USHGA Hang Gliding March 1981 by US Hang Gliding & Paragliding Association

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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. D $31 SUBSCRIPTION ($33 foreign) for two years. FROM, N a m e - - - - - - - - - - - - - 0 $44 SUBSCRIPTION ($47 foreign) for three years. Address - - - - - - - - - - - - 0 $9.00 TRIAL SUBSCRIPTION for six months. City State Zip _ __ 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

EDITOR: GIi Dodgen ASSISTANT EDITOR LAYOUT & DESIGN: Jonie Dodgen STAFF PHOTOGRAPHERS: Leroy Grannis, Bettino Gray CONTRIBUTING ILLUSTRATORS: Cathy Colemon, Barbaro Graham, Horry Mortin OFFICE STAFF: MANAGER: Carol Velderroin Cathy Colemon (Advertising) Kit Skradski (Renewals) Amy Provin (Ratings) Janet Meyer (New Memberships) Tino Gertsch (Accounting) USHGA OFFICERS: PRESIDENT: David Broyles VICE PRESIDENT: Lucky Campbell SECRETARY: Ewart Phillips EXECUTIVE COMMITTEE: David Broyles Lucky Campbell Dick Turner USHGA REGIONAL DIRECTORS REGION 1: Doug Hildreth. REGION 2: Pot Denevon, George Whitehill. REGION 3: Rob Kells, Mike Turchen. REGION 4: Lucky Campbell, Carol Drage. REGION 5: Hugh Dundee. REGION 6: Dick Turner. REGION 7: David Anderson, Ron Christensen. REGION 8: Charles LoVerso. REGION 9: Les King, William Richards. REGION 10: Richard Heckman, Scott Lambert. REGION 11: Ewart Phillips. REGION 12: Poul Rikert. EX-OFFICIO DIRECTOR: Everett Langworthy. HONORARY DIRECTORS: John Lake, John Harris. Hugh Morton. AT-LARGE: David Broyles, Jon Cose, Phil Richards, Keith Nichols, Dennis Pagen. The United States Hong Gliding Association, Inc., is a division of the National Aeronautic Association (NAA) which is the officio! U.S. representative of the Federation Aeronoutique Internationale (FAI), the world governing body for sport aviation. The NAA, which represents the U.S. at FAI meetings. has delegated to the USHGA supervision of FAlrelated hong gliding activities such as record attempts and competition sanctions. HANG GLIDING magazloo is published for hang gliding sport enthusiasts to create further Interest in the sport. by a means of open cummunicotion and to advance hang gliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles. photos. and Illustrations concerning hang gliding activities. If the material Is to be returned. a stamped, self-addressed return envelope must be enclosed. Notification must be made ot submiss10n to other hang gliding publications. HANG GLIDING magazine reserves the right to edit conl!lbutions where necessary. The Association and pubfication do not assume responsibility for the material or opinions of contributors. HANG GLIDING magazir,e is published monthly by fhe United States Hang Gliding Association, Inc. whose mailing address is P.O. Box 66306. Los Angeles.: Calif. 90066 and whose offices are located at 11423 Washington Blvd.. Los Angeles. Calif. 90066; telephone (213) 390-3065. Secondclass postage is pcld at Los Angeles. Calif. HANG GLIDING magazine is printed by Sinclair Printing & Utho. Alhambra, Calif. The typesetting is provided by ls! Impression Typesetting Service. Buena Park. Calif. Color separations by Scanoor 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 lo anyone interested in this realm Of flight. Dues for full membership are $25 per year ($26 for foreign addresses); subscription rates are $18 for one year, $31 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 malling label from a recent Issue.

ISSUE NO. 98

MARCH 1981

Hang Cliding CONTENTS FEATURES

A SET OF EARS

PARACHUTE DESIGN CONCEPTS

FREEDOM

GLIDER EVALUATION Sun bird CHallenger 178

AEROIDYNAMIC TEST SYSTEM GENEllAL METEOROLOGY: Part IU

Article, photos and illustrations by Vic Powell

by Bill Figueiredo Article and photos by Tom Kardos

by Ric Lee

by William Pregler and Thierry Guignard

by Rick Jesuroga

DEPARTMENTS 4 INDEX TO ADVERTISERS 4 ULTRALIGHT CONVERSATION 7 CARTOON by Harry Martin 10 DIRECTOR'S CORNER 12 NEWS AND NEW PRODUCTS 17 MILESTONES 18 POWER PILOT by Glenn Brinks 19 POEM 20 THE RIGHT STUFF by Erik Fair 31 CALENDAR 43 CLASSIFIED ADVERTISING 49 STOLEN WINGS COVER: Loni Akiona above Oahu. Hawaii. Photo by Leroy Grannis. 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 ore only estimates. Persons considering the purchase of a glider are urged to study HGMA standards. Copyright © United Sta1'es Hang Gliding Association. Inc. 1978. All rights reserved to Hang Gliding Magazine and Individual contributors.

\JLTKALIQNT CONVEKJATtON

New Logo Dear Editor, I want to make a proposal for a new USHGA logo for the l 980's. The original was good enough for the 70's but I feel we need a new one more in tune with the times - one that will be viable for the future and that is representative of all hang gliding in general. Also, one that is more colorful and with more visual impact than the old one. Enclosed are a couple of rough ideas off the top of my head. The one in the circular motif, if done in four colors would be the better of the two. It shows an American Eagle gripping a control bar. We all fly different shaped wings. The one thing most of us have in common is the triangular control bar. Even most powered ultralights (excepting the new with joy-stick controls) have a control bar.

In a strict PR sense it will help in future relationships with any federal agencies if our national organization has a sophisticated, official-looking logo for government officials to relate to. 4

The word "hang" in hang gliding is here to stay. The Eagle, crest, type and control bar could add a significant amount of psychological respect for the lay person whose first impression of us is our logo, tee-shirts, badges and the national magazine. I know some good artist hang glider pilots in California, Tennessee, New York, and Florida who have a few graphic ideas of their own. Now is the time to submit them! Does anyone else out there in glider land feel the same? If you do then let your editor, Board of Directors, and/or Regional Director know about it. How about it fans? We've changed, our beautiful sport has changed ... let's have a new logo for the new decade!

INDEX TO ADVERTISERS Aerial Techniques .............................................................. 48 Bennett Delta Wing Gliders ........................... BC, 23, 30 Crawford ..............................,.................................................. 8 Eco Nautics ............................................................................ 31 Eipper .................................................................................... !BC Flight Designs ....................................................................... 39 Glider Rider .......................................................................... 50 Goidwing ............................................................................... 38

Terry Ferrer Berkeley, CA

Grant ................................................................................ 10, 31 Hall Brothers .......................................................................... 48 Hang Gliding Press ............................................................. 9

Wills Accident

Hurst .......................................................................................... 44

Dear Editor,

Kite Enterprises .................................................................... 45

I am writing this letter to the editor to set the record straight on the Bob Wills accident of three years ago. Your magazine published an article by Chris Price in July 1977 which purported to describe what happened when Bob Wills died filming a Jeep commercial. That article, and the more recent letter to the editor from Bob Wills' father, both give the impression that it was the fault of the helicopter pilot that Mr. Wills died. These statements are based on emotion and misinterpretation of the facts. A jury in Santa Ana, California has recently rejected these contentions and has held that the helicopter pilot, George Nolan, was not negligent in the operation of his helicopter, and therefore not legally responsible for Bob Wills' death. Contrary to the recent R.V. Wills letter, I am convinced that the jury fairly decided the issues on the facts presented. They had the benefit of color movie films of the first and the second flights accomplished on the day of the accident. These flights clearly showed that it was Bob Wills who first deviated from the rehearsal plan, and that it was this deviation that set up the chain of events that led to his accident. In his recent letter, R.V. Wills implies that his daughter-in-law did not get a fair trial because the jury was prejudiced against hang glider pilots. Mr. Wills, who himself is an experienced trial lawyer, should know better than this. The plaintiffs lost on the facts and on the hard evidence. I think therefore that after three and a half years of misinformation, the hang gliding community should finally realize that this unfortunate accident was the result of Wills' actions, and not those of the helicopter pilot.

Leaf ........................................................................................... 47

Kitty Hawk Kites .................................................................... 38

Makiki ...................................................................................... 47 Manta Products ................................................................. IFC Monarch ................................................................................. 9 Odyssey ................................................................................... 11 Pagen ...................................................................................... 38 Pterodactyl ........................................................................... 3 7 Poynter Books ....................................................................... 45 Snyder Ent. .............................................................................. 5 Soarmaster ............................................................................ 14 Spectra AircraH ................................................................... 14 Sprague Aviation ............................................................... 43 Stratus ...................................................................................... 46 Ultralight Library .................................................................. 22 USHGA ............................................................. l, 31, 46, 51, 52 US Moyes ................................................................................ 42 Volmer ..................................................................................... 19 Whole Air ................................................................................. 51 Wills Wing, Inc. ...................................................................... 2 Yarnall ......................................................................................... 1

AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing 1V2 months preceding the cover date, i.e. Mar. 20 for the May issue.

HANG GLIDING

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Features • Lightweight, rugged and reliable Altimaster altimeters have been popular with hang glider pilots and skydivers for over 10 years.

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If there is a lesson to be learned from this, it is that even the greatest pilot can fall victim to over-confidence and complacency. Through the process of preparing this case for trial, I learned to admire and respect Bob Wills for his brilliant skills and courage. His loss, I am sure, is still felt by the hang gliding community even today. I hope, however, that your readers will consider that a weight-shift glider is extremely vulnerable to aerodynamic forces which can exceed the capability of even the greatest pilot in the world to maintain control. William T. Delhagen Los Angeles, CA Mr. De/hagen was George Nolan's trial counsel.

- Ed.

Pro/ Amateur Competition Dear Editor, Hang gliding competition has now reached another rung on the evolutionary ladder. There is no doubt now that a small nucleus of competition pilots dominates all competitive events. Most of these pilots either work for a manufacturer, are large dealers or are independent full-time pilots. Thus the relationship between time devoted to the sport and competitive ability has now become quite apparent. Let's admit it, the day of the amateur competitor is over. Consequently, the time has come for a split in our ranks, that is, a professional and an amateur competition system. I feel that is it incumbent upon the USHGA competition committee to devise such a system and to present it to the board for approval. Mark Kenyon Chattanooga, TN

a problem. The analysis of a bowsprit (or deflexored) leading edge is really not much more difficult than the analysis of a deflexorless leading edge. The difficulty in the analysis of any kind of leading edge, be it deflexorless or not, lies in the fact that its deflection is indeed a function of sail loading. To this date I know of no data for the sail loading of any hang glider. At best all one could do is hazard a guess. Guessing a sail loading would inherently be equivalent to just guessing the leading edge deflection which, by the way, is exactly how it is done today by hang glider designers. If theoretical batten shapes have nothing to do with reality, why bother? The HGMA requires a positive pitching moment of .05 at zero lift for the entire wing, not just the airfoil section (batten profile). "The 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." A wing generates lift, not a lift coefficient. A lift coefficient is just a dimensionless number used for calculation purposes. It seems that what the author is saying in this sentence is that in order for a typical hang glider wing to generate enough lift to lift its gross weight it has to generate lift through a range of angle of attack. I assume that a 'typical' hang glider is one that flies. The author proposes that a floating crossstube could be designed so that the pivot point move to left or right to trim for 360's. Well, that is exactly how they work now. I remember talking to Rick Rawlings a few weeks ago about having an in-flight expandable crosstube for billow adjustment. Rick is not a famous designer nor an engineer of any sort. He is just a pilot who did a little thinking. The point is that the idea and design of a problem can be had by anybody inclined to think about it. Jeff Huey Isla Vista, CA

Design Concepts Dear Editor, I would like to make a few comments about the article in the January 1981 issue entitled Hang Glider Design Concepts. The author states that a bowsprit glider's leading edge is virtually impossible to analyze due to all the cable attachment points. I assume he feels the same way about a leading edge with deflexors. The cable attachment points add reaction points and render the problem statically indeterminate but not unsolvable. (Statically indeterminate means that the reaction forces can not be found by using equilibrium equations alone.) Second year mechanical engineering students are taught several methods that can be used to solve such

USHGA and Motors Dear Editor, I wish to express my concern for the continuing acceptance of ultralights motor craft by the USHGA. The USHGA was originally formed to embrace the needs of the foot-launched glider pilot; specifically, to exchange information and overcome governmental roadblocks. In the early days an occasional enthusiast attached a motor to his glider and was congratulated for his Wrightian spirit. However, the ultralight motor craft movement has grown to the point where they will surely surpass their silent predecessors in number and zeal. These craft have also come to resemble the light plane more than the hang glider. The motivation and reasons for engaging in either mode of flight are as different as the crafts themselves and the individuals who fly them. It should be said that it is not the intent of this letter to disparage ultralight motor flight. I wish only to point out that we who fly hang gliders have no common ground with those who fly ultralights and the union of the two can offer either branch nothing. The advantage of strength in numbers is far outweighed by positioning ourselves (the USHGA) dangerously close to the FAA. The irony of all this is that most motor pilots are in complete agreement with the views of this letter. So why do we cling to this strange marriage. My hunch is that the USHGA's directors and officers believe the organization will flounder, possible fail, without the motorized component in its membership. Nothing could be further from the truth. The USHGA functioned effectively before ultralight motor flying was popular. Today, as both of these fledgling branches of aviation continue to grow, neither of the two 11ill be in want of members. Mike Ziaskas Milpitas, CA

Backing the Product Dear Editor,

Correction

It's hard to find a company these days that will back their product. And when you do find one it's nice to let people know about them. I've been an owner of a Hummingbird vario for two years and have had to send it back to Litek three times. Then this past month it quit again and I sent it back to Litek for repairs only to have them send me a brand new vario in place of the old. I can't believe it.

