Win

(25%) 158 80

REGION 12 Ballots Mailed No Votes (survey) Paul Rikert Write-In Ballots Rec'd.

Needed to Win

557 7 73 15 (17%) 95 48

The above format is to indicate the number of ballots mailed in comparison to the number of responses. The No Votes (survey) indicate those who chose to answer the survey form but not to vote for a Director. They are counted in the totals as formal ballots. The percentage number next to the total ballots received shows the percentage of voters compared to the number eligible to vote. No write-ins had a significant number of votes.

VOLMER AIRCRAFT Blueprints Now Available

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-

SURVEY TALLY 1. Q: How many hang glider pilots do you know personally?

A: (Number range breakdown, 1,408 responses): 0-10 = 439(32 % ) 11-20=270(19%) 21-30=219(15%) 31-50=134(.09%) so+ =346(25%).

2. Q: How many of those hang glider pilots are members of USHGA? (1,317 responses) A: 0-10=482(36%) 11-20=287(22%) 21-30=187(14%) 31-SO=llS(.09%) so+ =246('%).

3. Q: Would you like to see a more liberal attitude toward free style flying (aerial ballet - not aerobatics) in national competition?

A: Yes: 1,194 (83%); No: 243(17%); (1,437 responses) 4. Q: Do you support the creation of an experimental (uncertified) class in the Nationals? (This question was inadvertently left off some of the ballots - typist's mistake.)

A: Yes: 671(87%); No: 100(13%); (771 responses) 5. Q: I would like to see powered ultralights remain a division within the USHGA. A: Yes: 594(47%); No: 672(53%); (1,266 responses) 6. Q: I would eventually like to see the powered ultralights have their own organization, separate from USHGA. A: Yes: 898(74%); No: 311(26%); (1,209 responses) 7.

I have no firm opinion at this time. (199 responses)

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14

HANG GLIDING

Dear Jim and Henry, On July 25, 1980 two llritlshers, who attempted records at Cerro Gordo for 10 days straight, plus Chris Aro!, o top notch U.S. pilot, ond George Worthington launched from Cerro Gordo about 1 :30 pm. All four were trying for the World Flex-wing (P.ogallo) Distance record.

It was a special day because of the location and excellence of the cumulus clouds. The Mego climbed straight to cloudbose at 16,500, directly over toke-off. I allowed the Mego to enter the cloud until vision directly downward was starting to fade. Then I pushed the control bar toward the knees Just enough to mointoln downword vision. There was extro speed left, if needed, at oll times. When the edge of the cloud wos reached the Mego was slowed to minimum sink speed and steered to the next cloud ahead. The Mego's sink rote helped to get the glider to the next cloud at o height where the thermal underneath was still very active. When the second cloud was reached, the some procedure, as used in the first cloud, was repeated. The Mego flew 60 miles like this, from cloud to cloud. :The Mego offered a unique advantage on this flight. Many of the clouds were as muc:h as one and two miles "behind" (downwind) the spine of the mountain. With the Mego's better speed range ond penetration, it become reasonably safe to fly such o distonce behind the spine and toke advantage of these clouds. It mode on extremely significant difference In achieving the record.

At the 70 mile mark, the Mega was under o solid overcast which stretched ahead for 15 miles. It looked bod because no heat was getting through to the volley floor or to the sides of the mountains. And it was bod.

Every scrap of lift was used but the glider was forced lower and lower. At the 85 mile mark, at 8,000 feet ASL 1500 feet above the oluviol fan of the volley floor) the er finally flew out from under the overcast and over a s eer rugged rock canyon wall facing the sun. A violent, snakelike, thermal existed right next to the wall. The Mego hod to fly within 50 feet of the woll or lose the thermal. The turbulence was violent. I put my faith in the reputation of Moyes and the llraddocks that the glider was strong. After long minutes of thrashing around, trying to catch pieces of the "snake" that was going up, (you could never stay in the lift for more thon o quarter turn) the altimeter began inching up. Finally, the "snake" become a reol thermal, and took the Mego up ta 16,500.

From there, in a straight glide, with no real thermals, but with the help of some buoyant cool evening oir, and o bit of downwind toilwind component, the Mega glid!l'd 23 more miles and to a new World Record.

x.c

Yours truly,

Photo by 0. Bettino Gray

BIRDS IN FLIGHT s;gg;~._/~ Illustrations and text © 1980 by Dennis Pagen In a few short generations, our species has overcome ageless limitations by venturing into the cool expanse of the sky. We are now free to explore the realm of the birds.

Powerful engines, gleaming fuselages and silver wings can carry us to great heights at wondrous speeds, but only hang gliding truly resembles bird-like flight.

Several weeks ago I rode my glider in a thermal 2,000 feet above the hilly terrain. I was concentrating on centering in the lift, when a flicker of motion caught my eye.

Looking up, I saw a little Broad Winged Hawk (Buteo Platypterus) maneuvering about three feet in front of my glider's noseplate. He stayed with me for almost four circuits before sailing off to better lift.

Soon, he was well above, leaving me to marvel at his grace and flying expertise.

This was the closest I had been to a soaring hawk, but not the first time I had appreciated their beauty and skill. As a child, I envied their ability to enjoy the rapture of the sky. I became an official bird watcher when I joined the Audubon Society in 1960, but it wasn't until I began hang gliding that I truly learned to understand the hawks on their own level. Today, I view the soaring birds as teachers and mentors. They have a willing student.

I believe that eventually we will come even closer to the mastery of the air displayed by the birds through our increasing practice and improved glider designs.

To reach this ideal, we must watch our feathered friends with a keen eye and acquire their secrets through unspoken communication. We must create wings that embody the essence of bird wings. We must learn their intuitive methods of exploiting lift.

This pictorial study is a brief introduction to the function and control inherent in a bird's flying apparatus. Certainly, the more we know about the birds' efficient mode of flight, the more readily we can improve our own primitive ventures into the sky. With new materials and insights, perhaps we can ascend to the birds' level of performance and achieve even greater beauty and freedom. .,,..

16

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18

HANG GLIDING

In the United States during the early ] 960s hang gliding was conducted by a few individuals in sections of the East and West coasts.

The kites were usually constructed of bamboo and plastic. Design and construction of the machines was given a boost by a series of experiments in flexible wings conducted by the National Aeronautics and Space Administration in the late 1950s to middle 1960s. The wings were being considered as possible vehicles for returning space capsules to earth, but the effort was abandoned in favor of utilizing parachutes.

By the early J 970s aluminum and dacron sail cloth were the standard construction materials. The increased strength and durability provided by this combination allowed a series of design and manufacturing advances that helped set the stage for the sport's explosive growth.

The official journal of the sport is Hang Gliding, published by the United States Hang Gliding Association (USHGA). Hang Gliding is descended from the newsletter of the Southern California Hang Gliding Association (SCHGA), Ground Skimmer. The newsletter was first issued in May, 1972. SCHGA began as the 25-member Peninsula Hang Glider Club in December, 1971. Within a few months it attracted many members across the state and the name was changed to reflect the wider membership. Favorable mention of SCHGA and its newsletter by a number of national magazines led to a substantial increase in membership nationwide. By November, 1973 more than 4,000 people were members and newly formed hang gliding clubs across the country asked to affiliate with SCHGA.

On November 13, 1973 the directors of SCHGA voted to change its bylaws to become a national organization, and change its name to the United States Hang Gliding Association. Members ratified the proposal on December 18, 1973. Annual election of officers and directors for the new organization was held during January, 1974. Lloyd Licher of Los Angeles, CA was elected as the association's first national president.

USHGA bylaws were further changed on November 18, 1974 to provide for election of board members from geographic regions. The first meeting of the newly reorganized board was held September 27 and 28, 1975, in Denver, CO. The number of directors

LEFT: Bob Lovejoy flying the Highlailer, predecessor to the Quicksilver, al Playa del Rey, summer of 1972. Photo by Bill Allen.

INSETS FROM UPPER LEFT: This is true ground skimming. Dave Cronk flies his Cronkite through the weeds. Photo by Bill Allen. · A youthful Roy Haggard and his original Dragonfly, at the 1974 Nationals. · Bill Bennell releases his Delta Wing over the famous statue.

by Vic Powell

JANUARY 1981

r

t 19

COMPETITIONS The first national hang gliding meet was held July 1, 19'73 at Nags Head, N.C. National championships, firsl held July 11--15, ·1973 in Sylmar, CA, are conducted annual-ly by USHCA. Regional meets are also sanctioned by USHCA. The topperforming pilots arc authorized to repre·· sent their region at national championships.

The Masters, an international invitational meet sanctioned by USHGA is held annually the third week in September at Grandfather Mountain, N.C. The first world championship was held September, 1976 in Kossen, Austria. World championship competition is held every other year in odd·-number years.

INTERNATIONAL HANG GLIDING eligible to serve on the board from each of ] regions was determined by the number of USHGA members residing within the region, a system that remains in use today.

USHGA offices were established in Los Angeles. The mailing address is P.O. Box 66306, Los Angeles, CA 90066.

SELF-REGULATION Recognizing the need for self-regulation to improve the sport's safety rcocrcl, USJ--!GA issued a series of regulations affecting flyers, instructors, schools and flight equipment. A flyer rating system was first published SCHCA in June, 19'73.

The USHCA system was established in March, 19'75 and provides for five levels of pilot proficiency. Requirements for instructor training and certification were also issued. These requirements arc reviewed and updated periodically. USHGA-certified schools and appointed members help administer the programs.

Hang glider manufacturers formed the Hang Clider Manufacturers' Association (HM/\) on January rn, l 974. Later reorganized as the Hang Glider Manufac. turers' Association (HCMA), it operates a system of certification for hang gliders meeting HCMA standards of performance safrty. Only certified hang gliders can be used by flyers in sane I ioncd competition.

The Federal I\ via ti on Administration (FAA) issued an Advisory Circular dated May 16, ·1974 regarding recommended safety parameters for operation of hang gliders.

This document has been reviewed by the FAA and continues to serve as guidance to the sport. Hang gliding's self-regulation through USllGA continues to work effectively to improve the sport's safety record and operations.

20

TOP: Terry Sweeney in an early contraption at Cape Cod, Mass. Photo by Paul Campricous. ABOVE: Richard Miller and Bamboo Bullerlly. Photo by George Uveges.

BELOW: Dave Kilbourne al Mission Peak, near San Francisco, Sept. 6, 1971. Dave is credited wilh lhe first fool-launched Rogallo !lights. Note lack ol upper rigging.

Photo by Donnila Holland.

The international hang gliding commission of the Federation Aeronautique Internationale (FA!) is the Commission Internationale de Vol Libre (CIVL). The CIVL held its first provisional meeting in Paris, France on June 26-2'7, 19'75. The F/\1 Ceneral Conference of September, 19'75 approved 2stablishing a hang gliding commission.