I would like to correct a mistake that was printed in the December issue of Hang Gliding. The Vampire that Mike de Glanville was flying on the cover was not his design but that of Bob Schutte of Pacific Kites and Hans Gygax of Basel, Switzerland.

Mark Gibson Morton, WA

Tommy Namias New Zealand

Dear Editor,

HANG GLIDING

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Corrective Action Dear Editor, As a member ofUSHGA, I request that the pilot who flew near the Rose Bowl on New Years Day be suspended as a member for a period of one year. I also recommend that he not be allowed to fly in competition for the same period of time. Irresponsible, immature acts like this is just what is going to force the FAA to step in and take control of our sport. When the FAA steps in, pilots will be required to have licenses; gliders, harnesses, helmets, instruments, etc. will have to be certified by the FAA, (which will about double the purchase price), and we will have more red tape and bureaucratic mish-mash than you can imagine. The FAA has very clear and concise rules against flying over or near the Rose Bowl on New Years Day. These rules are published and broadcast in the L.A. area far in advance, and during the game. Anyone violating these rules not only jeopardizes his own safety, but the safety of hundreds ofothers. Secondly this person has violated the civil rights of all other hang glider pilots who do not wish to be regulated by the FAA. Even though I am employed by the FAA as an Electronics Engineer in the Indianapolis Air Traffic Control Center, I do not want them controlling my hang gliding activities. Because of this, I am requesting the USHGA, which was founded as a self-regulating body, to take corrective action against those who do not have the best interest of our sport at heart. Dean· Batman Indianapolis, Indiana

high G's (more than 6 G's). Good physical conditioning is unquestionably beneficial to hang glider pilots. Secondly, the statement, "Gin and tonic destroys parts of the inner ear," needs clarification. Tonic contains quinine, and this can temporarily (a couple of days) affect the inner ear's ability to keep you oriented. Quinine's disorienting effects are minor and would probably not be noticeable to a hang glider pilot flying VFR. There isn't any good evidence that the inner ear would suffer any significant permanent damage. I strongly suggest that pilots who intend to fly mountains take Bob's advice to participate in an FAA physiological training session. They are both eductional and fun. Alan Reeter Tucson, AZ

Master Designer

Harness Problems Dear Editor, I just wrote the manufacturer but I thought I'd let you know, too. I had a problem with my knee hanger harness. Sometimes I couldn't run in it because the knee cord would catch on the back of my leg, prohibiting extension of my foot forward. I shortened the wide shoulder strap, even though this makes getting into the harness a lot more difficult when wearing a ski jacket, and placed an elastic rope from the knee cord to the front of the harness, through the waist cord (below the parachute) and back to the other knee cord. This slight tension pulls the knee cord to the side ofmy leg and never lets it catch. I've never missed a step since. Steve Hyde Carson City, NV

Dear Editor, The cover of the January '81 issue of Hang Gliding was beautiful! I'm looking forward to more of these. A word on Dennis Pagen's intriguing pictorial study, "Birds in Flight." As an aviation buff (hang gliders, powered airplanes, ultralights, and sailplanes), I feel that more attention should be spent studying and analyzing designs and flight chartacteristics of soaring birds. After all, who knows more about aerodynamics than the Master Designer Himself? Dominick Furlano Parsippany, NJ

Glider Modifications

Midair Dear Editor, I was involved in a midair collision with a fixed wing prototype hang glider on February 4, 1979. It was a Sunday afternoon and there were approximately 25 gliders in the air. This was at Edwards Bowl near Lake Elsinore, CA. Buzzard Flight Systems is suing me. If anyone reading this was there that day and knows anything about the accident, or knows anything about J.B. Allred or Buzzard Flight Systems, I would appreciate hearing from you. Ralph Rounsavall 6222 Morse Ave. North Hollywood, CA 71606

Dear Editor,

How High? Dear Editor, I enjoyed reading Bob Thompson's article, "How High Til You Get High?," however, it contained two errors of importance to high flying pilots. Bob's statement, "Marathon running and jogging is hard on pilots. This slows down heartbeats and lowers blood pressure - just the opposite of what you need at high altitude," is incorrect. Just the opposite is true. Running and other physical conditioning increases the heart's ability to pump blood and increases the muscles' efficiency in utilizing oxygen. This will increase your tolerance to hypoxia. Bob may have been referring to the fact that lowered blood pressure can slightly reduce a fighter pilot's tolerance to sustained

On September 17, 1980 one of Oregon's first motorized hang glider pilots was killed at age 21. John Scearce was a perfectionist and this was reflected in everything he did. John was truly a very serious pilot. Five days before he died he sewed a homemade keel pocket on his 265 square-foot Osprey, trying to improve the pitch response. Needless to say it did not work. He attempted to test the dive recovery of the motorized glider which proved to be divergent. His death was a sad one to all that looked up to him. I have come to the point of this letter concerning all pilots. So always fly with caution; don't attempt any modifications or structural changes without consulting the manufacturer. Jerry Shockley Sherwood, OR

HOW TO ... START/CHECK/ANAL YZE IMPROVE YOUR ULTRALIGHT DESIGN Use A Practical Gulde to Airplane Performance and Design by Donald R. Crawford to organize the planning ol your design. (BV2''x11" page side, 224 pages, 102 'illustrations, template, nomograms). $15.95 plus $1.00 postage and handling (CA: add $.96 tax.) (Overseas Airmail Charges - $5.00. MCNISA Accaptad. (Include exp. date.) Torrance, CA 90505 Crawford Avla11on Phone: (213) 375,9927 P.O. Box 1262, Dept. HG

HANG GLIDING

MONARCH II State of the art performance, design features and craftsmanship at an introductory price of:

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SPECIFICATIONS Glider weight. Sail area.. 180 ft.2 Span . . . ................... 32' 6" Pilot weight .. Nose angle. . ...... 121° Pilot rating

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64 lbs. . ..... 150-210 lbs. .. Ill/IV

PERFORMANCE Specific claims of sink rate and L/D for hang gliders are at best estimates fly a Monarch 11 and make your own comparisons. No current flexwing has a better all around performance envelope. Stall speed ..... 15 mph (indicated)

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HANDLING The Monarch 11 launches, lands and ground handles with exceptional ease. Stall characteristics are mellow. Control pressures in pitch and roll are pleasantly light while still providing proper feedback to the pilot. Roll/yaw coordination is effortless. Roll rate ... 45°/45° less than 2.5 seconds

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FEATURES Shi /ting crossbar Quick set-up Breakdown control bar Coated s.s. cables throughout Neverkinks AN hardware 6061-T6 aluminum Top quality fittings and fixtures Zippered storage bag

REGION III Southern California, Hawaii by Rob Kells Thank you for electing me Regional Director for Region III. Our region had the highest percentage of ballot returns of any region in the country. So much for the apathy of Southern Californian and Hawaiian pilots! A meeting will be held Sunday, March 29 to discuss the USHGA, fly-ins, rating days and competition. Everyone is welcome. It's your chance to influence the direction of our association. Call the USHGA office for exact time and location. See ya there.

AEROBATICS & EXAMPLES I'm deeply concerned with the growing craze for aerobatics in hang gliding, and equally concerned that there is widespread misunderstanding of the whole 10

process by which a pilot practices safety in our sport. There has been a lot of criticism of aerobatics, the pilots who practice it, and the journalists who publicize it. Most of this criticism is centered around the "bad example" theory of pilot safety. Aerobatics is both exciting and unsafe. It is imperative that anyone involved in a high risk sport completely come to terms with the fact that their survival depends mostly on the skill they possess, the information they have, and the judgements they make based on that skill and information. "Self regulation" means just that; you regulate yourself. No one is better equipped to set limits for your flying than you, becuase no one else knows what your skills and knowledge are as well as you do. Therefore, no one else can set an example for you of what is safe or unsafe in flying. These ideas apply to much more than aerobatics. A death from a blown aerobatic maneuver gets a lot of attention, but the fact is aerobatics have not been the major cause of fatalities in our sport. Low altitude stalls kill more than 213 of the people who die in hang gliders, yet how many people think of a pilot who pulls off a "low save" by flying half stalled in marginal trash only a few feet from the cliff face as "setting a bad example?" The history of aviation shows clearly that lives are lost in great numbers when new frontiers of flight are explored. Years ago, the 360 turn was a new frontier, and people were sideslipping and diving into the ground from a lack of good information and skill. Yet the perfection of the 360 maneuver is what allowsd for thermal soaring. The point is that each pilot must decide for himself lww to fly safely within his own limits, while still expanding his skill and knowledge. There are lots of ways to endanger yourself besides aerobatics. Your safety depends on your ability to recognize those dangers some of which are not so obvious as aerobatics. I would like to clear up a few widespread misconceptions about aerobatics: 1) aerobatics is ANY maneuver which exceeds 60 degrees of roll or 30 degrees of pitch. 2) There are NO gliders certified or approved for aerobatics. 3) You WILL greatly increase your risk of injury or death if you do aerobatics. 4) NO ONE is doing clean "loops" on flex wing hang gliders. 5) Aerobatics require precision in control input, and the margins for error are VERY small. 6) Almost all gliders will either break or tumble uncontrollably if stalled upside down.

Anything beyond 120 degrees of roll when seen from the ground can give the illusion of a "loop." I've heard tales of pilots stuffmg the bar and then pushing out expecting the result to be a "loop." Instead they have found themselves wrapped in a broken or tumbling glider. Most lived. Some died. The best advice is don't do aerobatics. If you are going to do it anyway, put your legal affairs in order and get all the information you can. Be aware that any flight situation that is not a known quantity within your experience and skill is dangerous. That danger is multiplied significantly if that situation is also outside the placarded flight envelope of your glider. "Do as I say and not as I do" is tough to swallow. What you per-. sonally choose to do is your own decision. I don't encourage anyone to do aerobatics. Always make sure you won't endanger others or the site you share if you blow it. The message here is not "we can and you can't," but rather that if your or I become a statistic because of what others are doing or saying, it's no one's fault but our own. Fly safely! I welcome your comments. Rob Kells/USHGA 1208-H E. Walnut Santa Ana, CA 92701

LIFE INSURANCE at non-flyer rates! Now available to hang glider pilots through a major life insurance company. If you're rated as a higher risk, you're paying too much. Steve, I'm interested in saving money on my life insurance. Please send me more information. Name ___________ Address ___________ City _ _ _ _ _ _ _ _ _ _ __ State _____ Zip _ _ _ __

Steve Grant Insurance Services 1633 E. 4th St., #284 Santa Ana, CA 92701

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MINIBAT

GLA, Inc. of 841 Winslow Court, Muskegon, Michigan 49441, announces the completion of its research and development program in several areas in the evolution of its Minibat sailplane, which is available in kit form. Accomplishments to date include the development and testing of the Mini bat learnto-fly program, which includes a tripod mount for flight school type simulation training with

SALAZAR JOINS GOLDWING

the Minibat. Additionally, the interchangeable wing tip extension panels have been successfully flight tested. According to the manufacturer the four-foot extension panels increase LID to 30: I, with no additional control surfaces required. Flight testing of the sustainer engine is nearly complete. Additional information can be secured by contacting the company.

Goldwing Ltd. is pleased to announce the addition ofReklai Salazar to their management team. Salazar will work in the capacity of general manager at the new Goldwing factory, located at Amador County Airport, Jackson, California. Twenty-eight year old Salazar has been fly·· ing ultralights for eight years, and has logged well over a thousand hours in powered and non-powered ultralights. He had been a hang gliding instructor and dealer for several years when he joined the powered ultralight industry in its formative stages, became VicePresident of Weedhopper of Utah Inc., and then recently became an independent consultant to the microlight industry.

MINI-HILL WINCH MONARCH

Monarch Products, Inc. of Colorado, a new U.S. manufacturer of flex wing gliders, announces HGMA certification of the Monarch II. During six months of research, development and testing following the glider's first flight, no gliders were released. The Monarch II incorporates the latest design features. According to the manufac·· turer the result is a high performance wing which retains pleasant handling characteristics. Camber in the double surface airfoil is fixed by preformed aluminum and graphite ribs. The sail is extremely tight. Light handling is claimed to be retained by use of a unique sail cut developed by Dick and Diane Cheney of Parasail Gliders in Utah and through use of a shifting crossbar system. Convenience features include quick set-up, breadkown control bar, rib bag and zippered storage bag. Contact: Monarch Products, Inc., Route 2, Box 376-D, Pinc, CO 80470 (303) 838-0267. 12

Atlantic Ultralights, Inc. announces beginning production of the new Mini-Hill tow winch. This all-new towing system is said to be lighter, Jmaller, and less expensive than any other. The new Mini-Hill winch tows rigid and flex-wing gliders to altitudes in excess of 1,000 feet AGL, yet weighs only 200 lbs., and fits into a Ford Pinto. Design concept in stationary land towing technology, eliminated the hydraulics used on other designs to control the tow line tension. Ready to fly $1,500. Contact: Atlantic Ultralights, P.O. Box 1179, Norfolk, VA 23501, (804) 423-5339.

These scaled replicas of a standard conical wing and a high performance hang glider were originally made for Barbie dolls. Wing span is from 50 to 62 inches. They can be hand launched for some distance and made to stall or flare out like the real ones, or they may be attached to a string and swung around in a circle or flown as a kite. Contact: J.C. Abenroth, Rt. #3, Hartford, KY 42347. HANG GLIDING

ably caused by a bite from a small animal like a squirrel that the hawk had attacked. McNeely has named his new feathered friend Piedmont, in honor of the airline that sponsored the film of his hang gliding experiences with the original hawk that reverted to the wild last August. Piedmont Airlines offices are being flooded with requests for showings of the film, according to William G. McGee, Senior Vice President. Whether hang gliding lies down the road for the new hawk, Piedmont, remains to be seen. The injured foot "may keep him from being glider material," McNeely says. "We will have to wait and see."

McNEELY'S NEW HAWK

GUIGNARD JOINS FLIGHT DESIGNS

Another hawk may be hang gliding next spring if John McNeely is successful in rehabilitating an injured red tail hawk that recently came under the naturalist's expert care, and so far prospects are looking good.

McNeely acquired the new hawk in early December, but was reluctant to discuss it until he was more confident that the weakened bird would recover from a severe infection in its right foot. John thinks the wound was prob-

Flight Designs announces the addition of Thierry Guignard to their 1981 staff. An electro-mechanical engineer originally from Lausanne, Switzerland, Thierry moved to California in 1979 and began development of a fully computerized testing vehicle. Thierry holds the unotTicial altitude ·gain world record, under tow_, with 5,700 feet. His experience in towing and in the powered field will be a great asset to Flight Designs' 1981 program. Theirry's primary assignment will be to certify Flight Designs new line of gliders fi1r l 981 along with some design work on power related equipment.

Gliding '-'""'" $500,000 pilot liability insurance. site insurance to chapter clubs. Publishes HANG GLIDING magazine, the largest circulation hang gliding publication in the world. Beautiful color photography. I include my or money order as follows: FULL MEMBER ($26 foreign)a full member you receive issues of HANG GLIDING rn::io:::ipilot liability insurance, and all USHGA membership benefits. ($19 foreign) one year. GIFT SUBSCRIPTION OR MEMBERSHIP. $31 ($33 foreign) for two years. FROM: Name -·-····-----....· ..--~-----~-···--·--···------·-····- ---··· $44 SUBSCRIPTION ($47 foreign) for three years. Address -~-----.. ·------·····-~·-····-·---·-·····---·--·--··-$9 .00 TRIAL SUBSCRIPTION for six months. City State Zip_............... Check here and fill in the recipient's name and address below.

NAME

or money MARCH 191ll

Angeles,

90066 13

WHAT IS A TRIKE? A trike is a self-con tain,id motorized landing gear that attaches to the keel of the glider. The p1·imary advantage of this arrangement is that the cage is connected just as a pilot would be, allowing the conversion from hang glider to power glider in a 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.

THE STANDARD PP-106 IS STILL AVAILABLE FOR YOU PRONE FLYERS. 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 FOR MANY POWER SYSTEMS. JUST SPECIFY YOUR REQUIREMENTS PROPS ARE ALUM. 6061-Tfr

IP IN

IRI

WELCOME

FEATURES OF THE TRll<E: o

Folds down for easy tnmsport Easy hook-up to hang glider - 1 bolt

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Set up to ylidor takes only 3 m inutos Steerable noso wheel Large 16" wheels on rear axle Standard single Chrysler with 2 carburetors Standard 1.2 01111011 gas tank

Optional additional nas tank (1.2 gal.) Optional twin Chrysler onginos

Web seat with safety belts

P.O. BOX 4207 SCOTTSDALE, ARIZ. 85258 TEL. (602) 948-7494

The Aolus is a bowsprit design for several important reasons: to eliminate cross bar drag; to effectively create a staticly balanced glider; simplicity of set up time; reduction of glider weight; and to simplify a design free of those beautiful little gadgets that add cost and weight to your glider but do not increase its performance. The combination of a greater nose angle, a higher aspect ratio, and a tight flat sail are three contributing factors to excellent cross country performance. As you increase the nose angle and flatten the sail, it is necessary to create stability by means of a tail. This allows the rest of the sail to create pure peformance. Let us compare the Aolus 170 specifications to two other cross country gliders.

HARRIER COMET AOL US 177 165 Area 170 33'4" 32'8" Span 34' 130° 120° Nose Angle 150° 6.3 6.5 Aspect Ratio 6.8 59 lbs. 65 lbs. Glider Weight 54 lbs. $1675.00 Price $1600.00 $1895.00 Set Up Time 5 min. Also in two other sizes 150 and 190 Compare and then judge.

For information and order. forms· calf.:

SUSPENDED ANIMATION (415) 798-9993

This spring the aim of most flyers is to make up lost air time. Winter's flying abstinence tends to make us a little flakey. Now that de· cent weather is returning the goal is to sky out maximum, soak up the exhilaration, and otherwise enjoy being airborne with the old flying buddies (OFB's). It is too bad that one must land before sharing the thermal that took you to near outer space. Company at such moments can be a real joy, you and the OFBs topping out at multithousand. The problem is that unless you keep a sharp eye on your flying friend you may never know when he hooks that magic thermal until it is too late to get on board.

channel, five watt citizens band radio usually priced in the $70 to $90 range at Radio Shack. Once you decide to get ears the next problem is how to mount it on the kite. Hang glider pilots are a marvelous group adept at making square pegs go into round holes. How to get the flat-sided radio onto the round control bar is the problem facing the would-be two-way walkie-talkie CB flyer. If you have a saw that will cut aluminum, an electric drill, two pairs of pliers, three aluminum yardsticks, four screws, two bolts and wing nuts, and two hose clamps you too can join the ranks of those who have airborne ears.

A no nonsense word of caution is appro· priate at this point. Do not get metal shavings produced from the drilling into the radio's interior. It can be prevented with two methods: Limit the amount of drill travel into the unit by placing the drill into a wood dowel or other device that permits just the tip of the drill to go through the two pieces of metal; and drill from underneath the unit so that metal chips and shavings fall away from the unit and toward the drill. After drilling each hole in the radio, lightly tap the unit to knock loose any metal pieces that may have entered it. Place the screw into the hole and tighten. Again tap the unit to

A SET 011 EAKS Article, photos and illustrations by Vic Powell And the reverse can be just as big a problem. You have caught a boomer, and your OFB, trying hard to do his own thing, may not see you going up or hear your shouts and whoopies. Unless one stays within hearing distance while flying one can get separated from friends. This assumes that you fly with friends and that you want to share your good· fortune thermal with them. During cross country flights, where getting into a thermal is the name of the game, knowing where those thermals are becomes very important. Shouting isn't going to make it; the distance can be much too great. How to overcome distance is the problem. Radio is the answer. CB. Ears. One doesn't have to be a top-40 disc jockey to communicate on the radio. Since a flyer is busy while coring a thermal, the flyer may not have the time to be polite and folksy. And the OFBs probably don't want to hear a lot of chatter, preferring just the essence of the message. Something like, "I'm into one over here," is often enough to get their attention. Recognizing your voice and your kite they will swoop over to join you in your up elevator. Having determined that radio could be helpful, the next decision is which radio. There are hundreds on the market. Generally what is needed is a unit that is small, lightweight, inexpensive, and easily maintained. May I suggest a brand and model that I have found to serve well, the Realistic TRC-208. It is a six MARCH1981

A few pointers if you decide to build the Powell mount. The aluminum in hardware store yardsticks is adequately strong and tough. It won't, however, take much rebending. Once a bend is made don't try to bend it back and start over. Rebending the metal weakens it. A single-bend remains strong.

BUILDING INSTRUCTIONS Begin by bending the curved piece that fits around the left side of the radio and then cut to the proper dimension. Make the cutout for the talk button. Cut the straight piece that fits on the right side and drill the holes for the two attaching bolts. Make the cutout for the jacks and switch access. Remove the cover of the radio for access to the interior. Using the left side piece, drill one of the screw holes, use it as a guide to drill the hole into the radio's metal sidepiece. The drill size should be chosen so that the screw will self-tap into the metal of both the mount and the radio. In other words, the drill siZj should be just slightly smaller than the diameter of the screw. In this manner nuts will not be needed, eliminating the possibility of their coming loose and electrically shorting the radio. Further, space is at a premium inside the unit and it can be difficult to mount the nuts. The screws should be just long enough to go through the two pieces of metal. The less they protrude into the interior the better.

remove loose metal. This should also be done each time the screws are removed. Drill the second hole for the piece using the above technique. Using the bolts and wingnuts, attach the right sid,!! piece to the left side piece. Measure and mark the locations for the screw holes. Detach and drill the two holes. Reattach with the bolts and wingnuts. Using the two holes as a guide, drill the holes into the radio using the prevention technique. Attach the piece with the two screws. Bend and then cut the control bar bracket to shape. Drill the two holes for the bolts. Bend the ends of the bracket so that they somewhat conform to the control bar. The control bar bracket allows for quick disconnect of the radio, and provides room for gripping the bar during takeoff. Attach the bracket to the bar with hose clamps. It helps to protect the bar from scratches if one layer of duct tape is wrapped around the bar at the points where the hose clamps are to be used. Using the bolts and wing nuts, attach the radio unit to the bracket. That's it, you are finished with construction work.

SOME TIPS Use an external mic. I tried using the mic contained within the unit, but in order to be heard I had to move over to the unit to overcome wind noise and generate enough volume. 15

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RADIO MOUNT

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FRONT VIEW

LEFT SIDE

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This can be unhandy when circling on the opposite side of the bar. And someone always calls when you are over there. Buy the mic. Buy nicad batteries and a charger for the unit. Radio Shack power supply charger 21-516 is built for the radio. I tried regular 16

batteries but they always ran down while I was airborne, never on the ground. Further, I was putting money into batteries that eventually would have paid for the nicads and charger. Get ahead of the game, buy all that stuff with the radio. I've had my unit operating continuously for five hours. The batteries do not drain much current while the unit is receiving. I don't know how long the unit will operate. But anyone up for more than five hours needs more than a radio. I tried a metal mic holder attached to the unit but found that when flying I had difficulty getting the mic into it. I have changed to a velcro system on the side of the unit. Now I don't have to look to see where I'm putting it, I just slap it against the side and it stays there. I like velcro so much that I use it to attach the

altimeter to the unit. Quick on, quick off, firm. I purchased the crystals for channel 19, helpful for highway use, and channel 9 the emergency channel. Channel 15 is not too busy in our region of Maryland, Virginia, Pennsylvania. We have adopted channel 7 as an alternate. That gives me two more channels to play with. Six channels seems to be more than enough, and the unit's five watts is plenty of power. I successfully used the antenna that comes with the unit. But on one unfortunate landing I bent the hell out of it, and in the attempt to bend it back into place I broke it. I bought a $3 replacement at Radio Shack that is much shorter and gives me just as much range. I might say that during the hard landing crunch the radio stayed firmly attached to the control bar, proving the strength of the attachment. HANG GLIDING

Other methods can be used to attach a CB unit to a kite. The advantage of this one is that it is strong, simple, economical, and easy to build. The unit also helps provide information to OFBs regarding wind conditions in the landing area before an approach is set up. And when traveling to the site in vans the units can help keep everyone informed about Mac attacks and fuel levels. If there is an electronic genious in your group perhaps he can devise a gizzmo that does not drain the unit's batteries while operating in the van.

TOP: Mount provides room for gripping down tube during takeoff and landing. Mic's prominent position makes it easy to find and retur.n. CENTER: Velcro is used as a mlc holder. Flyer can use the radio with minimum distraction from flying. Altimeter also attached with velcro. ABOVE: Ball,type compass is helpful on cross country flights. It also provides an artificial horizon. Note bend In mount to conform with down tube. Tape around down tube helps provide a no, slip attachment for hose clamp.

MARCH1981

MONTANA - December 20, 1980 Barney Hallin and Dan Gravage took off from the 200-foot south launch at The Hogback and gained 2,500 feet in strong ridge lift. Altitude gains like this are not uncommon at this site, with Barney holding the record with several 5,000-foot gains from the 300-foot north launch. After topping out, a fast moving snow storm forced a downwind retreat across Paradise Valley. Only 500 feet was lost in six miles. Gaining another 1,500 feet at Suce Creek ridge they turned downwind again, to avoid another snowstorm moving in from the west. They landed in Livingston 17 miles from the takeoff. The flight was made under heavy overcast without the aid of any thermals and from just a 200-foot launch. COLORADO A new endurance record was set on Aspen Mountain on

OPERATION Now that you got ears, lay it on them. "Hey bird brain, this is super fly. I just caught an elevator three feet off the ground while making a 360. I got one, baby, come join me in outer space." What that flyer may be saying is that he just got a fresh supply of stuff and he is extending an invitation to enjoy. Or he could be talking thermals. You have to know who you are talking to, and what they are talking about. Communication. Me? I'm into thermals, man.