CIVL's first official meeting was held in Paris, November 26-27, 19'75.

The creation of C!VL marked a change in USHCA's relationship with the National Aeronautic Association, upgrading USHGA's status from affiliate to division.

USHGA is thus recognized by NAA as the only organization in the United States authorized to sanction national championship contests, sanction attempts for national and world records, and carry out F/\l responsibilities delegated to it by NAA.

HANG GLIDING

OFFICIAL RECORDS Design improvements have changed the appearance and performance of hang gliders. The "standard" Rogallo kite featuring narrow nose angles of less than 80 degrees and billowing sails, with consequential low performance, has evolved into flying-wing shapes of larger nose angles, tighter sails, double-surface wings, keel pockets, battens and other devices that provide increased performance. Most hang gliders have retained the quick set-up and portability features of the earlier generations. Improvements to hang gliders are reflected in the official records established this year. The 100-mile distance barrier has been broken, and altitude gains of over one mile have been achieved. As the hang gliding section (Class 0) reveals, the United States currently holds all official records in the sport.

THE PAST INFLUENCES THE FUTURE Hang gliding occupies a spectrum of flight performance that was investigated at the beginning of modern flight in the 1890s and early 1900s. The reopening of activity in this long-neglected sector brings aviation full circle. Renewed interest is having an influence on aviation. The international prize-winning series of manpowered "Gossamer" aircraft were based on hang gliding manufacturing, design and pilot training techniques.

National and international sanctioned competitions and official record activity will help insure the continued development of this oldest and newest method of flight.

The future holds much promise for this rapidly evolving sport. Its advancements will be reflected in the pages of this ~ publication.

,It

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It consists of: a. A 7 cu. ft. cylinder (45 min.-2 hrs. depending on altitude) b. An attached, tested and certified constant flow ex· military regulator where the gauge simultaneously shows both tank pressure and flow rate vs. altitude. c. A regulator low pressure outlet tubing adapter fitting. d. 3 ft. clear PVC tubing for insertion into mouth for simple easy delivery method.

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JANUARY 1981

MARYLAND: Mario Manzo of Kettering, Ohio took his own design, a bowsprit prototype, over into Maryland for a memorable flight which included Mario's highest altitude gain so far. At Cumberland, MD, he went eight miles cross-country and gained 3,500 feet above takeoff. The 32-year-old photo technician has spent several years going for airtime in the 200 to 400 foot hills of Ohio, and it looks as though it's paid off.

NEW YORK: Flight #75 was the magic one for Mike Cimino of N. Syracuse, NY. On July 13, 1980, the 24-year-old took off from a 350 foot hill in a half-mile wide valley. He gained 700 feet in thermals, using his vario for just the third time. His comment: "I felt at home in my SST." PENNSYLVANIA: David Grindel, 22, of Freedom, PA put lots of time on his Hang II rating with a flight of 3 hrs. 35 min., setting an endurance record for the area at the same time. David flies an Alpha.

FLORIDA: An Advanced pilot with six years of hang gliding experience now holds the Florida State record for distance. Ray Foley, 35, of Tampa, Florida made the record 21-mile distance in a two-hour thermal flight on his Atlas. For flatlands flying, that's amazing!

NEW MEXICO: An Albuquerque pilot, Mark Ostrower got to see some special scenery while in flight, on the way home seven miles from launch. At 10,000 feet msl, he and his Spirit passed over a Fighter Squadron, out on maneuvers.

Send us your flights of note: TJSHGA, BOX 66306, LOS ANGELES, CA 92683 21

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I just love rural airports at night when no one is around except the ghosts of past flights who whisper their stories in the gen·· tle night breezes. We took the Pterodactyl engine out of the small camper and laid down to wail for morning and the other six ultralights.

The July sun was just beginning to lighten the sky when the first of the other gliders arrived. Soon the ramp was crowded with Pterodactyls, engines, instruments, gas cans

Article and photos by John Ballantyne

TOP LEFT: A news cameraman tapes flying at Coslerisan's Farm Airport, CA. TOP RIGHT: An aerial view of Buena Vista Lake.

ABOVE: Looking down on the terrain be· tween Tall and Bakersfield. LEFT: Ultralight convergence over Buena Vista.

24

HANG GLIDING

and spectators. The plcm was to fly from New Cuyama, California, lo Taft for fuel, then Bakersliekl. We would return that evening if the weather allowed. TV and newspaper reporters had promised to be at each of the destinations. The round trip measured l 20 ground miles.

By 8:30 a.m. the sky was dotted with circling ultralights. The last one took off and the group headed cast. Due lo the flip of a coin I had ended up driving a ground support truck fur the morning flight, then would fly the return legs while my partner, Mike, drove.

Being on the ground is a whole different adventure from flying. It was common to pass stopped cars on the sparsely populated highway, their occupants staring skyward at the invasion of strange tailless wings. We counted the planes about every five minutes to keep track of everyone and checked in with a flight report, "smooth air, engine is a little rough, running low on fuel."

Mike had circled a long time waiting for everyone lo leave New Cuyama and was realizing that he might not have enough fuel to make the Taft airport. His new engine was not running well and wasn't fully broken in yet. He was the last to touch down at Taft and the fuel line was full of bubbles as he taxied to the crowd of local people who were surrounding the other planes.

The local reception was really great. The Taft people were pleasant and curious. We refueled and laid a course lo Bakersfield over Buena Vista Lake which is known for recreational boating. Some of the guys got quite low over the lake and by the time we all left, many of the ski boats showed red flags which indicate a fallen skier.

Since the highway took a round--about route, the Pterodactyls got to Costerisan Parms, Bakersfield, sooner than we did in the ground truck. We arrived just in lime to sec the six gliders land smoothly on the 1,000-foot grass strip and it was after the last propeller slowed to a slop that the ll 8 ° heat surrounded us.

The only thing that saved our minds and spirits from the oppressive heat was the tcr-rific hospitality shown lo us by Mr. Costerisan and his staff. He offered us full use of his lake, fresh peach punch and sliced watermelon.

Soon the lake was full of pilots who were intent on disguising themselves as ducks.

The idea was to be able to join the local flock since the ducks clearly had the best lifestyles for such a steaming day. The ducks were prct ty smart, though. They must have been able to tell the real ones from the people ones by the shape of the paper cup beaks. The game was abruptly

JANUAl~Y 19Bl

ended when the TV and newspaper photographers arrived.

There seems to be an unwritten rcquircrnent for a pilot's rating which reads, "He shall demonstrate that he is a ham and show-off before any and all cameras." The lake was suddenly void of all but the ducks and soon the sky was full of Pterodactyls.

Formation fly-bys with sequential pull-ups dazzled the photographers who had come from the local newspaper and TV stations.

Cramped by the limits of the video camera's tripod, the TV cameraman grabbed his shoulder cradle so he could shoot straight up, lo the sides, and even bend backwards.

then, as we approached Taft.

The Taft wind was 90° cross to the only nmwc1y so we landed across the asphalt and used the bordering weeds for brakes. This visit lo Taft was more brief and not so glorious. We were feeling the effects of the heal and most of us were anxious to fly on to our point of origin which necessitated a 1,800-foot climb.

We refueled with avgas and when we left the ramp, my Pterodactyl effortlessly climbed lo 4,000 feet ms] where the temperature was much better. Noting the unusually excellent climb rate, I chose to throttle back and be as fuel efficient as

The taft population sends representatives to see what has invaded their airport.

The showed how graceful our craft are on t.1pe. When we were asked if anyone minded the station using some of these shots as background for station idcntifica-lion and news shows, I don't remember anyone objecting.

After a drive to the local deli for some prepackaged sandwiches and Gatoraicl, we departed the traffic pattern to the west, into the wind. The 3:00 p.m. air was predictably rougher and the wind slowed our ground speed although it was somewhat cooler at 3,000 feet msl. Dust devils reached up high into the air and we were careful to avoid

possib]e,Thc engine quieted but my vario was still showing 800 fpm up! I never could sec any visible signs of a convergence, but at 6,000 feet the turbulence made it appar·cnt that l was going through one. I could also sec that the ground winds had changed by 120°.

The 4,000-foot glide back to New Cuyama (engine at idle) was a pleasant way lo end this adventure and, after landing, the only pressing issue was to quickly break down and get lo Jerry's for margaritas and steaks.

20,-

BLUE STRATOS Power and Towing CHAMPIONSHIPS Article and photos by Keith Nichols

-

-

For years now, hang glider pilots have been looking for some kind of contest sponsorship . It's long been felt that the sport will never rea lly take off or achieve public acceptance without ma jor, sponsored competition . So you can imagine my elation when a PR firm in ew York City called me and said they had a client who wished to sponsor two hang gliding tournaments . Visions of all the spectacular sites I'd flown waltzed through my head as I asked where they wanted them . The waltz came to an abrupt end, however, as I was told they would have to be in Atlanta, Georgia and Dallas, Texas.

Shulton, Inc. , the makers of Old Spice and Breck, were introducing a new men's cologne and after shave called Blue Stratos and the 19:30 test markets were to be Atlanta and Dallas. The client wished to see how well hang gliding could generate publicity.

The only problem that he failed to consider was that neither city had any significant mountains. Alternatives would have to be found .

TOP: The lineup for launch. ABOVE: USHGA Director Dick Turner gets his Eagle ready.

In Atlanta, I got together with Doug Lawton, a long-time professional tow pilot, and we put together a tow kite contest that was held at Callaway Gardens, Georgia, about 1 1 2 hours south of Atlanta . For Dallas, I recruited Gary Scheer and Jerry Kitchens at Lone Star Hang Gliders, long time power advocates, and we set up the first professional powered hang gliding contest, to be held at Air Park , North Dallas.

We were fortunate in Atlanta in attracting many of the top competitors from the Cypress Gardens Tournament. We designed a threefold task using reversing 360's, an alternating gate crossing (LID) task, and a target splashdown . The competitors had to decide when to stop the 360's and go for the gates, and then when to leave off and set up an approach.

After the pilots spent Friday for practice, five rounds were flown Saturday and Sunday for the $5,000 purse. A seeding system was used that constantly moved the better pilots up to fly against the other better pilots. By the fifth round, T.J . Beatty had moved into first , followed by Robert Bailey, Matt Wagner, Matt Bablitz, and Campbell Bowen . These five were battling it out for the big money.

However, round five had a few surprises.

T .J. had an upside down landing, knocking him down to fifth ; Dave Ledford, with a very high-scoring flight, moved up from 11th to fourth ; Campbell slipped down to eighth and Bruce Pemberton moved into third with a perfect score, 3, 100-point flight.

But the real battle was between Robert Bailey and Matt Wagner. Robert was 208 points ahead of Matt going into round five.