...-

September 17, 1980. Rick Kemp flew his Antares for 3 hours, 45 minutes, breaking the previous record of 3 1h hours held by Joe Sherman. Aspen Mt., the ski area, has a launch site 2,500 feet above the landing field. VERMONT - The Vermont Hang Gliding Association awarded its first annual Vermont Cross Country Trophy to Robert Kirbach of Rutland, Vermont. Kirbach flew his Raven 229 from Green Peak in East Dorset, Vt. over previously unflown territory including 3,800 foot ASL Dorset Peak landing 121/2 miles north beside Rt. 7 near South Wallingford, Vt. The site at Green Peak had never been soared due to a southeast exposure and difficult access. Kirbach, 36, is a Hang III pilot with two years experience.

lbs. Bob says it puts out 24 hp at 9,000 rpm and can be revved as high as 15,000 rpm under conditions. For ultralight use, 9,000 rpm is the maximum recommended rpm. is kept down by a 3: 1 reduction unit using a one-inch wide, 10-row poly-V belt. The poly-V belt has small grooves and parallel to the length of the belt (not crosswise as in a cogged belt), so it a lot of friction, yet can still slip enough to absorb power pulses from the and torsional vibration from the prop. Bob uses a 48 x 23 Fritzen left·hand rotation hardwood prop. A 48 x 25 prop is recom· mended for high altitude flying. Exhaust is a stock Honda with a Super silencer. Bob claims the engine uses under a gallon per hour at cruise, slightly less than a MAC 10 l, and costs only $25 or so to rebuild and piston).

Only a few months ago, it seemed that anyone who wanted more power for his ultra· light than the 10- 12 hp available from a chain saw had to do his own conversion of a motorcycle or snowmobile engine. Now, new are Two of them are available from British Hovercrafl: ( l 307 E. Pomona, Santa Ana, CA 92705 (714) 972-l97l). The EC25PS is a single cylinder, two-stroke of 244 cc. It has a bore and stroke of 72 by 60 mm and puts out a claimed 18.25 hp at 6,000 rpm and 20.25 hp at 6,500 rpm. It's fan cooled, measures about 13 by 15.1 by 13.5 inches and weighs 18.5 kg or 40.7 lb. Carburction is a 30 mm Mikuni and the ignition is by Ma1g111~10. Price is $ 500. The EC44PM·02 is a larger two cvlinciers, with 432 cc displacement. Bore and stroke are 67 .72 by 60.0 mm. Claimed is 50 at 6,500 rpm. Like the smaller it is fan cooled. It measures x H W) with a 18.l by 15 by 14.8 inches dry weight of 39 kg or 86 lb. It uses two Mikuni 34 mm carbs and CDI ignition and costs $870. Both come with recoil starters and discounts are 10% on 4· 10 engines and 200"/o on orders for 11 or more.

TOP: Before and after. ABOVE: Quicksilver application.

ing an ultralight on the Honda CR12'5 "Elsinore" known in moto-cross circles. It's a cv1,1nc1er, hand-prop1,e1:l, reed valve two stroke. Displ:ace:me1nt is l 25 cc and is about 35 '18

The complete is $1,500, less prop fuel pump and throttle cable, as these can vary depending on the particular installation. There are alternatives to buying the com· unit. Just the without the reduc· tion unit, is $1,000. Bob will modify your

Honda engine for $500 with the reduction unit or $100 to do the engine alone. For the $100, Bob will remove the transmission, file and contour the crankcase squish area and "cut off anything that doesn't look like a model airplane engine." Your engine must have a usable crankcase (no thrown rods), and if any repairs are needed, they cost extra. Bob says the conversion should work on the CR250 (and other 2-stroke singles), but he hasn't tested the mounts to see if they'll handle the stronger vibrations of the 250. Information on the Bowen Honda is available from Bowen 3301 Opal St., Torrance, CA 90503 (213) 328-1563 after six.

Federal regulation (and official recognition) of ultralights has been promised for some time now. I was told by an FAA official several months ago that the NRPM (notice of pro· posed mlemaking) on ultralights was finished and was with their legal department for final approval of the exact wording. He said he ex· pected the NPRM to be released in a few weeks. Very likely, the FAA is taking a careful look at the wording of the proposed regulations and the definitions used for the various types of aircraft. But undoubtedly, they are also study· ing new developments in our sport. Some of these are positive, such as the testing being done at China Lake for possible military use of ultralights. Other developments are unbelievably bad, especially con· sidering the amount of publicity they get. A recent issue of the Thermal Flier, from the .Arizona Hang Glider Association, reports a motorglider shutting down an airport by fly· ing around in the approach pattern, two ultra· lights flying over the Fiesta Bowl, also in the approach pattern to an airport, a student pilot hitting some power lines and even an idiot who got himself arrested for running cars off the road with his ultralight. These aren't isolated cases. I've heard a lot of similar stories, including one about a moron who managed to temporarily close down a lake to water by buzzing the water skiers. Consider the stupidity of that kind of flying. In the space of a few minutes, an "outlaw" can anger all of the people in the area, generate a lot of bad press and scare stories that help con· vincc local authorities to ban hang gliding and ultralights (to most people the same thing), make it difficult or impossible for other flyers to establish a sense of cooperation with other users of the area (such as float-equipped ultralights cooperating with the water skiers) and it can even alienate the hang glider pilots from the ultralight flyers because the hang glider pilots get blamed. We are weak enough politically, as It 1s, without starting a war between the powered HANG GLIDING

and unpowered flyers. And to publicly make a show of recklessness and antagonizing people for childish "kicks" borders on the criminally insane. The answer isn't more preaching about safe flying. The mental adolescents who think only timid souls worry about safety and that "real flyers" take risks, flaunt the rules and show no courtesy to anyone aren't going to listen anyway. The best answer (short of taking an outlaw pilot and laying a piece of 4130 tube upside his head), is to generate good publicity to counter their bad press. It takes creativity and effort, but without good publicity, and a public awareness of the value of ultralights, our sport is likely to be regulated out of existence both on a federal level and on a local level by ordinances simply prohibiting hang gliding and ultralight flying. These are already on the books in some places. Every community has its own opportunities for favorable publicity. Parades are popular everywhere and one or two ultralights on a rented trailer with a couple of hand-lettered posters could make a nice entry. County and state fairs, transportation expos, air shows, displays at shopping malls are other obvious ideas. If you're having a fly-in, contributing half the profits to a local charity is a good idea (just be sure to let the local media know in advance). Sometimes opportunities get dropped in your lap. One of the members of BAA Ultralight Association, Chapter, 3, in the San Fernando Valley, won a 6-foot Christmas stocking filled with toys at a local motorcycle shop a couple of days before Christmas. Plans were immediately made to have a pilot dress up as Santa Claus and fly the toys into a local hospital. One hospital even gave permission to land

the ultralight on their helicopter landing pad. Unfortunately, there were no children in the hospital. Eventually, through the Health Department, a clinic was found that served many needy children. The clinic had no clear area nearby, but a small airport was a few blocks away, so plans were made to bring the kids to the airport and have Santa fly the toys there. Each child would get a toy, a talk with Santa Claus and a chance to sit in the pilot's seat of the ultralight. The kids would have had a ball i (the pilots, too) and the favorable publicity (film at 11 :00) would have been fantastic. At the last minute, an administrator with the clinic decided that there weren't enough toys to be given out (she expected a whole helicopter full) and so she wasn't interested in having any of the kids come to the airport. With no time left to make arrangements with another clinic, the toys were stored for next year. That's the ugly side of public relations work. Even the best of plans that benefit everyone can be scuttled by a callous bureaucrat. Next year, the group will have more toys and time to find a cooperative clinic or hospital. In the meantime, they've planned fly-ins, made an alliance with a large local radio control model airplane club and have begun investigating the idea of helping in local search and rescue missions. They even have an arrangement with the local airport where ultralight pilots are allowed to use the airport only if they've been checked out and approved by the chapter president. With effort like that, nationwide, we may be able to convince the public that we're good people and prevent the outlaws from getting ultralight flying regulated out of existence. ~

VOLMER AIRCRAFT Blueprints Now Available

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VJ-23 Swingwing • Has been soared for 42 min. on 34··-h1gh hill. 23-slope. 17 mph wind • Takes off and lands 1n 2 steps 1n a 15 mph wind • Fully controllable 1n 3 axis • World's first high performance hang glider • Send $2 for literature, 3-view. and color photograph • Swingwing engine installation, allowing takeoffs from level ground-Brochure

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MARCH1981

new This month Gliding magazine in· traduces a new column which will address the needs of the novice pilot. 1ne purpose of the col· umn is to provide a forum for novice pilots t" ask questions, share experiences, and obtain regular, reliable information from a qualified professional instructor. Erik Fair, proprietor and operator of Hang Flight Systems in Santa Ana, CA has been selected to do the column. Erili is a certified instructor and a USHGA observer/examiner. He has been !(ying for four and a half years, holds an advanced rating, and is a fJroduction test pilot for a major manufacturer. The first installment of The Right Stuff is intended to outline Rrik's view of the basic dilemma confronting novice pilots as they leave their basic training programs behind and begin working toward their intermediate and advanced

So you've taken a batch of hang gliding lessons, worked hard, learned well, and your reward is expulsion from the security of your instructor's nest. possibly, it's more like you've finally been turned loose by that smothering instructor of yours and you're finally free to develop your hang gliding skills on your own.

Freedom! No more sand in your shoes. No more weeds or seeds in your shorts. No more humping a 60-pound glider up that wretched little 150-ft. hill you've trained on for what seems like your last twelve lifetimes. Altitude! Soaring! The big payoff] Okay, calm down. There are a few things you have to look at. The fact is you may no longer be under direct su pcrvision as you prepare to go about becoming a more skilled and fulfilled pilot. What's more you basically know only two things: 1) Safe hang gliding requires an enormous amount of responsibility and seJf. discipline. 2) Hang gliding is so outrageously fun and exciting that you are literally exploding with the desire to do more and get better. Right now!

TOP: Author and instructor Erik Fair. LEFT: Pete Shloss; student with MAT dominant genes. RIGHT: MAT and mate out on a date. ABOVE: R,D.'s "force."

Let's assume your instructor has carefully installed the Responsibility-Discipline com· puter (R 2 D 2 ) in your head. R 2 D 2 is a droll little electronic humanoid not unlike his Star Wars namesake. He represents the evaluative, con· servative, data seeking, "process-all-the· variables-before-flying" part of you. He lives in your head where he is more protected from MAT, whom you're about to meet. Let's also assume that the experience of flight has resulted in a benevolent but out of control thrilla gorilla named MAT (More Air

HANG GLIDING

Time) raking up residence on your back. Furthermore, MAT is grinning insanely, energetically stomping to the tune of "Orange Blossom Special," and threatening to shake poor R 2 D 2 to electro-bits unless you give him all his bananas right now. Bananas to MAT are seconds, minutes, hours of airtime under any and all conditions, wherever and whenever. He gives you boatloads of energy and motivation. Your dilemma, novice pilot, is this: You need both these characters to develop into a living intermediate then advanced pilot. What makes it tough is that, left to their own devices, R 2 D 2 and MAT will probably refuse to work together. In fact, they routinely plot to kill each other as soon as you're not looking. It is up to you to become a Kissinger-like shuttle diplomat just to keep both these guys alive and on your side. Quite specifically, your task is to preserve and develop R 2 D 2 because he generally matures more slowly and is most vulnerable to destruction at the novice level. You simply try to satiate MAT who is generally most powerful at the novice level. Rest assured, MAT will probably calm down a little bit in two or three years and will definitely get much easier to control as R 2 D 2 grows stronger. An obscure poet, James Tate, inadvertently suggests how best to deal with MAT during his novice days. The last lines of "How the Friends Met" are as follows: So what do you do? What can you do? Kick him out? Hell, no. You charge him rent. In the meantime, do everything you can to accumulate more knowledge to fill up R 2 Dz's vast circuitry. Simultaneously, develop ways to keep MAT under control but still excited. To help you do this, future installments of The Right Stuff will address, among other topics:

1. Reliable sources of information for the novice pilot. 2. Frameworks and/or criteria to help schedule and implement new learning experiences. 3. The role of self-awareness in flying safely. 4. Common traps and pitfalls you can expect to encounter as you play shuttle diplomat to R 2 D 2 and MAT. If you have any specific problems or concerns you would like to see addressed in this column, or if you have experiences you would like to share, please write them down and send to:

The Right Stuff c/o Hang Flight Systems 1208 E. Walnut, Unit K Santa Ana, CA 92701 MARCH1981

PARACHUTE DESIGN CONCEPTS by Bill Figueiredo

A really exc1tmg area of ultralight technology these days is parachutes. There doesn't seem to be an awful lot of information on hang glider parachutes and the design requirements aren't all that clear other than to save the pilot's life. I have only seen one accident where a parachute might have been nice. I had just landed my glider and was wrapping up my cables while Dennis Page.n was doing hammerhead stalls about 250 feet above the landing area. Because I had just landed, I had an excellent view of the situation. After a couple of stalls, Dennis had managed to pull the glider down into a vertical luff dive. I remember looking almost straight up at Dennis' face and the expression on it was just priceless. It had no expression. I don't know whether Dennis was scared beyond belief or actually trying to get out of this one. At this stage, though, the glider mercifully tucked. Dennis was then thrown into a fetal-type position striking the frame with his back and causing the glider to collapse into a fireball of red cloth wrapped around him. He started spinning a little as he fell behind the trees and in the background he just bounced off the parking lot in between a bunch of parked cars. At this point I decided to walk over and see how he was doing - no sense in running, 30 people were already there. When I got there I noticed he had a nose bleed and a sore leg, which meant absolutely nothing to me after that feeble GSI Red Cross first aid course I had taken. Anyway, an ambulance was soon on the way and Dennis Pagen seems to be alive and well these days. The problem is how to design a parachute

for an accident like that. I don't know whether Dennis was in a state of mind to instinctively grab his parachute and judiciously toss it clear of the glider, especially when he was wrapped up in that womb or tomb of cloth. It was all over in five or six seconds. It was a fairly intese thing to watch from where I was.

Minimization of Chute Deployment Time Here's how I would approach a parachute design for such an application. Basically, the pilot and glider should be decelerated as soon as possible, especially if he's close to the ground. Because parachutes typically deploy in ten parachute diameters (nylon parachutes, reference 2), independent of how fast you're falling, small pa(achutes should be used because they deploy in a shorter distance. Of

"A triple multiple chute could probably cut down parachute deployment time by a factor of two over a conventional chute." course, to get the terminal sink speed down, a cluster of two or three parachutes would be deployed. For example, a triple multiple chute could probably cut down parachute deployment time by a factor of two over a conventional hemispherical chute of equivalent drag area. The reason the deployment time isn't

divided by a factor of three is that multiple chutes have longer rigging lines than conventional chutes (length to diameter ratio of 1. 5 to 1.7 instead of 1.0). This is needed to cut down on the bumping interference between multiple canopies.

Minimization of Parachute Opening Shock Loads There is one small problem with a rapid deployment parachute system: the parachute opening shock is larger because it deploys in a shorter time. A quick deployment parachute doesn't do the pilot any good if his torso immediately stops and his head and limbs continue on a terminal ballistic trajectory. To eliminate this problem, some type of energy absorbing bridle could be used. For example, there is a material called "unilon" which permanently stretches 100% when loaded and had been used for attenuation of opening shock loads in sport parachutes. The one real driver of parachute opening shock loads is the flight velocity at chute deployment. If you deploy a sport parachute at a flight speed of several hundred miles per hour, (assuming the parachute could take the loads) the dynamic pressure is so high at that speed that anything with the drag area of a sport chute would decelerate so quickly that it would probably kill you. But in a typical hang gliding accident the flight speeds a.re usually well below 100 mph and the parachute opening shock of a rapid deployment parachute system, such as a cluster of multiple chutes, probably wouldn't be that high because of the low dynamic pressure involved.

Turbine Chutes Another interesting variation on the parachute is a spinning parachute. If the rigging line geometry imparts a little twist to the individual panels ofa cruciform chute, the cruciform chute will spin like a four-bladed pro· peller, or more precisely, like a large windmill. If a system of two counter-rotating turbine chutes were deployed they would churn up the air like a huge egg beater. They would not only generate drag but lift as well, from the high spin rate resulting in a much lower sink rate. In any lifting parachute the cloth porosity becomes important. For example, a hang glider sail should have pretty low porosity so that it generates lift due to angle of attack. The hang glider sail doesn't do you any good if it doesn't push the air down. The same applies to lifting parachutes. To guarantee that the turbine chute remains ram inflated, the turbine blade loading coefficient has to be lower than the blade flow coefficient (reference 3). If it isn't, the inter-blade or panel passages begin acting like venturi tubes causing the chute to collapse into a ball. Turbine chute technology isn't anything new. Turbine chutes were used to deploy surveillance payloads along the Ho Che Minh Trail during the Vietnam War.

Another interesting variation on the turbine chute is the vortex ring parachute (reference !), the patented invention of Dave Barris. It consists of a cluster of four canopies tied together and canted 45 ° to the vertical. Apparently, if the flat plate drag area of the canopy is based upon cloth area, even though the vortex-ring parachute has four canopies, it generates 60% to 100% more drag than a hemispherical canopy, giving it a packing volume advantage. The vortex ring parachute has one problem though: it has a complicated geometry and as a consequence has poor deployment reliability.

ULTRALIGHT LIBRARY Wo Have Them All - Everything You Wanl To Road

Order Any Time You Wish, As OHen Or As Little As You Wish. Thero Aro No Deadlines, No Unwanted Oellvorles, And No Hass,ls -Just Discounts/ Order One Or Two Books And Pay Full List. Ord or Three To Nine And Deduct 5'1• Order Ten Or More And Deduct A Full 10'1•

"The name of the game in safety parachutes is reliability - not necessarily innovation." In conclusion, the name of the game in safety parachutes is reliability - not necessarily innovation. I was just reading the Parachute Equipment Industry Association monthly newsletter, the Para Newsbrief, and this month's issue had 30 accident reports. People would die for some of the strangest reasons in parachute accidents. For example: "The deceased couldn't find the ripcord." "The deceased was observed to be pulling the reserve chute ripcord in the wrong direction." Parachute technology is a statistical animal. The probability of a parachute deploying properly is the sum of all the individual events that are necessary to happen. These events for a typical hang glider parachute might be: grabbing the deployment bag, tossing it clear of the glider, the orderly deployment of the rigging lines, canopy inflation, and finally, payload deceleration before the pilot hits the ground. Sound parachute development requires statistical information something readily available from a test stand, for example. ~

1. E.G. Ewing, H.W. Bixby, T.W. Knacke,

Recovery System Design Guide, Air Force Flight Dynamics Laboratory WrightPatterson Air Force Base, Ohio. AFFDLTR-78-151, Dec. 1978. 2. French, K.E., Dimensionless Products of Parachute Inflation. 5. Spacecraft, Vol. 6, No. 10, October 1969, P. 1199. 3. Horlock, J.H., Axial Flow Turbines, Robert E. Krieger Publishing Co., Huntington, New York, Copyright 1973, p. 38.

_ _ _ _ _ _ State _ _ _ Zip _ _

HANG GLIDING

I wanted to escape. For nine days my only transportation was a Pterodactyl 430, equipped with a sleeping bag, parachute, some food, a good compass and a full set of aviation charts of California. No ground crew, no TV or newspapers or any other arrangements were needed. I set out alone, just me and my dream machine, for a kind of camping trip not possible any other way but with such an ultralight. Finally on Saturday morning, November 22, 1980, everything was ready. Pointing my glider down an asphalt strip near my home in Palm Springs I thought of the many months of dreaming, building and practicing it took to get here. I recalled the many lines I plotted across numerous aviation charts and the hidden lands I planned to reach during what was to become a thousand-mile adventure. Sweating on the desert floor within my space suit I hit the throttle, and allowed the powerful 430cc engine to accelerate me away from those boring daily routines. Liftoff and climb was a little slow, but predictable with five gallons of gas plus the kitchen sink on board. My first destination: Yosemite - some 400 air miles away.

running out of gas is no emergency, just a temporary step back to old familiar hang gliding techniques. With such a unique machine at my command, I confidently followed my first heading and crossed the windy Banning Pass. My navigation was simple. Flying in straight lines, I correlated the shape and position of roads with my chart where possible, or correlated distant mountain peaks with compass radials where the immediate terrain was either foreign or hidden beneath clouds. By following a path toward such chosen peaks instead of the strict compass heading, I could empirically correct for crosswind. Using this technique, my first two days took me 340 miles over the Los Angeles and Bakersfield basins, with stops about every two hours (or 80 miles) for fuel. I flew right over some old hang gliding sites like Sylmar with sweet memories, thinking of all those poor hang glider pilots (no offense) still chained by the bonds of specific site and constant setup and breakdowns. My glider; not my VW, was my turtle shell; and the air, not the road, was my primary medium of travel. On the other hand, flying some five hours a day, the bird brain had to be constantly en-

instead of directly against it. Toward the end of this pass I also ran into stratus clouds which obscured nearby peaks and ridges, making the situation almost too exciting to handle. When landing next to a gas station once across, three police cars converged. Their reaction: one of astonishment, disbelief, and an offer to trade my glider for a new sports car. I declined. On the morning of the third day it was time to strike out toward the mountains on a strict compass heading, above a layer of overcast. The snow-covered mountain peaks of the Sierra pierced the blue sky some 70 miles away, as the bright sun illuminated the fluffy ocean of clouds some 2,000 feet below. I chose a peak to aim toward, and trusted my navigation to guide me to that small airport in the mountains called Yosemite Mariposa. As I reached the foothills, the ground came up from underneath the solid overcast of the Central Valley, and comforting mountain roads and scattered signs of civilization appeared. I maintained my heading. Sure enough, I soon spotted a large sign imbedded on a mountain side directly ahead, proclaiming my destination with white letters in the shape of "MARIPOSA."

Article and photos by Tom Kardos

Being again airborne was quite familiar. After three years of hang gliding and a year of small planes, I had the necessary experience to handle my ultralight as either a hang glider or an airplane, depending on the situation. I could at will fly ten thousand feet high above layers of clouds where no thermals exist, or I could fly ten feet high - skimming along indefinitely in ground effect. I can cruise at 50 mph with the right throttle setting and weight arrangement, and still land and take off within 200 feet most anywhere. I have the option of a go-around in case of a missed approach; yet,

gaged. Through places like the tricky Tejon Pass - where even light planes perish - one needs to recall and aggressively implement all that indispensable aerial knowhow. Since I was flying by specific headings and not local ridge configurations, I had to use both updrafts and downdrafts to full advantage. At times my relatively strong engine was no better than the arms of a weak swimmer against a strong riptide. I could use my power only to maneuver myself between the mighty and often opposing air currents, much like the swimmer would swim to the side of a riptide,

I made it; what now? After refueling I struck out to find and see that awesome valley which I was only able to experience for 10 minutes when launching from Glacier Point in the past. I could now enjoy my perspective almost indefinitely. However, I had to maintain my altitude, for my climb rate was very sluggish with all that heavy gear in the wings. In order to unload this burden, I set out to find some old friends at a nearby lodge, and declared the highway as a local airstrip. Finally, without the kitchen sink, the next morning I trekked around the neighboring wonderlands with litHANG GLIDING

TOP: The author shares stretch of Iha California coaslline with a fellow Plerodactyl pilot. LEFT CENTER: The author refuels al LEFT: Cruising the coastline with a steady hand on Iha throttle. ABOVE: Entering Yosemite. El Capitan ahead and half. dome in the distance.

MARCH198'1

tie restraint, occasionally shutting my engine and enjoying the quite glide. The performance of my ultralight, to say the least, gave me a freedom that is most difficult to believe and accept, let alone control. I was able to land and take off at places that took me many days of hiking to reach in the past. And all this without N-number.;, and with a craft I normally keep in my living room next to the couch. After the climax of Yosemite, I decided to fly to the ocean and follow the coastline down south. The Yosemite-to-Big Sur leg was surprisingly quick, taking only five hours to cross the two basins and mountain ranges. Flying typically at 4,500 feet in sparcely-used airspace, this leg was so relaxing I almost fell asleep. Distant mountian peaks which I had picked to follow got effortlessly closer. I stopped twice for fuel, both times at small uncontrolled airports. By now I had a welldeveloped approach and landing technique, which included initially flying high over the field for observation, then setting up a normal aircraft style approach with occasional tenturn spirals intersper.;ed to lose altitude. My last stop before the coast was at King City, where my landing maneuvers again brought a curious but friendly police reception, though this time right along with some free avgas from a local fuel truck. Reaching the ocean from high over the coastal mountains was like finding the Earth after a deep-space mission. The late afternoon sunshine threw a blinding reflection across the endless body of water. I was some 5,000 feet high. Far beneath me stretched the narrow strip of the Coast Highway winding endlessly from North to South. With one last look back over the mountains I had just crossed, I began a slow spiral down toward the beach, and skimmed low over the coastal terrain like a lazy cruise missile till reaching the familiar

hang gliding site at Pacific Valley. The annual Thanksgiving hang gliding meet was held here that weekend, and it was packed as usual, complete with nudists on the beach. I even found another Pterodactyl pilot who drove out all the way from Wisconsin. After spending a few days with the meet, I continued down the coast to Santa Barbara, stopping along the way at a beach near the Hearst Castle and at Oceana airport for fuel. Daily

total: 140 air miles; no big hurry that day. My cruising altitude occasionally reached zero feet along endless open beaches, where I could liberally practice countless touch-and-goes at the water's edge while playing chicken with the foaming remnants of waves washing onto the sand only a few inches below me. At sunset I picked up a high plateau - an abandoned rifle range - on top of the Santa Barbara mountains for my camp site. Unfortunately, the landing on this plateau was a hard one, causing the only critical damage to the glider in the whole trip. The problem was a small fence, invisible against a black and grey terrain at the twilight of dusk, which I spotted only seconds in advance. In order to clear this three-foot obstacle I flared with full force on the winglets, thereafter dropping on my aluminum axle which collapsed instantly. What now? I sure wished I had some sort of ground crew. Will I have to fold up and hitch a ride home? My freedom was put to a test. However, with the remaining twilight and the aid of a few bewildered mountain folks, we easily convened one of the steel fence posts of the culprit fence into a perfectly fitting axle that was even stronger and sturdier than the original. Since the extra few pounds caused no imbalance, the result was better than new, giving way to a good night's rest. The sound sleep, however, led to a quick but pleasant awakening before sunrise. The

HANG GLIDING

panly cloudy sky was so full of color that I had but one impulse - to fly and catch the sunrise in the sky. Leaving everything scattered, I went for my skyship with only the bare essentials. After a 60-second preflight I was pointing at the edge of this high plateau, and with my engine running smoothly I was ready to go. Before my eyes were fully awake, I found myself drifting in the early morning skies, staring into the flaming colors and waiting for the first beam of sunlight to pierce the glowing horizon. As I lifted higher and higher in this twilight of color, I could see the runway lights of Santa Barbara Municipal in the distance, along with a dense, low level fog a short way out to sea.