Matt went for the maximum 360's getting 1,000 points, leaving Robert with 800, but Robert took the gate crossings for his 1,000 giving Matt 800, still tied in the task going for the landing area . This was when Matt turned on . Robert landed only a few feet from the target but Matt planted his feet

dead center in the innertube to pick up not only 1,000 points to Robert's 750, but also a 100-point bonus for the bullseye. Gaining 350 points on Robert, Matt moved into the winner's circle, taking the Blue Stratos Tow Championship and winning $1 ,500 along with a 15-inch high carved Lucite trophy .

In Dallas, we were both surprised and pleased when David oell offered us his AirPark for the weekend . The facility allowed us lots of controlled spectator room, an excellent runway, and tie-downs for the gliders . Through the efforts of the Lone Star people, this contest turned into a full-scale air show. The program each day was opened by a parachute team landing right in front of the crowd, the U.S. ational Aerobatics Champion put on an amazing show in his Pitts Special, the old farmer-steals-an-airplane-and-flies-away-out of-control stunt was staged, and there were flybys and displays of a VariEZ, a 1917 Curtis Pusher, and others.

The competition consisted of six rounds of three different tasks. Task one was a race around a pylon course with a minimum altitude restriction . Task two was a double bomb drop from 50 feet. For task three, each pilot was given one quart of fuel and told to stay up as long as possible. Tasks one and three had accuracy landings on the runway as close to a set line as possible.

Task two only required that the pilot land on the runway .

In Saturday's pylon race, competition experience seemed to give an edge. American Aerolights factory teammates Gil Kinzie

and Barry Gordon turned in the fastest time of the day on their Eagles: 4 min. , 41.08 sec. and 4 min ., 54.39 sec . However, the next day, Terry Pressley blew everyone away with a time of 4 min ., 18.53 sec. There was no question that he had learned what to do.

The bomb drops provided some comic entertainment. The first time around, Tom Peghiny amazed the scorekeepers by placing both of his bombs exactly 21 feet, 8 inches away from each target. Now that's consistency! But he was beat that day for the high score by Barry Gordon with drops of 12 feet , 6 inches and 14 feet, 6 inches.

This was from 100 feet. For Sunday, the

drop altitude was lowered to 50 feet. T his day, the Quicksilver pilots shined. Bob Grassl not only got the best total score of the meet, he got the closest single drop : 5 feet , 8 inches. Tom Peghiny and John Lasko were right behind him, both with drops closer than 10 feet.

The third task of each day proved to be the most challenging. O ne qua rt of fuel was the most a pilot could have and the object was to stay up as long as possible. National and World Champion Rex Miller, flying for Manta Products, had the best duration Saturday by keeping his Soarmasterpowered Fledgling in the air for 15 min.,

TOP: Launch. Note the steep climb. ABOVE: Jerry Welch on the launch deck.

45.39 sec. His closest competitors were Terry Pressley with his Easy Riser, Gil Kinzie, and Eipper factory pilot John Lasko, all over a minute behind Rex. Once again, however, Terry showed that he was a good student. When this task was flown on Sunday, Terry racked up an impressive time of 18 min., 28.06 sec. in bumpy, crosswind conditions, beating Rex this day by just three seconds. The two of them were more than four minutes ahead of their nearest competitors.

By the end of the third round, Pressley, Gordon, Lasko and Loren Prescott had firmly established their leads in that order.

The rest of the standings changed with each round but after all six rounds, it was Terry

Pressley and his powered Easy Riser solidly in first place with 5,621 points.

Gary Davis Roland Alexander

Tow Meet

13,006 12,864 12,747 12,144 12,115 12,070 11,927 11,723

150 100

Power Meet

STANDINGS

Matt Wagner Robert Bailey Bruce Pemberton Dave Ledford T.J. Beatty Bob Wendorf Richard Johnson Campbell Bowen

11,621 11,566

$1,500 1,000 600 500 400 300 250 200

Terry Pressley Barry Gordon John Lasko Loren Prescott Rex Miller Tom Peghiny Bob Grassl Brian Jensen Arion Fowler Gil Kinzie

5,621 5,429 4,970 4,211 4,175 4,103 3,717 3,506 3,296 2,976

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Send to: Delta Wing Kites, P.O. BOX 483 Van Nuys, California U.S.A. 91408

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

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

Right to left: Bob Wasson, Mrs. Wasson, Kris Hartinian, Joe Greblo, Pat Sheedy, Tom ludivico and Dino. Photo by Edy Townsend.

an in-depth ground school. surrounded by assembled gliders and all the other equipment we were going to use, such as harnesses and radios. Then our happy group was ready to fly. l have to admit that I was a little more than nervous about the possibility of having to release over the cold Pacific. One of our group, Bob Wassen, had a splashdown through no fault of his own. Because our tow boat was cut off by another boat just after launch, Bob exe-

The author gets a chance to practice her spot landings. Photo by Alan lord.

cuted an excellent splash landing before our boat had time to pick up speed again. All in all everything went smoothly with just a few releases over the water, and a very good time was had by all.

I managed to stay very dry and enjoyed eleven of the cleanest, coolest, most dirt·· free flights I'd had in a long time. The guys got about eighteen. After the day was over I really felt good about my superman takeoffs, the chance to feel the thrill of free

flight, and the eleven opportunities to practice my shaky spot landings.

Towing certainly is an exciting way to hang glide with a bit of a twist for a change of pace. For those of you who think you need to be strong or think it's too dangerous I suggest you don't let rumors or bad press scare you off. Towing has come a long way and with someone like Peter Brown at the controls you know you are in good hands.

....

I

WHAT IS A TRIKE? A trike is a self-contained motorized landing gear that attaches to tho keel of the glider. The primary advantage of this arran~Jement is that the cage is connected just as a pilot would be, allowing tho conversion from hann

THE STANDARD PP-106 IS STILL AVAILABLE FOR YOU PRONE FL YEl'lS. THE PP-106 WEIGHS LESS THAN 30 LBS. AND HAS BEEN ATTACHED TO MOST U.S. GLIDERS, AS WELL AS MANY OVERSEAS MODELS. SOARMASTER SUPPLIES PROPELLERS FOH MANY POWER SYSTEMS. JUST SPECIFY YOUR HEOUIREMENTS PROPS ARE ALUM. 6061·T5.

IP I

!RI

E

WE

glider to power glider inn matter of

minutes. Since the cage moves about the control bar as a pilot would in a

standard hang glider harness, a rigid seating arrangement allows the pilot to buckle-in securely.

FEATURES OF THE TRIKE: •

• o ei:

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32

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HANG GLIDING

by Bill Figueiredo Deflexorless Leading Edges

be from a load test (preferably before flying it).

I think deflexorless leading edges are the greatest thing since the Flexi Flier definitely a step in the right direction from a design standpoint. Essentially two reactions support the leading edge at the crosstube and noseplate. Such a simple structural system lends itself to numerical analysis.

This is not the case with a bow-sprit leading edge which is virtually impossible to numerically analyze because of all the cable attachment points. The only way to determine the deflection characteristics of a bowsprit leading edge under flight loads would

On the other hand, the deflexorless leading edge bending moment distribution can be determined from statics (Figure 1). If the stand-up keel pocket is assumed not to carry any of the flight loads, then the leading edges carry it all, and the problem becomes statically determinate resulting in loading, shear and bending moment diagrams like in Figure 1. To get the precise solution, a special loading test must be done to determine what share of the flight loads the stand-up keel pocket is taking.

The interesting part of the solution is that

BENDING STRESS DISTRIBUTION - DEFLEXORLESS LEADING EDGES BENDING MOMENT

TIP

~

m

ROOT

SHEAR

Rl

·-en WC

en

C

SPAN LOADING PER FOOT

m

.c

Rz

Rl FIGURE l

34

HANG GLIDING

I.

CL

= +. 75

CMo= +.l

CL= -.35

III.

CL= +.15

6

.

Parasitic Drag Reduction The Crosstube

=

v.

CL= +.05

a

,,t,.

BATTEN MEAN CAMBER LINES - FIGURE 2

there is an optimum deflexorless leading edge design for a given sail planform. If the crosstube/leading edge junction is too far out on the leading edge, the bending moments become excessive between the noseplate and the crosstube causing the leading edge to collapse. If the crosstube is too close to the noseplate, the tip breaks off. This optimum crosstube reaction point location is a function of the sail loading and isn't difficult to calculate for a deflexorless leading edge.

Mean Camberline Profiles (Batten Shapes) Mean camberline profiles (batten shapes) are pretty straight forward for an JANUARY 1981

camber. So if I ever get back into the jet engine business, I'm all set with that profile.

I've actually seen the second batten shape on some hang glider tips, although it is kind of inefficient because it generates a negative lift coefficient of - .35, but has a positive pitching moment of + .1. The next three batten shapes are mean camber lines that I consider usable on some hang glider designs. All three shapes meet the HGMA positive pitching moment coefficient specification of + .05.

The value of lift coefficient created by the profile itself is peanuts, and in order for a typical hang glider wing to generate a lift coefficient large enough to lift the gross weight, it has to generate lift through angle of attack. So the only purpose of the batten profile is to insure that the free-stream flow meets the leading edge smoothly over a wide angle of attack range and flows over the wing in such a fashion that it generates a positive pitching moment.

This isn't always the case in some batten profiles. Some battens don't have reflex as in Figure 2, but have straight backs. This shape has a negative pitching moment, although it's small; so small that they are popular for helicopter blade profiles (Reference 4). With enough tip washout, the wing could be made positively stable with these negative pitching moment profiles.

aerodynamicist to calculate (Reference 6).

Unfortunately the theoretical batten shape may have nothing to do with reality. The first profile in Figure 2 has a 2-D lift coefficient of + .75 and a positive pitching moment of + .1. Unfortunately it has too much camber for a hang glider application because of separation off the bottom and top surface. I haven't given up entirely on it though. It might work for a high-pressure turbine nozzle profile. In a typical fighter jet engine the pressure may drop by four or five atmospheres across the high-pressure turbine. Turbine nozzles have what is known as a positive pressure gradient as opposed to an adverse pressure gradient.

The flow is literally sucked around the blade without separation, regardless of the

There are a couple of ways to get rid of crosstube drag area - either by hiding it like the Comet or Sirocco or by using fairings. There are some structural problems with hiding a crosstube and fairings are great if they are at the right angle of attack, although fairings are a hassle to pack up after flying.

A real novel approach to crosstube drag reduction is tripping the laminar boundary layer on the crosstube to a turbulent state (Figure 3). The turbulent boundary layers can negotiate the trailing edge of the crosstube more efficiently than laminar ones, and as a consequence, the separation region on the backside becomes much narrower. This is the precise reason golf balls are covered with turbulator pits. They just go much further. The tricky part of doing it for a hang glider crosstube is that there is an optimum grid roughness to crosstube diameter ratio for a particular flight speed (Reference 3). At low flight speeds the turbulators don't do much for you, but at high flight speeds, since the parasitic flat plate drag area of the cross tube is 30 % to 40 % of the total, the proper choice of grid roughness could reduce the drag on the crosstube 35

by a factor of three or four, which isn't too shabby. The turbulators have a great angle of attack range ( ± 45 °) and should pack up conveniently.