OPPOSITE PAGE TOP: Ten mi nutes before sunrise near Santa Barbara. BELOW: Tom Kardos and machi ne. Note sleeping bag and tent inside the wing. THIS PAGE TOP: Cruising by the lip of Halfdome and the wilderness t o the southwest. BELOW: The Hearst Castle near San Simeon.

MARCH1981

After returning to the plateau a half hour later and stowing my camping gear in the wings, I headed for the beach much like a normal hang glider would. The curious low level fog was maybe a mile out to sea. I crossed over the breakers and went to investigate. Lying directly on the water and stretching to a height of merely 30 feet, this was a true fog. Flying near its edge gave the impression of being in some other world. I aJJowed myself to descend even further while keeping a steady hand on the throttle. Skimming a few feet over the calm water that was occasionaJJy darkened with patches of submerged kelp made me feel as if I was truly some huge prehistoric bird, stalking the surface of the ocean looking for food. The

scene turned even spookier when I saw a smaJJ single-masted fishing boat materialize inside the fog. Appearing as if a ghost ship, it plowed slowly through the smooth glassy surface, creating the familiar shaped ripples which stretched back into and graduaJJy disappeared inside the ghostly fog. Noting my fuel supply brought me back to reality; it was time to resume that compass heading and rise from the altitude of ships and surfers. Following the coastal terrain, my next port of call was Camarillo - an uncontrolled airport just north of the last stretch of mountains bordering Los Angeles. After the usual modified aircraft approach and fuel-up amidst bewildered aviation folk, I was ready to head

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JANUARY 1 · OCTOBER 31. The British Columbia X·C League. Two categories: long· est flight and highest total mileage. Open to anyone. Con· tact Andrew Morin, 215 E. 27th, North Vancouver, B.C., Canada, 987-8874. MARCH 6·8. Power instructor's clinic for Region 3. Contact Ultrasport, 12780 Pierce St., #14 Pacoima, CA 91331. (213) 896-1805.

NOW AVAILABLE conditions report from key launch sites (hourly) Call or Write PIREP Systems 9681 Bickley Huntington Beach Ca. 92646

Cl 14) 833·0483 Save Gas!!

Save Time !.

MARCH - 7. Novice competi· !ion/rating day at Ed Levin Park, Milpitas, CA. Current USHGA card required. Con· tact: Pat Denevan, Mission Soaring Center, 43551 Mission Blvd., Fremont, CA 94538 (415) 656-6656. APRIL 17,19. The Great Western Ultralight Rally in Porter· ville, CA. Fun contests, tro· phies, tours of Hiller Aviation and Mitchell Aircraft factories and continuous workshops on Mitchell Wing construction. Saturday barbeque. Campers welcome, food and lodging available nearby. Mitchell Air· craft Corp., 1900 S. Newcomb, Porterville, CA 93257 (209) 781-8100. APRIL 18-19. Easter fund rais· ing contest for Regional Qual· ifiers at Buffalo Mt., Talahina, OK. Tasks for II, Ill and IV pilots. Prizes. Sponsored by USHGA Chapter 10. Contact: Bob Weiss Box 756, Bethany, OK 73008 (405) 495-3911.

TAKE HANG GLIDING WITH YOU DON'T MISS THE LATEST ISSUE BY FAILING TO NOTIFY USHGA OF YOUR CHANGE OF ADDRESS!! NAME _ _ _ _ _ _ _ _ USHGA # _ _ __

APRIL 22-26. Lexington South Africa Masters at Hartebees· port Dam Cableway. APRIL 17-20. Transvaal Champion· ships at Barberton. Contact: Allan Whittaker, Box 35644, Northcliff, Johannesburg, 2115 Transvaal, Republic of South Africa.

MAY 15·17. 6th East Coast Championships, White Lake, NC. Tow meet, limited entries. Contact: Tommy Faircloth, 8·8 Oakdale Apts., Fayetteville, NC 28303 (919) 424-4302. JUNE 12·14. Elsinore ultralight fly-in. (Formerly the Perris fly. in.) Manufacturers display, contests, fun flying. Contact: Mike Miller (days) (714) 678-2050. Steve Grant (eves) (714) 968-6129. Write: Steve Grant, 9681 Bickley, Huntington Beach, CA 92646. JUNE 20·28. The third annual X·C Open in the Owens Valley. Foot-launched gliders. Some spots still available. June 29-July 3: X-C Qualifier. July 4·12: X-C Classic. July 13-Aug. 2: Cerro Gordo Cup. Contact: Don Partridge, Star Route 4 Box 3a, Bishop, CA 93514 (714) 873-4434. AUGUST 5,9. Cypress Gardens eighth annual World Cup TowLaunch Championships. Practice Aug. 1-4. Contact: Matthew Bablitz, Box 1, Cypress Gardens, FLA 33880. SEPTEMBER 28-0CTOBER 4. 1981 Telluride Invitational. Contact: David Stanfield, P.O. Box 456, Telluride, CO 81435.

KITTY HAWK WEST APRIL 4. Tandem clinic. MAY 16. Soaring seminar and practical instruction. JULY 4. Fly-in and target com· petition. SEPTEMBER clinic. OCTOBER 31. costume fly-in.

26.

Towing

Halloween

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MARCH1981

This month's the Challenger, is Sun· bird's new ship for 1981. It is a widenosed, fixed-rib glider which has very little billow or twist.

the and assemble the triangle bar with one bolt. Attach the lower wires at the nose and stand the glider on the control bar. Remove the cover bag and all the tics. Raise the kingpost and secure it with the the Since style tensioner. Now the Challenger uses a "Wills" type set-up box you can the wings asymmetrically without any trouble. With the crossbar anchor bolt in hand, push the crossbar box back to the keel swivel and bolt it in place. Now install the half aluminum, half lexan ribs in their velcro· closed pockets and plug in the bungee drawn defined About a 5-6 minute job.

The rates an "A" in the appear· ance category. Fine craftsmanship and hard-· ware abound. Sunbird now manufactures almost all their own hardware, buying just a few saddles and end caps from UP. The end result is stunning. All spars, defined tips and control bar sport the bright dip anodizing which is really first rate. Stainless steel tangs, white coated cables and never kinks round out the department and their quick set· up/shifting crossbar system is my personal favorite. The set-up box, as I mentioned earlier, is similar to the one found on the Raven. What really makes it nice is the way the set· up box attaches to a tang anchored to the keel.

This allows the crossbar to shift freely yet imparts a solid feeling to the pilot. Another in· point in the Challenger's construe·· tion is the amount of tip "overhang" past the crossbar. Due to the wide nose angle, (132 °) the crossbar meets the leading edge rather far back. This leaves only 6'6" of unsupported tip much less than other designs. The ribs used by the Challenger arc an unusual hybrid of aluminum and clear lcxan plastic. The front halfofthe rib is 112" x .035" 6061 aluminum to form the airfoil, while the rear half is flexible lexan. The factory claims you can step on the lexan without breaking it but I was too chicken to try it. My only criticism of the Challenger's con·

struction is the uncoated bridle cables. I'm a little squeamish about rolling uncoated cables up in my sails.

The sail is another Susan Wiegan master· piece. During the course of this evaluation I flew three different Challengers. All had flaw· less sails.

No surprises here. The Challenger's excellent static balance and solid feeling frame make launches a breeze.

Folding crossbar and set up procedure.

HANG GLIDING

Once in the air, you'll find the Challenger fast. Roll and equal insta111 output. You must exert. care not to ovcrcontrol at first. Control pressures arc light, especially in pitch. It is very easy to fly this glider too fast, losing some sink rate In turns, the must be kept flying. Slow, stall·thc-tip-and-mush-it-around turns don't work. I found it best to up a constant speed throughout the turn. As a result, you might look like you're flying fast through turns, but your rate of climb will amaze you. Stalls on the are very forward. Slow into stall produces a mushy, gentle break. A zoom into a stall pro-· duces a clean, break. When you stall the Clrnlllenger in a turn, you get a mild spirnl in the direction of the stalled wing. 1~ "r"'""r"

instant in all modes once you pull in. I did not get the Challenger to spin during my flight tests. However, I feel I must clarify my policy on When attempting spins for this series, I go through the normal range of control motion available to a pilot in prone position. I do not get exotic, i.e. stand in the control bar, push out the rear flying wires, etc. So if you can get one of the gliders tested to spin, that could be the reason.

I found the Challenger's best minimum sink to be 20 mph (indicated) for my wing loading. Stall speed was an indicated 16-17 mph and top speed was an astounding 55 mph! This is clearly the fastest flex wing I have tested so far.

Floaling crossbar attachmenl. MARCl!1981

The Challenger, like any other high LID ship, should be flown all the way to the deck. A long, flat approach at medium speed works best. Be sure to allow lots of extra space for landing because the good glide will carry you much further than your present ship. Once in ground effect, let the wing slow itself down before flaring so you don't shoot back up. A strong final push will set you firmly on your feet.

I found the Challenger to be a real comer to the 1981 flying season quality construction, fine handling, exceptional performance at a low price. Many cross country flights of note should result from this ship . . . -

Loaded sail shape.

A breakthrough for the hang glider and ult:ralite industries and the private home· builder is a new, way to gather and store accurate data. Known as the Aerodynamic Test (or ATS) it affords manufacturers and private groups alike a meam to achieve wind tunnel results without the expense. As a result, people (also) do not have to rely as heavily on in-flight testing. While in-flight, direct testing will always re· main indispensiblc in work, most of the flight loads cannot be evaluated for reasons. For that matter, np1·trvrm,m,:·P·rPl:~tPrl information empirical is all but impossible to obtain in evidence flight. With the you never leave the ground but still get all the information you need.

A major plus with this system is that it has been to measure aerodynamic charac· teristics of actual, full-sized objects. As we have seen in hang gliding (for example) the use of models has proved inaccurate due to the inability to scale down designs using com· parable materials. Not only are such materials difficuh or impossible to obtain, (to accurately reproduce actual dimensions) but true is just as dif11cult to scale proportion· flex and ultimate strength fac· tors of models ofi:en have little in common with the full-size version. As mentioned, how· ever, the ATC is designed for testing foll-size hang and ultralites. The vehicle is of sufficient size and strength that it can be used for just about anything: from power systems to spoilers, parachutes (shock loads),

wing sections, even yachting sails. And again,

it provides the same information as wind tun· ncl testing, at a very low operating cost. The ATS is the brainchild of Michael Giles (president of Highster Aircraft, Berkeley, CA) who first visualized the system back in 1977. At the time he was on the Board of Directors of the HGMA. (For those unfamiliar with this group, the Hang Glider Manufacturers Asso· ciation, it is a body created to establish structural and performance standards to be used by manufacturers when designing and testing new gliders.) Mike, however, began to realize a basic flaw within the system. Now the guidelines are correct, and the structural/ performance characteristics under scrutiny help promote safer gliders. The problem was the obvious lack of accurate devices HANG GLIDING

FIGURE #1

3) A control unit with a remote preamplifying unit 4) A pitching gear with angle transmitter 5) A structure with tower to carry the balance and object to be tested 6) Interface 7) A computer with video display and disc drives ANGLE _ __;;""1'~"111111- TRANSMIITER (See Figure 1.) The function of the entire sys6-COMPONENT BALANCE tem is shown in Figure 2. The six-component balance was one of the more complex pieces to make in the entire system. It is composed mainly of six strain gage, precision load cells sandwiched between a top plate (which ultimately holds the object to be tested) and a bottom plate (attached to the main superstructure), and six liaison elements. (See Figure 3.) The hard part was to prevent interaction between the separate forces that are encountered. Due to the posi--ELECTRICAL POWER SOURCE tioning of the load cells, three forces and three torques (with respect to the three axes) can be determined. The critical parts to design were the elastic liaison elements (see Figure 4)