Multiple Coplaner Wing Planform Designs The big difference between flying wings and monoplane, canard, or Montgomery wing designs is that besides the induced drag of each individual wing, there is the interference drag of the front surface upon the rear surface. It is sort of like designing a biplane; if the two wings are sandwiched closer than a chord length, serious flow field interference occurs between the two wings. This interference phenomenon is twice as serious in biplane design because both surfaces interact with each other, but in coplanes, monoplanes, canard and Montgomery wing designs only the induced interference of the front surface is convected over the rear surface.

The interference calculation is something like the interference calculation for a biplane, but a coordinate transformation is performed (Reference 7). The resulting interference factor is plotted in figure 4. The actual interference drag between the two surfaces is: D,, = SPAN,)

(TX (LIFT,

X

LIFT,)/(SPAN,

hang glider. Variable geometry usually implies large in-flight wing planform changes, but in hang gliding, in-flight billow and C.G. adjustment would probably suffice.

The variable geometry concept is sweeping up in sailplane competition. John McMasters, apparently the next Low Speed and Motorless Flight Symµosium warlord and master of ceremonies, wrote a series of articles in Soaring magazine which discussed the incredible performance capabilities of variable geometry sailplanes.

Essentially the pilot could dial in 50% span increases, 50% chord increases, and camber increases. He could dial in whatever LID, sink rate or flight speed he needed for flight conditions. There is one small problem with variable geometry sailplanes, however. A good German one goes for 500,000 marks,

implying that all the people winning the competitions are either rich or sponsored. I think this is a pity.

Hang gliding doesn't have this problem, though, so I don't think variable geometry hang gliders will be outlawed from competition because of prohibitive costs.

Variable geometry hang gliders aren't a new idea. I remember talking to Tom Peghiny a few years ago about having an in-flight expandable crosstube for billow adjustment.

There is reference to it every once in awhile in the technical literature. Reference 6 describes the exciting possibilities of varying the cable trailing edge tension in-flight on Princeton Sailwings.

The advent of the floating crosstube in hang gliding has exciting variable geometry possibilities. Without too much imagina-

CROSSTUBE

X

So the actual interference drag is a function of how the surfaces are loaded, and also their spans. The important thing is to get the interference factor ( er ) small, because it's just multiplied by the whole mess. To minimize the interference, the wings have to have their aerodynamic centers separated by a tolerable distance (1 in Figure 4). For example, a good Montgomery wing design (front span, B,, equals rear span, B2 in Figure 4) has the front and rear spans separated by a semispan. This amounts to having '1] , the non-dimensional separation distance in Figure 4 greater than .5. The same calculation can be done for Quicksilver monoplanes and Eagle-type front canard designs. Just calculate '1} and if the interference factor, er , is .1 or lower, you probably have a pretty clean multi-surface design.

WITH TURBULATOR STRIPS

WAKE VELOCITY PROFILE

CROSSTUBE

Vaiable Geometry Hang Gliders (Variable Inflight Billow and C.G. Adjustment) WITHOUT TURBULATOR STRIPS I think the hottest hang glider technology concept that should be developed in the next few years is the variable geometry 36

CROSSTUBE DRAG REDUCTION - FIGURE 3 HANG GLIDING

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l NONDE1-JENSIONAL SPACING BETWEEN SPANS

~ =

1. 5

1.0

•5

.1

.2

.3

fi[GURE 4

tion, a floating crosstube could be designed for billow variation by merely moving the pivot point fore and aft. The glider could be trimmed up for 360's by merely moving the pivot point left or right. The design of the adjustable crosstube is a mere mechanical engineering problem - definitely beneath an aeronautical engineer. If this pivot adjustable crosstube could be coupled with a variable pilot C.G. attachment point, the glider would have incredible performance capabilities. The pilot could tighten up the sail for cross-country work, or loosen the sail for minimum sink capabilities. The day of the flex wing is coming. Because it is very difficult to make a variable geometry rigid wing (Fledge, Quicksilver, etc.), the variable geometry flex wing eventually could out-perform rigid wings.

REFERENCES 1. Data Acquisition Products Catalog.

Analog Devices Incorporated, Norwood, Massachusetts. Copyright 1978.

2. French, K. E., Dimensionless Products of Parachute Inflation. J. Spacecraft, Vo. 6, No. 10, October 1969, p. 1199.

3. Hoerner, S.F., Fluid-Dynamic Drag, Hoerner Fluid Dynamics, Brick Town, N.J. Copyright 1965, p. 3-10.

4. Hoerner, S.F., Fluid-Dynamic Lift.

Hoerner Fluid Dynamics, Brick Town, N.J. Copyright 1975, p. 2-22.

JANUARY 1981

~

.4

INTERFERENCE FACTOR

5. Horlock, J.H., Axial Flow Turbines, Fabert E. Krieger Publishing Co., Inc., Huntington, New York, Copyright 1973, p. 38.

6. Kuethe, A.M. Chow, C.Y., Fowzdations of Aerodynamics: Bases of Aerodynamic Design, Third Edition, John Wiley & Sons, Copyright 1976, p.

119-145.

7. Larrabee, E., Design of Propellers for Motorsoarers. Science and Technology of Low Speed and Motorless Flight, NASA Conf. Pub!. 2085, Part 1., p.

297.

8. Maughmer, Mark D., A Comparison of the Aerodynamic Characteristics of Eiglzt Sai/wing Airfoil Sections.

Science and Technology of Low Speed and Motorless Fliglzt, NASA Conf.

Publs. 2085, Part 1, p. 160.

9. TM 990 Power Basic Reference Manual. Texas Instruments Incorporated, Houston, Texas, Copyright 1978.

10. Von Mises, R., Theory of Flight, Dover Publications, Inc. New York, New York. Copyright 1959. p.

244-250, p. 381-411.

Name _ _ _ _ _ __ Address _ _ City

_

__ __ -

State _ _ _ Zip ___

......

37

HIGH

Iii

•

Have you ever been in the position of gaining gobs of altitude, so much so that the possibility of hypoxia seems at hand?

At what altitude would you be affected?

What symptoms would you have? Could you recognize the symptoms? What effects would these symptoms have on you? What can you do (or stop doing) to reduce the effects of hypoxia on yourself, or at least postpone them for a higher altitude?

You can answer these questions and more by participating in a session of physiological testing sponsored by the FAA and the U.S. Air Force. Four Arizona Hang Glider Association pilots recently participated in one of these programs at Williams AFB, near Phoenix. On Sept. 10, 1980 Miles Fagerlie, Hans Haydrich, Phil Richards and Bob Thompson, along with 16 other pilots, both private and commercial, spent 7 1/2 hours learning about flight-related physiological problems, including hypoxia, hyperventilation, the bends, night vision complications, spatial disorientation, trapped gas

YOU GET HIGH? Article and photos

by Bob Thompson

38

and evolved gas disorders, central nervous system (CNS) disorders, self-imposed stresses, and more. Anatomy and physiology of the inner ear, eye, lungs, circulatory and digestive systems were carefully explained so we could understand not only what the physiological problems were, but also what causes the problems and how can we as pilots counteract or postpone them.

Much of the information on hypoxia and hyperventilation presented in the physiological training session has previously been elaborated upon in an excellent and informative article by Alan Reeter: "To Breathe or Not to Breathe." Rather than duplicate his article here, I'll leave it to you to go back to the February 1979 Hang Gliding and read it for yourself.

We arrived early, not wanting to miss anything. The program began promptly at

8 a.m., as one might expect at a military installation. Most of the morning was spent in lecture sessions, with the baromey chair demonstration being the only time we actively participated in the program. Hans volunteered to be the guinea pig in the baromey chair. Blindfolded and slowly rotated in the chair, Hans became disoriented, as a pilot might in a cloud.

When he moved his head perpendicular to the rotating movement, as we might while looking around in our gliders, he suddenly became violently disoriented, which, if he had been piloting a plane or glider in a cloud would have undoubtedly resulted in an uncontrolled spin or spiral dive. Anyone interested in flying in clouds would be well advised to take a baromey chair ride first.

After lunch at the Officers Club we returned for another short lecture, then donned red goggles in a dark room to prepare us for a session on night vision complications. The wide range in individuals' physiological capabilities first began to surface in this test. There were few owls amongst us.

A few bits of information which I found especially interesting in our lecture were: 1. Gin and tonic destroys part of the inner ear. This could aggravate any equilibrium/ disorientation problems a pilot might get into.

2. Marathon running and jogging is hard on pilots. This slows down heart beats and lowers blood pressure - just the opposite of what you need at high altitudes.

3. Carbon monoxide is attracted 250 times more to blood hemoglobin than oxygen. Think of that next time you ride in the back of a truck or camper on the long drive up to your favorite high launch point.

4. Make sure the water level is up in your body. Coffee, tea, colas, Gator Aid, beer, etc. add liquid to your stomach, but because of their chemical makeup (acidity, salts, etc.) they reduce water levels in your blood. For best results, drink water.

5. Within a 24-hour period don't mix scuba diving and high altitude flying of any kind, commercial or hang gliding. This may cause an evolved gas problem which could seriously incapacitate you.

6. Stay away from beans, carbonated beverages, and other gas producing foods prior to high flights. A lowering of the pressure on the outside, as you gain lots of altitude, allows for greater expansion inside. The trapped gas problems which could result might not feel too pleasant. (On the other hand, maybe a taco thermal might help keep you up in marginal conditions!)

While we were at 25,000 feet in the altitude chamber numerous double flutter blasts were emitted. Handily, there is a rapid air HANG GLIDING

Hans Haydrich in the baromey chair.

The participants begin at 25,000 feet.

Hypoxia sets in.

exchange in the chamber and no nasal passages were offended.

The high point (take that however you wish) of the program was at the end of the day, about 1/2 hour in the hypoxia cham·· ber. We were split into two groups, allow·· ing us to observe others while our minds were functioning normally. We were carefully briefed on what to expect and look for, fitted with oxygen masks, and the massive vault-like door was shut. First, we went up to 10,000 feet and checked all the people and systems. A few adjustments and we were off to 25,000 feet. Ears popped, some eyes blinked nervously, and we were there. Now for what we primarily came here for off with the oxygen masks. Our bodies were now in the same pressure and oxygen percentage equivalent to flying at 2.5,000 feet. Conditions were optimal, however, as the temperature was comfortable, we had not physically horsed our gliders around to get that high, and stress factors were almost non-existent. We also had highly trained personnel in the chamber with us (they stayed on oxygen) and outside (controlling everything), who JANUARY 1981

Author Bob Thompson.

could advise or help us with any situation, including mental or physical distress.