GENERAL vrrn Q£:. THE ATS

FIGURE #2 TEST GLIDER

BECKMAN ANGLE TRANSMITTER

APPLE DISC MEMORY

000 C NT

QJ[]lDDS:l 00000

INTERFACE

00000

TEST VEHICLE

FUNCTION 2£. THE ENTIRE SYSTEM POWER PLANT thereby resulting in questionable data. Human error could also be as much the culprit as the actual test vehicle. It became apparent that a new method of collecting accurate data was required - a computer. The major problems Mike faced were highly technical in nature. He would need a quite sophisticated computer system that relied on a structurally sound, well-engineered test rack. Since he didn't have a lot of the specific answers, the next step was to involve people who did. The first of the problem solvers arrived in the Summer of 1979 in the form of a Swiss mechanical/research engineer by the name of Thierry Guignard. Thierry's interest in the sport of hang gliding began back in 1975. His first actual technical project was as a participant in a study of Rogallo stability, con-

MARCH1981

ducted at the Swiss Institute of Technology, Lausanne, Switzerland. From 1977 to 1978 he worked in a research capacity in Zurich and concentrated his efforts on measuring forces. Upon his arrival in California he designed and built a digital device that would measure pitching moments. Later the same year ( 1979) he came to San Francisco and met Mike Giles. Mike was familiar with the aforementioned device and started talking to Thierry about the ATS. After expressing interest and the desire to become involved with the project, he was hired immediately by Giles. The ATS began to take shape. Basically it is a heavy duty Chevrolet van equipped with the following components: 1) A six-component balance 2) An anemometer

designed by Thierry, machined out of Bearcat steel, and tested to 12,000 pounds. These elements are designed to transmit tension/ compression efforts and no shear, allowing the six load cells to be independent of each other. This balance can take up to 1,000 pounds of drag and 4,000 pounds of lift at no pitch moment. The anemometer is mounted on a pole in front of the van. It delivers a signal that is fed into the preamplifying unit. Then came the main control unit which was originally built to specification by Jim Breggs (Metler Electronics in Glendale, CA) and later modified by Thierry. He also extended it with the addition of the analog calculator. All signals from the anemometer, load cells, and angle transmitter are preamplified in the

remote preamphfying unit and then fed into the main control unit which calibrates them. Lift force, drag force and lift to drag ratio arc then determined by its analog calculator and later displayed on the panel instruments. It was now the fall of 1980 and the balance box and control unit were finished. The final chapters began to unfold with the input and donations from Manta Products, Inc. (Oakland, CJ\) and their president, Kent Trimble. With their materials, facilities and knowledge, the main boom structure, rack, and pitching gear were designed and fabricated. The pitching gear is a mechanism which is powered by an electric motor and employs telescopic "arms" to fasten the wing to the balance. Different fastenings can be used for different objects to be tested. The gear mechanism permits the pitch angle to vary during testing and is controlled from within the van. The pitch angle is measured by the angle transmitter and this electric signal is transmitted to the preamplifying unit (sec Figure 3). The computer, disc drives (memory) and

GIDER'S KEEL---

Figure 4. Elastic: liaison element

video (Manufactured by Apple) also came from Manta Products, Inc. The computer is pro· grammed to perform the following: Sample all of the signals at a given rate and calculate the mean. Compute aerodynamic characteristics using programmed formulas. Record raw data and compute characteristics on the disc memory. Display these characteristics on the video display. By November the entire J\ TS vehicle and components were finished and the first tests were conducted. The rest of the month was spent calibrating the equipment and running further tests with the Highster Rogallo and Manta's Fledgling II rigid wing. Now in full operation it is currently being used by Manta in their R&D program and will be used to cer· tify their new wing according to HGMJ\ specification. The test vehicle is being made available to manufacturers and private con· cerns alike. It will also be used by Flight Designs (Salinas, CA) and Progressive Aircraft Company (Simi Valley, CA) in the certification of their new wings.

HANG GLIDING

estme; a The test location should be a smooth run· way, at least a half mile long, preferably in nowind conditions. The glider is fastened to the balance with the universal clamp assembly which holds the keel and the two downtubcs. It presently will accommodate any/all control bar configurations. The tower is lowered for this operation and then raised back to operating position. After choosing the ap· propriate electric sensitivity (G·load, pitch moment, etc.) the cells of the balance arc zeroed. Usil1g the pitching gear, the keel is leveled to zero angle of attack and the angle transmitter is electrically zeroed. All of this is clone from within the van. An empty disc is plugged into the computer and the test is ready to start. The driver of the van then accelerates to test speed and will constantly refer to his airspeed monitor. The operator at the control unit will then pitch the glider to the desired angle of at· tack, using the powered gear and angle of attack monitor. Finally the operator presses a key on the computer keyboard. At this time, the computer begins sampling the signals (each force); torque, airspeed and angle of attack are each read several dozens of

times during the test run usually each five to ten seconds. Averages are then computed fi)r each one, and the values are stored on the disc. As a result of these samplings, bumps, wind gusts, oscillations, etc. are eliminated on the final results. While all of this is going on, the video set displays information about the test being run, including airspeed and angle of attack, and then shows the results immediately after sampling. The speed and/or angles of at· tack arc then changed and the process repeated until all flying attitudes have been investi· The pitching gear is on a rotating table (see Figure 3) so that the glider can be tested on slide slip as well, with yaw angles in five degree increments. All of this takes little more than 1-3 hours and results in an entire library of numerical (empirical) data stored on the disc. All the individual runs can then be reviewed on the video directly in the van. A special program can be used to process the data and plot graphs for pitch moment curves, polar curves, etc. Finally, you can take your personal disc to an indoor office equipped with a printer where listings of data and are made. Earlier we mentioned that the ATS has been designed such that it can be used to test a wide range of foll·sized objects. The following arc a few examples:

Rudder or aileron test: A section could be fastened on the balance. checking the yaw moments and/or roll moments (produced by activating the aileron/rudder) their flying efilciency could be estimated. Power systems: Could he fixed on the balance and the thrust measured at dif: ferent power settings and airspeeds for different propellers. Safety chute opening sequence: Where the static line of the parachute would be attached to the balance and the container opened while driving at difkrent speeds. A special computer program would record the drng during the entire sc· qucnce and give opening speed, opening shock intensity, drag coefficient after opening, etc. On just about any piece of racing equipment, as long as it operates within the speed range of the van. For that mat· ter a downhill skier could fasten himself to the balance by his ski boots. Driving at different speeds, variations of drag could he recorded depending on the skier's position or equipment. The potential for the ATS is unlimited. It should help to open up a whole new era of hang glider design and 1esting.

BORN: Terence Thomas Cunningham, Chicago, 1951 OCCUPATION: Computer engineer RECENT FLIGHT ACCOMPLISHMENT: Spent six weeks last summer flying around the western United States without the benefit of ground crew. He started from the west coast, near his home in Palo Alto, California. His luggage included tools, spare parts and "clothes for every occasion". Among his stops was the Rocky Mountain Regional EAA Fly-In in Loveland, Colorado, where he won "the coveted longest distance flown award" (second place flew a Cessna 172 from Michigan). MOST RECENT BOOK READ: The Right Stuff by Thomas Wolfe WORDS OF WISDOM: "Like what I learned on the trip? With a hundred pounds of luggage and gas and two hundred pounds of me, I'd say density altitude. Density altitude, weather, and preflight. How's that for words of wisdom?" WOULD TAKE NEXT TIME: "Binoculars, mostly for reading road signs. I also think it would be more fun flying in a group." TOOK THIS TIME: "Ground school from the junior college just before I left. Absolutely essential, before that I couldn't even read the map." NEXT CHALLENGE: Bangor, Maine PREVIOUS FLIGHT EXPERIENCE: "I flew a hang glider with a plastic sail a few times in '74 and that was it until I got my Pterodactyl. I just took it easy and followed the manual." From Dizzy Dean, "Ain't braggin' if ya done it." HIS AIRCRAFT: Pterodactyl Fledge 4301)

MARCH1981

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Leave it to l<itty Howi, Kites to be the first to tol,e the insecurity out of buying a new hong glider. "Will that new glider perform the way I've been led to believe it will? Does it respond predictably to light control pressures? Does it hove the low sinl, rote and brood speed range I'm expecting? Are launch and landing characteristics docile or unneNing?" Worries lil,e these con mol,e buying a new hong glider a nightmare. Out not any more. Read the text of our new JO-day guarantee. If you buy a new hong glider from us you hove JO days to decide that the glider will do everything we soy it will, or you con exchange the glider for another model. We con offer this new l,ind of guarantee because we l,now what our gliders will do and because of the excellence of the brands we carry-gliders we con stol,e our reputations on. For more information and brochure write:

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General Meteorology Part Ill by Rick Jesuroga In Part II of this series we learned about the basic elements regarding high and low pressure systems. We learned that high pressure systems generally bring clear skies along with stable flying conditions due to the sinking motion of air. Low pressure systems generally bring cloudiness with some precipitation due to the lifting of air. Here, we will learn how highs and lows develop and also see how highs and lows appear on an upper level weather map. Once you have understood this material, you will have a basic understanding of how a meteorologist forecasts the development of pressure systems. As we learned in Parr I, the tropopause acts as a lid on the troposphere. The tropopause

the descending air, divergence occurs at the surface. Convergence and divergence aloft will generally occur in the troposphere between 23,000 feet and 40,000 feet. It is this process of convergence and divergence aloft that is thought roughly to be the mechanism responsible for the development of high and low pressure systems. Before we begin our discussion of how convergence and divergence aloft occurs, it is important that we become familiar with upper level weather maps. Upper level weather maps depict i:he pressure patterns at certain specified levels. Upon these maps we find a number of solid lines called height contours. Their purpose is to illustrate the pressure gradient and general

iROPOPAUSE

stream. The encircled area in figure 4 shows the area of greatest mass accumulation. This is an example of convergence which could cause higher pressures at the surface. Another form of convergence and divergence aloft is the result of winds traveling at different speeds through the contours. An example of this is shown in figure 5. Here we see arrows illustrating the wind direction through the contours. The arrows with flags indicate wind speeds of50 mph. Arrows without flags indicate slower moving air. We see that faster moving air is blowing from point A while slower air is entering point A. From this we see that mass is being taken away from point A faster than it is being replaced. This is an indication of mass

TP..OPOPAU::iE.

1-\ish Pl'e'=>":>ure :)Y<;,1.em

:)u~fC1Ce

II I II I I I III I I I II II

Fi 9l has the same general effect on the pressure systems as does the surface under it. Although the tropopause is mobile, it has a tendency to serve as a boundary of constraint. This causes the air close to the tropopause to move along it rather than through it. As low pressure systems generally cause convergence at the surface, divergence generally occurs aloft near the tropopause. See figure 1. The motion of air is reversed within high pressure systems. See figure 2. Here, convergence occurs aloft causing an accumulation of air in the upper regions of the troposphere. As the tropopause restricts the air from moving upward, the air must descend downward toward the surface. As the surface constrains

Surface///////! 11// /// Fi3. 2.,

air flow around regions of high and low pressure. See figure 3. As a topographical chart depicts height changes along the surface of the earth, contours illustrate height changes of a particular pressure level on upper level weather maps. If this seems somewhat vague, think of the contours in figure 3 as steps rising to higher pressure or descending to lower pressure. Now let's discuss convergence and divergence aloft. Directional convergence is the result of wind blowing from wide contours into very narrow contours. An example of this is shown in figure 4. Here we see wind blowing through a weak pressure gradient that strengthens down-

divergence, which may develop lower pressures at the surface below point A. Now look at point B in figure 5. Here we see that faster moving air is entering at point B while slower moving air is blowing from it. More mass is entering point B than is being taken away. This illustrates convergence, which may result in higher pressures at the surface. While speed and directional convergence and divergence are important contributors to the production of highs and lows, there are more significant and more complicated processes that we will consider next. In the upper regions of the troposphere we find many factors occurring simultaneously HANG GLIDING