We were given a sheet of paper with various mental tasks to perform. In one to six minutes everyone showed some signs of hypoxia, some sooner, some more prominantly. It was fascinating! Several people looked like they were in a drunken stupor, some looked almost hyper, a couple were euphoric, some hand writing got very sloppy, some people failed simple arithmetic problems (2 + 4 Tl), some had recall problems. After six minutes I was still able to write and do math just fine; the only symptoms I was aware of was slight tunnel vision and deeper breathing. Upon coming out I was informed that I showed a pronounced blueing around the mouth and fingers.

Our trip to 25,000 feet had been very educational. We all experienced some hypoxia (under safe and controlled conditions) and were able to sec, feel, or be told about how each individual showed signs of hypoxia. Many of the questions I presented in the beginning of this article had been answered.

One last experience we participated in

was a rapid decompression such as might be experienced in a pressurized aircraft when a window or door blew off. This certainly would not pertain to hang gliding, but it was interesting, nevertheless. Ears pop·· ped, the temperature plummeted, and the air fogged up. The vault-like door was opened, we removed our masks, and the day's activities were over.

As I sit here writing this article, looking over my notes, and thinking of our experience, I am still amazed at how much information was presented in one day. It was definitely time and money well spent.

If you or your local club would be interested in participating in a similar session of physiological testing contact your nearest FAA coordinator or write to: Mike Moroney Aeronautical Center General Accounting Branch, AAC23B P.O. Box 25082 Oklahoma City, OK 73]2.5 The cost is FAA medical.

and you will need a current

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5

GENERAL METEOROLOGY: PART I Introduction to Global Circulation

by Rick Jesuroga Rick Jesuroga is a 25-year-old hang gliding enthusiast and meteorology student at Metro State College in Denver, Colorado. A former ski addict, Rick moved from Connecticut to Colorado in 1976 to take in some western powder, saw a Sun Swift fly off Lookout Mountain in Golden and started lessons the next day.

Rick continues his studies at Metro State with a specialty in thunderstorms, and instructs the blind and handicapped ski program at Winter Park, Colorado. The National Center for Atmospheric Research is located about 20 miles from his residence and provides an excellent source of information.

This is the first in a five-part series broken down as follows: PART 1: Introduction to Global Circulation PART 2: High and Low Pressure Systems PART 3: Divergence and Convergence Aloft PART 4: Warm and Cold Fronts and Cloud Types PART 5: Lifted Index and Soaring Forecasts In the Denver area meteorology is a prominent field of study, with the National Center for Atmospheric Research (NCAR), the National Oceanic and Atmospheric Administration (NOAA) and the National Oceanic and Atmospheric Survey, all located in the Denver Metro area. Rick's series should certainly prove enlightening and informative.

-Ed. JANUARY 1981

Ever since recorded history, man has been bewildered by the sky and the stars.

Ancient cultures believed the weather was controlled by gods and the heavenly bodies. Amazingly so, today some hang glider pilots still believe in thermal wizards

tempting to become a part.

As for most hang gliding enthusiasts, hang gliding has become a big priority in my life. Hang gliding and meteorology go together like peaches and cream, like varios and control bars, like harnesses and cara-

Cold Air Descending SINGLE CELL THEORY

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Figure A.

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and invisible dragons. I think Galileo would roll over in his grave if he heard some of the explanations of weather-related phenomena by the average hang glider pilot.

Only a few years ago while in a desperate effort to get out of the flush, I would yell "Help Mr. Wizard," as I was certain some non-terrestrial being pulled the plug. After lots of scary flights and many fruitless screams, I decided it was time to learn more about this new element of which I was at-

biners.

Recent glider design innovations and pilot eduction have provided us with flights of over 18,000 feet and over 100 miles. As this trend continues, it will become important for us as pilots to be more familiar with the elements of our atmosphere and less dependent on the wizards.

The cumulative content of this series of five articles will help enhance your knowledge of our atmosphere, unfolding the secrets of the sky. You must remember 41

that I can only touch on areas I feel will be of importance to you. Research in more detailed areas will be left to the interested reader. Before we can understand the flow of the atmosphere and how forecasting is accomplished, it is important that you have a general understanding of the global circulation.

Of course, the atmosphere provides us with the necessary elements to survive. Air is a mixture of several gases. The most abundant are nitrogen 78%, and oxygen 21 % . The remaining 1 % is made up of argon, neon, helium, carbon dioxide, ozone and water vapor. Without this precious mixture, humans wouldn't survive. The atmosphere, however, was not placed here for our survival; we are a mere by-product of our environment. The atmosphere was produced long before man or woman. The atmosphere provides a method of transporting hot and cold air. Without this circulation the poles would freeze over forever while the equatorial regions would boil indefinitely. The global flow will show us how this circulation is accomplished.

Initially the atmosphere is set in motion by the imbalance of solar radiation from the sun. As the equator receives more direct rays from the sun than the polar regions, intense heating at the equator causes the air to become less dense and rise aloft. Cold, dense air above the poles descends to the surface and flows downward toward the equator replacing the rising warm air. Here we see our single cell theory (see Figure A).

First, we'll define a cell as an area enclosed by arrows showing the circular air flow. Here we see a cross section of our atmosphere. The single cell theory only exists in theory. Illustrating only one cell in each hemisphere, it shows the initial movement of hot and cold air. The triple cell theory gives us a more realistic illustration of actual air currents. From this point on, we will deal with the northern hemisphere alone. The southern hemisphere is an exact mirror image of what takes place north of the equator.

The triple cell theory is the result of the earth's rotation on our single cell. The rotation of the earth has a different effect on the atmosphere at different latitudes (see Figure B). For illustration, note carefully the paddle wheels drawn on the equator and the north pole. As the earth rotates, the paddle wheel located on the equator does not actually spin relative to the earth's axis.

The paddle wheel located on the north pole however, spins counterclockwise as the earth rotates around its axis. If the paddle wheel at the north pole were moved southward to 60°N, it would still spin as the

42

TRIPLE CELL THEORY .("'"t- <-- ,.._ ..._

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earth rotates, but not nearly as fast. If we moved it southward again to 30°N, it would spin even more slowly than it did at 60°N. Finally, at the equator, the paddle wheel would not spin at all relative to the earth's rotation. This is known as the Coriolis Parameter. At different latitudes, it affects the apparent motion of the air flowing over the earth's surface. The Coriolis Parameter also has an effect on high and low pressure systems. We'll look further at high and low pressure areas in Part II of this series. Now back to our cells.

The cell originating from the equator is known as the Hadley cell. Warm air rises at the equator and heads north. As this air gets colder and denser, it descends at about 30°N. This cold, dense air creates high pressure at the surface while pressures at the equator are generally lower. At 30°N, we find the subtropical high while the equator is generally referred to as the equatorial low.

The polar cell up on top of the earth has the same type of circulation. Warmer air at 60°N rises and heads north. As this air becomes colder and denser, it descends to the surface at the north pole creating a semi-permanent high pressure region. This air then pushes southward along the surface to replace the rising air at 60°N. This area is referred to as the polar low.

The middle cell, called the Ferrell cell, is less well-defined than our other two cells, but can be observed statistically. The circulation within this cell travels in an opposite direction than our other two cells, as shown in Figure 13.

The curving vertical lines in the center of our triple cell illustrate the Coriolis force on each of the three cells. Surface winds from the equator to 30°N are generally deflected toward the southwest. These are called the

northwest tradewinds. They received their designation from the early sailing ships conducting trade within that region. Surface winds from 30°N to 60°N are generally westerly. Aside from surface heating over land masses during the day which change local wind directions, we can note that weather systems over the continental U.S. flow from west to east. Surface winds in the polar regions are also easterly as the polar cell flow is the same as the Hadley cell.

Santa uses these winds to fly his reindeerpropelled glider southward during Christmas. Be sure to note the similarities between the curving lines in the middle of our illustration in relation to their corresponding cell. One last feature among our cells is the jet streams.

There are two jet streams in the northern hemisphere. As shown in Figure B, the subtropical jet originates at the top of the descending portion of the Hadley cell. It ranges in altitude between 50,000 feet and 60,000 feet. The polar jet is located around 60°N but does wander in latitude considerably. It is much stronger in speed and much lower in altitude. In the winter, it is not uncommon to find the polar jet sweeping across the U.S. with speeds of over 150 mph at 30,000 feet. The polar jet also contains smaller pockets of extremely highspeed air called jet maxima. We'll learn more about the jet stream and the role it plays in shaping our soaring weather in Part III of this series. A total view of our atmospheric layers will complete this section on global circulation.

First, we have the troposphere which is our closest layer to the surface. 80-90% of all weather occurs here. The thickness is greatest at the equator where warm, buoyant air rises, and least at the poles where cold, dense air descends. At the

HANG GLIDING

LAYERS OF THE EARTH'S ATMOSPHERE

Figure C

40,000

40,000

feet

feet

30,000

30,000

feet

feet

20,000

20,000

feet

feet

10,000

10,000 feet

Figure D

equator, the troposphere reaches up to 12 miles while at the poles its top is about 4 miles (see Figure C). Temperatures in the troposphere decrease with height on the average.

Next, a small, thin layer called the tropopause lies between the troposphere and the next higher layer. The tropopause acts as a lid or cap on the troposphere. As the troposphere descends in altitude over the poles, so does the tropopause. The tropopause however, has the unusual characteristics of "breaks" where there is a dramatic change in altitude of the layer (see Figure D). It is within these breaks that we often find the jet streams.

The next layer is the stratosphere. The stratosphere is between 26 to 29 miles thick.

JANUARY 1981

feet

There is no temperature change with altitude in the lower regions. In the upper regions however, the temperature increases with height. This is a very stable layer which keeps most towering cumulus development below. While most commercial jetliners travel in the troposphere near the tropopause, the French built SST Super Sonic Transport operates within the stratosphere. A lot of controversy about permanent damage to the environment from operating such aircraft in the stratosphere has kept scheduled flights of the SST out of the USA. Above the stratophere is another thin layer called the stratopause. It too acts as a lid or cap on the stratosphere.

Next we have the mesosphere which is about 19 to 22 miles thick. Here, tern-

perature decreases with height much like the troposphere. Gravity affects the atmosphere up to the top of the mesosphere.

Above this layer is the ionosphere where electromagnetic forces from the earth's poles prevail.

Within the ionosphere, the temperature increases with height very rapidly. At the top of the ionosphere, the temperature is over 2,200°F. Twenty-four hours after solar flares occur on the sun, positive and negative charges in the ionosphere disrupt radio communications here on the surface.

The magnetosphere is the last layer above the earth. The magnetosphere is responsible for the northern lights or the Aurora displays after solar eruptions on the sun. The earth's magnetic field (magnetosphere) is directly caused by the interplay of fluid motions and electric currents in the liquid core of the earth. The magnetosphere and the ionosphere are sometimes termed together as the thermosphere.

All of these layers combined make up our atmosphere. Although upper atmospheric layers may not have a direct influence on our great sport of hang gliding, your basic understanding of what is up there will give you greater insight into atmospheric changes that occur down below.

Part II of this five-part series will offer some valuable insight into the flow of high and low pressure systems.

Once you have understood the material in this series on general meteorology, you won't have to rely on the wizards and dragons to tell you what the air is up to.

And even Galileo will once again rest in ~ peace.

DELTA WING EXPANDS Delta Wing Kites & Gliders needs a manager for retail store and school.

We need an energetic person willing to assume full operating responsibilities on an investment or employment basis. 4 bedroom house at landing area available, constant source for students, latest FM radios and modern equipment to operate with.

Only one other school in population density of almost 3 million. A great opportunity for enthused person wishing to get involved in all facets of hang gliding - retail sales - instruction (foot launch and powered) competition - the certification program and Southern California flying.

Please send resume to or contact - Bill Bennett at P.O. Box 483, Van Nuys, CA 91408 or call (213) 787-6600 office, (213) 989-9745 home.

43

·CLASSI-FIED

ADVERTIS.INCr

Art Anderson supine harness, Bell helmet. All in excellent condition and will sell for $850. Omaha, TX (214) 884-2880.

the SERVICE that counts. Hang Gliders West, 20-A Pamaron, Ignacio, CA 94947. (415) 883-3494. Hours 10:00 - 5:30.

WILLS WING OMEGA 220 - Excellent condition, tow bar, floats, Featured on the cover of Hang Gliding. April 1979. (601) 939-5425, 8:00 to 5:00, Miss.

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.

Schools and Dealers ARIZONA DESERT HANG GLIDERS - 4319 W. Larkspur, Glendale, AZ 85304 (602) 942-4450.

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.

Rogallos ANTARES - Excellent. Striking colors. $595. T. Zinke, (805) 964-0671 days; (805) 964-7529 eves.

ASG-21 - 145 sq. ft. Light blue leading edge and keel.

Good condition. $500. (215) 672-3299.

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.

CONDOR 178 - All white with red "UP." Never crashed. 2024's very deluxe glider. $800 includes Cloud Harness. (206) 568·6926.

CUMULUS 10 - VERY good condition. $350. T. Zinke, (805) 964-0671 days; (805) 964-7529 eves.

LAZOR 1190 - Blue/white, high-timer but good flyer. $500 firm. Mike, (805) 496-5549.

MOSQUITO 166 - Excellent condition, beautiful sail. $1,000. STRATUS V 148 - flies nice. $400 or offer.

(801) 582-6447.

MOYES MEGA MARK II - 4 months new. Super clean sail with mylar. Black leading edges and keel pocket.

Body of sail sky blue with colored tip panels, orange, red and yellow. $1,375 includes fairings. (805) 653-0633.

OLY 180 - Excellent condition, and Electra Flyer prone harness. $850. Greg Warney, General Delivery, Jackson, WY 83001. (307) 733-5095.

RAVEN 2Z9 - 1980 model, only 3 hr. airtime. Asking $1,400. Canadian funds, o.b.o,. Phone: Robin Casey in Williams Lake, British Columbia 989-4445.

RA VEN 209 - Excellent condition, split panels, clean, now owned by Wills Wing sailmaker. $1,000. Call (714) 547-1344 or (714) 831-6138.

SEAGULL Ill Z - 17'. Pilot wt. 80-135 lbs. Ideal trainer, good condition. $350 inc. harness, bag. Tom Connaughton, (602) 897-0484, P.O. Box 28171, Tempe, AZ 85282.

SENSOR 183 FOR SALE N.H. 03818.

Write Box 1923, Conway,

SENSOR 210 E - $900. Also, World Record Tandem ALPHA 245, $800 or make offer. (714) 789-3103.

STRATUS V BOWSPRIT - 148 sq. ft. Lime green leading edge and keel. Excellent condition, must sell. $850. (215) 672-3299.

UP Mosquito 166 743-3797, So. Cal.

Excellent condition $950. (714)

WILLS WING ALPHA 185, 1978 - Flown six times.

White with brown leading edges and center panel. Also,

44

FREE PILOT'S SUPPLIES AND HANG GLIDER CATALOG. Textbooks, kites and accessories.

Weedhopper dealer, write: Pilot's Haven, P.O. Box 39287, Dept. G, Phoenix, AZ 85069.

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

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

HANG GLIDER EMPORIUM OF SAN BERNARDINO now open serving the San Bernardino-Crestline area.

Wide selection of instruments, accessories, gliders and spare parts in stock. Demo flights available on stock gliders to experienced pilots. Complete lesson program available.

Gliders in stock: NEW .. all sizes Firefly IIB .. .... all sizes Condor.. .... all sizes Raven ..

Harrier Comet Moyes Mega IIB MOTORIZED: Pterodactyl Easy Riser USED SIZE Condor. ... ... 151, 178, 194 Firefly IIB .. . 216 Seahawk .. . . 200 Alpha.. . .......... . . ...... 185 Mosquito .. . , . 146, 166 Raven. . 179, 209, 229 SST. . . lOOB, lOOC Universal X-C.. . (Wills Wing) 185 Lazor Comet Harrier 10 Meter Shop conveniently located on road between takeoff and landing. 4095 North Sierra Way, San Bernardino, California 92407 (714) 886-6454. Santa Barbara location-613 N. Milpas, Santa Barbara, California 93103 (805) 965-3733 (Hang Glider Emporium of Santa Barbara).

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 only 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. (805) 581-3395.

COLORADO FOUR CORNERS SCHOOL OF HANG GLIDING since 1974. Certified instruction. All major brands, in-

"PROPELLERS" //

~ ,I

Turn your GLIDER into a rocket with a custom made PROP* by BOYD,

2 ft long, , , .. , . , , . , , ... $ 50,00 4 ft long, . , , . , , , , . , , . , , , , 75.00 6 ft long,.,,, .. ,,.,, .. ,, 100,00 Built to your specs,

BOYD ENTERPRISES 3507 W, 7th St. Hutchinson, Kansas 67501 (316) 665-3728

HANG GLIDER EMPORIUM OF SANT A BARBARA - (formerly Channel Islands Hang Glider Emporium) - in business since 1974 representing all brands of gliders, instruments and accessories. Complete lesson program from Beginner to Advanced available. Full line of gliders, varios, harnesses, helmets, spare parts, etc. in stock. Check our ad under HANG GLIDER EMPORIUM OF SAN BERNARDINO for gliders currently in stock. Located just minutes from U.S. 101. 613 N. Milpas, Santa Barbara, California, 93103 (805) 965-3733. San Bernardino shop - 4095 N. Sierra Way, San Bernardino, California 92407 (714) 886-6454.

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 & Accessories.

KEN FLOWERS Madera, CA (209) 674-1310.

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

No Mountains? Soar Anyway!

FLY THE FLATLANDS! Tow Systems for All Makes of Hang Gliders.

Tow system w/top and bottom release $400 and flotation additional with spread shackles $ 10 2 point pulley bridle $ 30 Boat release with carabiner $ 45 All orders require 50% deposit.

Texas residents add 5% sales tax.

Send $1.00 for information package to; KITE ENTERPRISES Telephone Inquiries Invited; 1403 Austin Street Dave Broyles Evenings (214) 438-1623 Irving, Texas 75061

HANG GLIDING

FREE!

GLIDER RIDER BUMPER STICKER t.=·__·:_\.·.·- ~-. ;-:~~--, /-C::-'.::~'·-:c~::·_ea_

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With Your Subscription Subscribe Today!

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Zip

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D.C. Certified instruction, sales and accessories, 3505 Rhode Island Avenue, Mt. Ranier, MD 20822. (301) 434-1717.

eluding powered gliders. Repairs & accessories. Box 38, Hesperus, CO 81326. (303) 533-7550.

GOLDEN SKY SAILS - USHGA certified school, foot launch, power and towing. Advanced mountain soaring, ground to air communication and video replay.

Distributing Wills, Electra, Odyssey and Golden Prone Harnesses. Dealing Lancer, Stratus, Manta, Highster, Sunbird and Bennett. We have complete airframe, sail repair and custom fabrication facilities with a huge inventory of parts and accessories. Seagull replacement parts. Call or write for free information: 572 Orchard, Golden, CO 80401. (303) 278-9566.

MICHIGAN 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.

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.

AIR SKY-HIGH. We offer you more if you want quality. Certified experienced instructors, beginning - advanced lessons, Rigid wing, flex wing, parts and service for any quality glider. Featuring Bennett, Lancer, Stratus, Seagull, UFM. Dave, Caroline, 2340 Britt N.E., Albuquerque, N.M. 87112. (505) 293-6001.

NEVADA

MARYLAND

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 3/, mile from Warren Dunes. We are the oldest school and offer the most professional training in the mid-west. The owners placed 1st and 2nd in Open Class and 2nd in Class I at the '77 U.S. Nationals.

We sell and service all brands of kites and motorized units. If you' re thinking of moving up - check with us first, your used kite may be worth more than you think.

Come fly before you buy. 11522 Red Arrow Hwy., Bridgman, Mi. 49106. (616) 426-3100.

THE WASHINGTON SCHOOL OF HANG GLIDING, INC. Serving Maryland, Virginia, and Washington,

SOUTHEAST MICHIGAN HANG GLIDERS- We have what you want! A 400-ft. soaring site, a SO-acre

TRADEWINDS HANG GLIDING CENTER - Open every good day. USHGA certified instructors, gliders, observers. Moyes, Wills Wing. Box 543, Kai\ua, Hawaii 96734. Contact Mike or Lani at (808) 396-8557.

NORTHERN SUN HANG GLJDERS, INC. Dealer for all major non-powered and powered brands. USHGA certified instruction. Owners/managers of the Hang Gliding Preserve, soarable ridge with tramway lift.

When in the North Country stop by and test our line of gliders and enjoy the sites. 628 W. Larpenteur Ave., St. Paul, MN 55113 (612) 489-8300.

NEW MEXICO

LOOKOUT MOUNTAIN FLIGHT PARK (formerly Air Space) Beginning through advanced training, 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.

HAWAII SCHOOL OF HANG GLIDING - Complete USHGA certified lesson program. Equipment sales, service and rentals available. Write or call for more info.

P.O. Box 460, Kai\ua, Hawaii 96734. (808) 262-8616.

ALOHA!

MINNESOTA

BUFFALO SKYRIDERS, INC. - Southwest's hang gliding headquarters. Instruction, sales and service for all types of gliders. Coronado Airport, P .0. Box 4512, Albuquerque, N.M. 87106. (505) 821-6842.

GEORGIA

HAWAII

park for ultralights and a Yarnall skyhook for towing.

Dealers for UP, Electra Flyer, Delta Wing, Weedhopper Soarmaster and the incredible Eagle. Since 1975 24851 Murray, Mt. Clemens, MN 48045. (313) 791-0614.

HIGH SIERRA HANG GLIDERS - 1000 N. Plaza, P.O. Box 865, Carson City, NV 89701. (702) 885-1891.

The complete hang gliding shop for northern Nevada.

USHGA certified instructor/observer Gary Wood.

Lessons beginner thru advanced - ratings. Featuring

ii

.": J~~~~fir;:~.::= I·~~ Send $4.95 plus $1.00

!or postage and h.andling 10.

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

*** NEW ***

THE FUTURE IS NOW ...

THE ONLY COMPLETE

/

• 25-80 MPH SPEED RANGE • FULL 3-AXIS CONTROL • 50 MPG FUEL ECONOMY • NO LICENSE REQUIRED • WELL-PROVEN CANARD CHARACTERISTICS • COMPOSITE CONSTRUCTION • SHORT FIELD TAKE-OFF • 250 LB, PAYLOAD .• ,oMFH:!.CRUJSE;-

MANUAL ON THE SPORT OF

POWERED ULTRALIGHTS OVER 90 PHOTOS AND ILLUSTRATIONS

DETAILS ON: CHOOSING THE RIGHT CRAFT-BUYING USED EQUIPMENT-FOOT LAUNCHING-WHEEL LAUNCHING-CONTROLSAIRMANSHIP-AERODYNAMICS-MICROMETEOROLOGY-ENGINE CARE AND PLACEMENT-MEDICAL FACTORS AND MUCH MOREONLY $7.95 + 60¢ POSTAGE. ALSO BY THE AUTHOR: $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

• FLYING CONDITIONS -

... GOLDWING GOLDWING, LTD.

$10.95 + 60¢ POSTAGE FOR ANY TWO $14.95 + 90¢ POSTAGE FOR ANY THREE $21.95 + 90¢ POSTAGE FOR ALL FOUR

BOX 1123-H I AMADOR COUNTY AIRPORT JACKSON, CA 95642

SEND CHECK OR CASH TO: DENNIS PAGEN, DEPT. H P.O. BOX 601, STATE COLLEGE, PA. 16801

DEALER INQUIRIES INVITED

DEALER INQUIRIES INVITED

INFO PAC $6.00 I INTRODUCTORY KIT PRICE $34.95

46

HANG GLIDING

Stratus ~THE FINEST QUALITY HAND CRAFTED HANG GLIDER IN THE WORLD.

\Ttt11'1·e Ntt. 1 ;1t

\

Ae1·i;1I 'lecl11~,!l!J.~S Largest, most complete Hang-glider Shop in the Northeast!

sales • ser,,ice • h1str11cthn1

Aerial 'lecl11li1111es /'"~, iiJf/;'€} ROUTE 209, ELLENVILLE, N. Y. 12428 Jb;-(914) 647-3344 ?;;\i- •> · Open Thursday thru Monday 9:00 A.M. - 6:00 P.M. *Dealer inquiries invited

.

BROTHERS fas! and accurate air speed measurements can be made by using the Hall Wind Meler. A valuable instrument for al! hang glider pilots. S21.50

TECHNICAL DATA

Our Seated and Prone Bracke1s shown here with the

Wind Meter. provide an excellent lighlweight

mounting for the

Wind Meter. Seated "\o..,,P -\n,111'

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Bracket $5.00 Prone Bracket S6.00

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Our Control Bar Wheels protect you and your glider on

.,.

and during routine ground

Our

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Antivibralion Bracket

Old Schoolhouse (415) 728-7655 Montara, California 94037

11 t'' control bars. Specify

.

1,

Stratus

that occasional Oad landing

handling. The wheels fit 1" or

securely holds the Wind Meter and prevents vibration from interfering

with its operation on motorized gliders. $6.50

size when ordering.

-"ff(" :c··:.

-! -';

When orde:i~:·::~

~fl.

specify the items ordered _ ~\--and how many of each are desired. Add S2.00 tor C 0.0. orders and for orders lo foreign countries. Telephone orders welcome. Dealer inquires invited.

MAKE CHECK OR MONEY ORDER PAYABLE TO HALL BROTHERS, BOX 771, MORGAN, UT 84050 (801) 829-3232

JANUARY 1981

47

Wills Wing gliders. Complete line of accessories. All major brands available. 30 minutes from Reno and Lake Tahoe. Towing instruction also available.

NEW YORK EASTERN ULTRALIGHTS - Fly in the cradle of aviation. Certified instruction, Wills, Lancer, Atlas, Sensor, Skysports, Electra Flyer Eagle. Sales, service. (607) 569-2442. Route 54, Hammondsport, N.Y. 14840.

ELMIRA AIR SPORTS - Dealers for Wills Wing, UP, Pterodactyl, Eagle, Odyssey Parachutes & Accessories.

Certified instruction. 959 Oak St., Elmira, N.Y. 14901.

(607) 732-1490.

NORTH CAROLINA KITTY HAWK KITES, INC., - P.O. Box 386, Nags Head, N.C. 27959 (919) 441-6247. Learn to fly safely over soft sand dunes through gentle Atlantic breezes a few miles south of where the Wright Brothers learned to fly. Beginner/Novice packages and ratings available daily. Complete inventory of new gliders, accessories an 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, 226 Old Statesville Ave., P.O. Box 339, Huntersville, N.C. 28078. (704) 875-9486.

CATALOG $2,00.

TENNESSEE AIR-POWER INC. - Dealer for most motorized ultralite aircraft. Certified instruction. 3832 Guernsey, Memphis, Tenn. 38122. (901) 324-8922.

MID-SOUTH HANG GLIDERS - Mid South's 011/y factory authorized dealer for: Mania, UP, Bennett. Comet, Fledgling - in stock! Immediate delivery: Firefly, Condor, accessories. Information, prices: Phil and Oliver, (901) 526-0790, (901) 454-1706 anytime. 382 Washington, Memphis, TN 38105.

Products, Sky Sports, Seagull Aircraft. Now accepting dealership inquiries. Call or write: LONE STAR HANG GLIDERS, 2200 "C" South Smithbarry Rd., Arlington, TX 76013. Metro. (817) 469-9159.

LONE STAR HANG GLIDERS. Electra Flyer, Sky Sports, Seagull, Manta and UFM sales, repair, instruction. 2200 C South Smithbarry, Arlington, TX 76013 (817) 469-9159.

UTAH INFINITY FLIGHT SYSTEMS - Utah's most experienced school of hang gliding. Complete instruction, sales, service, advertising and film productions. 898 So. 900 E., SLC, Utah 84102. (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. 700 East 12300 South, Draper, UT 84020 (801) 571-4044.

WASHINGTON CAPITOL CITY GLIDERS - New & used glider sales, accessories, service. Owner, instructor Jim Brown. (206) 456-8130, (206) 456-6333, Lacey, WA. FAIRWINDS INTERNATIONAL is the exclusive Ultralite Products dealer in the Northwest. Comet, Condor, Firefly in stock. Some good used gliders also. 1302 Kings Place, Bainbridge Is., WA 98110. Call evenings, (206) 842-3971 Lyon McCandless, (206) 842-4970 Ken Godwin.

Business Opportunities

TEXAS

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. (615) 821-2546. Home of SKY GEAR, Apparel & Accessories.

ELECTRA-FL YER DISTRIBUTORS. South MidWestern distributors for: Electra Flyer Corp., UFM

Interested in becoming a COMMERCIAL ultralight pilot? Register now! Pilots/crews needed nationally for

a variety of assignments. Send full resume including photograph of your ultralight (air shot1), engine specifications, xerox of engine and flight log and accident notes. Send information and resume to: Ultralights, P.O. Box 189, Newbury, Ohio, 44065.

STAR 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.

WINNERS: C.G.S. Aviation will feature winners of local, regional and national competitions in our advertisements and articles. If you have won a competition or

set a record using a C.G.S. power system send a picture of yourself and your ultralight including all pertinent substantiating data (altitudes, speeds, point notations) to C.G.S. Aviation, 4252 Pearl Rd., Cleveland, Ohio 44109.

Emergency Parachutes LIFE SAVER HANG GLIDER 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.

NEW RAPID DEPLOYMENT B.U.S. FLY AWAY CONTAINER SYSTEM is the world's newest, fastest and most reliable system. By the originators of hang gliding parachutes. Bill Bennett Delta Wing Kites & Gliders, Inc., P.O. Box 483, Van Nuys, CA 91408 (213) 787-6600, telex no. 65-1425.

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, Wilson, N.H. 03086.

Publications & Organizations SOARING - Monthly magazine of The Soaring Society 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.

ISN'T IT TIME YOU SUPPORTED YOUR NATIONAL HANG GLIDING ORGANIZATION? The United States Hang Gliding Assn., Inc.:

• Offers $500,000 pilot liability insurance.

• Offers site insurance to chapter clubs.

• Publishes HANG GLIDING magazine, the largest circulation hang gliding publication in the world. Beautiful color photography.

I include my check or money order as follows: D $25 FULL MEMBER ($26 foreign~ As a full member you receive 12 issues of HANG GLIDING magazine, pilot liability insurance, and all USHGA membership benefits.

D $18 SUBSCRIPTION ($19 foreign) for one year.

D GIFT SUBSCRIPTION OR MEMBERSHIP. 0 $31 SUBSCRIPTION ($33 foreign) for two years.

FROM: Name - - - - - - - - - - - - - - - - - - - - Address - - - - - - - - - - - - - - - - - - - O $44 SUBSCRIPTION ($47 foreign) for three years.

City _ _ _ _ _ _ _ _ _ State _____ Zip _ _ __ D $9 .00 TRIAL SUBSCRIPTION for six months.

Check here and fill in the recipient's name and address below.

NAME ADDRESS CITY

STATE

PHONE AGE ZIP

Send check or money order to USHGA, Box 66306, Los Angeles, CA 90066 48

HANG GLIDING

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Ultralight Powered Flight

TYPE: Electra Flyer Spirit 200 #S002414. WHERE AND WHEN: Near Pan Ark Lodge, Leadville, CO., May 24, 1980. SAIL PATTERN: Dark blue and white. CONTACT: Steve Johnson, P.O. Box 1818, Leadville, CO 80461. $100 Reward.

CLEARING OUT ULTRALIGHTS USED IN EVALUATION TESTS - 1) Quicksilver CM. "Doublequick" with tandem engines, plus cover. 2) Easy Riser. Mac 101 with reduction power, plus box. 3) Cirrus SA. Soarmaster. 4) Also Seagull lll (glider). Best offer on each or all. R. Sallee (Indust. Designer), P.O. Box 1289, Kamuela, Hawaii 96743. Phone: (808) 885-4435.

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.

This comprehensive course includes techniques in reading and understanding 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.

SOARMASTER - Low hours with prop stop & tuned exhaust. $900. (612) 886-5395.

THE HANG GLIDER SHOP - New & used powered Quicksilvers by Eipper. Lessons & complete parts and repairs. For more details contact us at 1351 S. Beach Blvd., La Habra, CA 90631 (213) 943-1074.

CL TRASPORT, INC. Dealers for Eipper, Quicksilver, and Pterodactyl fledglings. Our only business is power. Call or write for further free information. UltraSport, Inc., P.O. Box 3700, Simi Valley, CA 93063. (805) 581-3395.

UTAH'S INFINITY FLIGHT SYSTEMS - The area's only powered ultralight school features Eagle, P-Fledge, Quicksilver and other quality ultralight gliders. Instruction, sales,service, advertising & film productions. 898 So. 900 E., SLC. Utah, 84102. (801) 359-SOAR. WANTED - Good Quicksilver. (714) 746-1785.

Miscellaneous BUILD YOUR OWN GLIDER PLANFORM COLOR SCHEME, all colors in reusable and rearrangable adhesive strips. A must for custom color buyers. See what it looks like first with Delta Wing kit, $5.00. Bill Bennett, Delta Wing Kites & Gliders, Inc., P.O. Box 483, Van Nuys, CA 91408. (213) 787-6600.

Bumper Stickers - "HAVE YOU HUGGED YOUR HANG GLIDER TODAY?" White w/blue letters. $1.40 each (includes postage). P.O. Box 66306, Los Angeles, CA 90066.

MET AL LICENSE PLATE FRAMES - "I'D RATHER BE 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, 31/,'' dia. Inside or outside application. 25, each. Include 15c 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. USHG, 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 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.

The rate for classified advertising is 30, per word (or group of characters). Minimum charge, $3.00. A fee of $5. is charged for each photograph. Art discount for display ads does not apply to classifieds. AD DEADLINES - All ad copy, instructions, changes, additions and cancellations must be received in writing 1 1/, 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.

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TYPE: Condor 178. Chassis No. UPC-178046. WHERE AND WHEN: lost on Pan Am Oct. 15. SAIL PATTERN: Brown, gold, white, red. DISTINGUISHING FEATURES: Gold and white delta on nose. CONTACT: J.R. Ulloa, P.O. Box 01-354, San Salvador, El Salvador, CA. TYPE: 230 Nova. WHERE AND WHEN: MAY 11, 1980 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.

TYPE: 1978 Seagull Seahawk 190. WHERE AND WHEN: Carson City, NV. SAIL PATTERN: Keel out; while, It. blue, dk. blue, white, blue leading edge. CONTACT: High Sierra Hang Gliders, Box 865, Carson City, NV 89701.

TYPE: UP 149 Firefly 2B. SAIL PATTERN: White sail with yellow, orange, brown tips. WHERE AND WHEN: Potrero Hill at 18th and Connecticut in San Francisco, Oct. 26, 1980. CONTACT: Christina Walsh, 426 Bartlett #4, SF, CA 94110 (415) 285-4516. Reward.

TYPE: Orange Cloudbase harness #118 with orange Odyssey chute. White bell helmet and instamatic camera. CONTACT: Gary Maddox, 2714 Murtresboro Rd. #118, Antioch, TN 37013. (615) 367-2441.

TYPE: SST 100B. WHERE AND WHEN: Sloan, Nevada, 15 miles south of Las Vegas. SAIL PATTERN: Dk. blue keel, It. blue, yellow, white tips.

Yellow bag. CONTACT: Mark A. Sevilla, 1900 E. Tropicana #42, Las Vegas, Nevada 89109. (702) 798-7821.

TYPE: Atlas. WHERE AND WHEN: July 15, 1980.

Rutland, Vermont. SAIL PATTERN: White sail, blue tips, CONTACT: J.J. Lamarche, Box 644 Proctor, Vt. 05765. (802) 438-5789.

TYPE: Raven. WHERE AND WHEN: Cantamar, Mexico. SAIL PATTERN: Center out: dk. blue, red, orange, yellow, white. CONTACT: Rod Newton, Box 3009, Chula Vista, CA 92011.

TYPE: Eipper Quicksilver with Yamaha 100cc engine, #7F6 400813. SAIL PATTERN: dk. green, It. green, yellow, gold, blue, black. CONTACT: Ken Strong, 4875 Alondra Way, Carlsbad, CA 92008. (714) . 729-7813. $1,000 reward.

TYPE: Seagull 10.5 meter. WHERE AND WHEN: Fairfield, CA. July 1, 1980. SAIL PATTERN: From keel: white, yellow orange, red. DISTINGUISHING FEATURES: Initials "M.S." on deflexor claws and battens. Base tube has clear PVC tubing on it. CONTACT: Solano County Sheriff's Dept.

TYPE: 1977 Seagull 10.5 Meter. WHERE AND WHEN: May 18, 1980, Dog Mt., WA. SAIL PATTERN: Black leading edges, black tips, black keel pocket. All other panels white. DISTINGUISHING FEATURES: Two tubes had been replaced with new black anodized tubing. Bag was not stolen. CONTACT: John Elliott, 6549 24th Ave., NW, Seattle, WA 98117 (206) 783-4529.

TYPE: Seagull 10.S Meter. SAIL PATTERN: Center out; light brown, dark brown, black, white, white leading edges. DISTINGUISHING FEATURES: 118" side flying wires, yellow fairings. WHERE AND WHEN: April 26, 1980, Phoenix, AZ. CONTACT: U.S. Hang Gliders, 10250 N. 19th Ave., Phoenix, AZ 85021, 944-1655. $250 reward.

TYPE: UP Spyder 180. WHERE AND WHEN: Lexington Reservoir, Los Gatos, CA, Dec. 26, 1979. SAIL PATTERN: Light blue with dark blue center panel, L.E. and tips, large white UP letters center. DISTINGUISHING FEATURES: Sail has resewn batten pockets, leather X-bar rub patches, frame has spliced left L.E., waggle bar (supine setup) and bent deflexor posts. Quick cam wire tensioners. No bag. CONTACT: Rob Walt)' (415) 364-8461. 617 3rd Ave., Redwood City, CA 94063.

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, purple, 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 McLa:,ghlin, 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 1114/80. 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., Ml6, Tucson AZ 85718 (602) 299-4529 REWARD TYPE: 1977 Seagull Seahawk 170. WHERE AND WHEN: 12/31/79 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: 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 #B1006, 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.

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.

HANG GLIDING

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WILLS WIN

s RIES

FEATURES OF THE WILLS WING SOARING HARNESS: Integral Main Supports - Leg Loop Interface Double Foam Shoulder Pads Padded Leg Loops Dense or Soft Foam Option Custom Colors and Inlay Options Completely Adjustable Exceptionally Clean Aerodynamic Styling Locking Carabiner and Hang Loop Full Length Stirrup and Kneehanger Models

OTHER WILLS WING MANUFACTURED ACCESSORY PRODUCTS: Large Equipment Bag: Huge capacity, velcro side pocket, double pull zippers, padded handles.

Small Equipment Bag: Backpack style with plenty of room for your harness, helmet and instruments, Velcro side pocket.

Instrument Bag: Thick foam, internal velcro pocket for altimeter or spare battery, cord lock closure.

Ballast Container: Large capacity with secure 3" velcro closure.

Glove Container: Convenience pouch for wallet, glasses, gloves, etc.

WILLS WING TEAM HAT Wills Wing, Inc., 1208-H E. Walnut, Santa Ana, CA 92701, (714) 547-1344 Photo by Stephen McCarro//

SPECIAL LIMITED EDITION 1980 U.S. NATIONAL HANG GLIDING CHAMPIONSHIPS

T-SHIRT SOLD EXCLUSIVELY TO READERS OF HANG GLIDING MAGAZINE

MEN'S AND WOMEN'S STYLES. 100% COTTON, MEDIUM WEIGHT, WHITE ONLY. MEN'S SIZES - SM, MED, LG and X-LG. WOMEN'S SIZES - SM, MED and LG (FRENCH CUT).

TO RECEIVE YOUR 1980 U.S. NATIONAL HANG GLIDING CHAMPIONSHIP T-SHIRT SOUVENIR, FILL IN THE FORM BELOW AND INCLUDE THE APPROPRIATE PAYMENT.

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r Please send me: (Indicate size and quantity\ Men's Sizes Women's Sizes SM _ MED _ LG _ X-LG SM _ I have included: D $8.00 for one (1) - Postage and handling included.

O $14.00 for any two (2) · Men's, Women's or combination.

D $21.00 for any three (3) · Men's, Women's or combination.

(For 4 or more deduct $1 from each at $8. 00 each) I_ - -

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MED _ _ _ LG

Name - - - - - - - - - - Address City _ _ _ _ State _ _ Zip _ _

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Send check or money order lo;

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

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CA residents add 6% sales tax. Allow 3 to 6 weeks delivery. No COD's. AJJ fo,eign orders must be payable in U.S. funds or by international money order. Orders are mailed via third class unless additional postage and instructions are included. Weight-8 oz. each. SUPPLY IS LIM/TEO AND WILL NOT BE DUPLICATED. GET YOURS WHILE THE SUPPLY LASTS.

Altitude is • precious.

Keep track of yours.

Stop guessing your altitude. The Altimaster II will tell you at a glance, accurately and reliably.

Knowing your altitude helps you make the right decisions: it makes your flying safer and more fun. Those are the real reasons to take an Altimaster II along with you.

Features • Lightweight, rugged and reliable Altimaster altimeters have been popular with hang glider pilots and skydivers for over 1O years.

• Mounts practically anywhere - on your wrist, your harness or your glider.

• Easy to read. Reads to 12,000 feet; needle sweeps second time around for higher altitudes. 100-foot increments below 1,000 feet.

• Quickly adjusted to launch site elevation.

• Compact. Actual size is 3" dia. x 1114 " thick.

• Resistant to dust and moisture .

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Please send me an Altlmaster II. D Enclosed is my check or money order for $89.95.

D Please charge my D Visa D Mastercard Acct.# _ _ _ _ _ _ __ Master Card Exp. Date _ _ _ Interbank # _ __ Signature - - - - - - - -

Name Address City

State _ _ Zip----;--

Satl sf actl on Guaranteed. Return the Altimaster within two weeks of receipt for a complete refund .

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{j){j){i) _______ ss_E_I_N_co __ R_PO_RA __T_E_D______• ~ 5801 Magnolia Avenue• Pennsauken, NJ 08109 • (609) 663-2234

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Ocean Pacific Sunwear. 14312 Chambers Rd ., Tusun. Calif. 92680