Fig.'!> Upper Level Weather Mop cf 'I.he Middle Tropo!:iphere

Speed (onver~ence o.nd Diver9el'\ce,

CcvnfoVr$J

... Fa~ler M ~ that play a part in causing divergence aloft. Upper level weather maps illustrate a number of important things like temperature, moisture, jet streams and areas of high and low pressure. The contours on upper level weather maps illustrate a low pressure area as a trough while a high pressure area is called a ridge. See figure 6. For simplicity, this upper level weather map of approximately 30,000 feet contains three important items we will consider. First, we see a ridge over the Western United States shown by the anticyclonically curving contours extending northward into Canada. Second, we see a trough over the Midwest shown by the cyclonically curving contours extending southward into Mexico. Third, we see arrows illus-

trating the wind speed and direction through the contours. Again, some arrows contain flags indicating wind speeds of 50 mph. Some of these arrows have two flags indicating wind speeds of 100 mph. We will consider this area of high speed wind to be the polar front jet stream. Now let's look at what happens as the jet stream flows through the curve at the bottom of the trough. See figure 7. Here we see the jet crossing the contours and exiting the trough to the southeast. As a race car skids to the outside of a curve because of centrifugal force, the jet stream will skid across the contours. The contours in figure 7 show a tendency to spread and follow the jet where it is overshooting the trough. This spreading of the contours indicates divergence aloft and is usually an excellent place for the formation of a low pressure system below. An upper level weather map may be the first place a meteorologist will look when preparing a forecast. The main idea regarding these three examples of convergence and divergence aloft is to give a basic explanation of what takes place in the upper regions of the troposphere, causing the development of high and low pressure systems. You should remember that the at-

mosphere is a very complex system. There are many other factors which will determine the formation of high and low pressure systems. A meteorologist must consider each of these fac·-.rs separately from six pressure levels at intervals of twelve hours in order to forecast the development of the weather. In conclusion, we see that high and low pressure systems generally originate in the upper regions of the troposphere. Convergence and divergence aloft may be responsible for the development of surface highs and lows. Speed convergence and divergence aloft is the result of winds traveling at different rates of speed through the contours. Directional convergence and divergence aloft is the result of wind blowing from wide contours to contours which become narrow. A more important form of convergence and divergence aloft may often result from the overshooting of the jet stream around curved contours. As hang glider pilots, we will always have something new to learn, while trying to determine the potential soaring conditions of each day. In Part 4 of this series, we will cover cold and warm fronts along with their associated weather and cloud types, as well as cloud development. ~

Upper Level Map 30,000

MARCH1981

Foot Leve\

Dear Jim and Henry. On July 25, 1980 two Britishers, who attempted records at Cerro Gordo for 1 0 days straight. plus Chris Aral. a top notch U.S. X-C pilot, and George Worthington launched from Cerro Gordo about 1 :30 pm. All four were trying for the World Flex-wing (Rogallo) Distance record. It was a special day because of the location and excellence of the cumulus clouds. The Mega climbed straight to cloudbase at 16,500, directly over take-off. I allowed the Mega to enter the cloud until vision directly downward was starting to fade. Then I pushed the control bar toward the knees just enough to maintain downward vision. There was extra speed left, if needed, at all times. When the edge of the cloud was reached the Mega was slowed to minimum sink speed and steered to the next cloud ahead. The Mego's sink rote helped to get the gilder to the next cloud at a 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 Mega flew 60 miles like this, from cloud to c:loud. · The Mega offered a unique advantage on this flight. Many of the clouds were as much as one and two miles "behind" (downwind) the spine of mountain. With the Mego's better speed range and penetration, it became reasonably safe to fly such a distance behind the spine and toke odvon· toge of these clouds. It mode an extremely significant difference in achieving the record. At the 70 mile mark, the Mego was under a solid overcast which stretched ahead for 15 miles, It looked bad because no heat was getting through to the valley floor or to the sides of the mountains. And it was bad. Every scrap of lift wos used but the glider was forced ower and lower. At the 85 mile mark, at 8,000 feet ASL 500 feet above the aluvial fan of the volley floor) the er finally flew out from under the overcast and over a sheer rugged rock canyon wall facing the sun. A violent, snakelike, thermal existed right next to the woll. The Mega had to fly within 50 feet of the wall or lose the thermal. The turbulence was violent. I put my faith in the reputation of Moyes and the Brod, docks that the glider was strong. After long min11tes of thrashing around, trying to catch pieces of the "snake" that was going up, (you could never stay in the lift for more than a quarter turn) the altimeter began inching up. Finally, the "snake" became a real thermal, and took the Mego up to 16,500. From there, in a straight glide, with no real thermals, but with the help of some buoyant cool evening air, and a bit of downwind tailwind component, the Mego glided 23 more miles and to a new World Record. Yo11rs truly,

Photo by 0, Dettlno Gray

CLASSlrIE[) ~t>VERTISINQ

OSPREY IIB - New $750. Bobcat III, $500. Skysports chute, $250. Gemini power system, new, $1100. Call (203) 871-0083 at 6:00.

FLEDGE 2B - Excellent condition, 4 mo. old. Black leading edge, white trailing, bottom full length, black, red, orange, gold, white tail. Reggie Jones (702) 852-4948.

PACIFIC GULL EUROPA - Tight, all black, 180 sq.' sail. $500./trade for new chute. Box 1946, Sun Valley, Idaho 83353.

FLEDGE IIB - $800. 1979. Good condition. Call Herb (714) 631-1092.

PHOENIX 8 - Regular - Excellent condition, bright col· ors. $600 or best offer. (415) 355· 7053. RA VEN 209 - Excellent condition, very clean, asking $950. Days (805) 688-5579. Eves. (805) 688-5091. Ask for Mike.

FLEDGE 2B 1980 - Low hours, excellent condition, beautiful sail pattern. UP harness with Flight Designs chute, Bell helmet. Litek model C vario with altimeter custom mounted, airspeed indicator, extras. All for $1,500 or will sell separate. Idaho (208) 233-2672.

Schools and Dealers

RAVEN 209 - New $1,200. Price harness & chute, $250. Colver vario-new, $175. (714) 987-3326 or (213) 797-2167. SEAGULL SIERRA 200 - Factory new, all extras. Will ship, $1195. (805) 683-1130. 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 ASG 21C - Excellent condition. 180 sq. ft. .33° billow, raised keel pocket. Yellow L.E., blue keel, white sail. $500 or offer. (303) 666-8112 or 666-6451 eves. Upslope safety prone harness, $50. ATLAS - Perfect condition. 175 sq. ft. 30 hours, new 5/80. Orange L.E., K.P., white body, gold, yellow tips. $1450. (303) 666-8112 or 666-6451 eves. ATLAS - Excellent condition, American tubing and hardware. Priced for quick sale. $1,200. (303) 838-0267. CAN'T AFFORD A NEW OR USED GLIDER? With only JO% 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.

SEAGULL 9 METER - 1980, plus harness. Like new, low hours, custom sail. Nice glider for a lightweight pilot. Only $1000, CANADIAN (very cheap in U.S. dollars) or best offer. (604) 438-0455, ask for Jan or Chris. SEA HA WK 170, 1978 - $ 600. SEA HA WK 190, 1978 - $ 600. BANDIT 180, 1980 - $1,250. Sunbird harness with unused Bennett B.U.S. II chute, $275. All good condition, one owner equipment. (213) 362-6359. SPIRIT 180 - 8 hours flying time. Gold L.E. and keel, white sail, orange tips, gold trailing edge. $1,000. (505) 294-4600, (Bruce) or (505) 821-6842. SPIRIT 180 - Custom sail and keel pocket, $950. OL YMPUS 140 - Multicolor sail, quick tips, spare control bar and misc. parts, $400. (505) 298-2922 hm, (505) 877-0410 wk, (Mark) or (505) 821-6842. SPIRIT 220 - Almost new, $1,000. DOVES - New and used, $1,000 and less, Buffalo Skyriders, Inc. (505) 821-6842. SPYDER 180 - Wt. range 156-192. Spectrum sail. Can ship anywhere in rugged container. $595. Others available· call! (801) 572-1537 evenings. STRATUS BOWSPRIT - Size large, like new, 15 hours airtime. Also, cocoon harness and parachute. All for $1,350. Call evenings (602) 774-3817. WILLS WING RA VEN 229 - White, red LIE and keel pockets. Like new - 7 months old. $1,050. Also GRYPHON DS 160. XLNT condition, $800. (714) 349-3527. (Palm Springs)

CONDOR 178 - Custom sail, soaring windows, excellent condition. $850. Jim, (803) 834-9338. CONDOR 194 -Wt. range 145-210. Rainbow sail. Unsurpassed beginner-intermediate glider. Can ship anywhere in rugged container. $795. Others available-call! UP/UTAH (801) 572-1537 evenings. LAZOR I 190 - Beautiful sail, excellent shape, $850. Firm. Phoenix 6D 215 - Like new, less than 10 hurs., $950. Soarmaster - 6 hrs., TT, prop stop, tuned exhaust, $850. Theotek vario & Thommen altimeter in customized Bennett bracket, $75. (319) 365-7481.

ARIZONA DESERT HANG GLIDERS· 4319 W. Larkspur, Glen· dale, AZ 85304 (602) 942-4450. 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 ULTRALIGHT 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 FLIGHT SYSTEMS - Certified instruction program, beginning to advanced levels. Featuring Wills Wing and Ultralight Products gliders and accessories. Raven, Comet, Harrier demo flights available to qualified pilots. 1208 E. Walnut Unit K, Santa Ana, CA. (714) 542-7444. 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 ........... . Condor. .. . ............. all sizes Raven ............... . . ........... all sizes

Harrier Comet Moyes Mega IIB MOTORIZED: Pterodactyl Easy Riser SIZE USED 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

MINI CIRRUS - 160 sq. Excellent for lightweight pilot. Very good condition. $350. (803) 834-9338. MOSQUITO 166 STRATUS V 148 582-6447.

New condition, nice sail. $900. Flies nice. $400, or offer. (801)

MOSQUITO 166 - It's beautiful and flies GREAT! Excellent condition! Call (801) 572-1312. NOVA 210 - Excellent condition, custom sail, spare down tubes incl., $900. STRATO 210, new lower wires, real clean, $600. Lou (415) 964-9146. NOVA 230, $800. Price harness w/Dar chute, $450. $1,200 for all - great conditon. (714) 375-5324. NOVA 210 - 1980 (quick set-up). Excellent handling and sink rate. $1,000 F.O.B. Boston. Prone harness and chute, $250. Art Derfall, (617) 864·4700 - days. NOVA 190 - Very clean, excellent condition. Will ship, $595. (805) 683-1130.

MARCH1981

WILLS XC 220 - (above) Flown by Bob Wills in competition. Low airtime) excellent condition, flies great. Must sacrifice, $700. Also, X-C 185, dk. blue/white. Original owner, factory trick, very good condition, $575. (714) 789-5312.

Rigid Wings FLEDGE ll-B - (1980) Like new, all bags, $1400. (805) 683-1130.

HANG GLIDER OXYGEN SYSTEM Here is the proven best system available for hang gliding. It consists of: a. A 7 cu. ft. cylinder (45 min.-2 hrs. depending on altitude) b. An attached, tested and certified constant flow exmilitary 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. The above complete 7 pound SPRAGUE system for only $175.00. Aviation For optional Scott constant flow mask add $25.00. 2550 Pleasants Valley Rd. Send check or money order to: Vacaville, CA 95688 (707)446-0152

'(es\ arn interested in your safari to and would \\Ke to rece;ve your brochure v./i\n cornp\e\e de\ai\s.

C\ip and Airmail \o: Ron 11urs\, Oel\a Satoris l(urfas\ens\r. 6i c11-soo2 z.uricn $\(1/i\zer\and

Z.ip State

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). HANG GLIDER EMPORIUM OF SANTA BARBARA - (formerly Channel Islands Hang Glider Emporium) - in business since 1974 representing all brands of gliders, instruments and accessories. Complete 1esson 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 w expert levels. All brands of gliders, a complete line of instruments & equipment are available! For information or catalog, write or call: Hang Gliders of California, Inc., 2410 Lincoln Blvd., Santa Monica, CA 90405. (213) 399-5315. HANG GLIDERS WEST - DILLON BEACH FL YING SCHOOL. USHGA certified instructors and observers serving northern California since 1973. Complete lesson programs. All major brands. After the sale it's the SERVICE that counts! Call or write for brochure. 20-A Pamaron Way, Ignacio, California 94947. (415) 883-3494. Now offering ULTRALIGHT POWERED FLIGHT INSTRUCTION. All equipment provided. 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. SOUTHERN CALIFORNIA HANG GLIDING SCHOOLS, since 1974. Largest and most complete hang gliding center in Southern California. Featuring Flight Designs, UP and Wills Wing. 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.

unbeatable prices and fast service. A MOST COMPLETE SHOP. 331 South 14th St., Colorado Springs, Colorado 80904. GEORGIA 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 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, Kailua, Hawaii 96734. (808) 262-8616. ALOHA! TRADEWINDS HANG GLIDING CENTER - Open every good day. USHGA certified instructors, gliders, observers. Moyes, Wills Wing. Box 543, Kailua, Hawaii 96734. Contact Mike or Lani at (808) 373-8557. ILLINOIS FARSTER HARNESS - RR#3, Dixon, IL 62021 (815) 652-4589. Designer and builder of all types of harnesses. Write or call for size sheet and price list. Serving Region 7 since 1976. Dealer for Stratus and U.S. Moyes. New, demo and used gliders in stock. MARYLAND THE WASHINGTON SCHOOL OF HANG GLIDING, INC. Serving Maryland, Virginia, and Washington, D.C. Certified instruction, sales and accessories, 3505 Rhode Island Avenue, Mt. Ranier, MD 20822. (301) 434-1717. MICHIGAN ECO-FLIGHT HANG GLIDERS - Visit our shop in the Frankfort area, hang gliding capital of Michigan. Learn in 1he safety of the dunes or soar the many coastal bluffs. USHGA certified instruction. Wills Wing, Seagull, Moyes,

COLORADO

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, Sun· bird 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 8040 l (303) 278-9566. 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

MARCH1981

SOUTHEAST MICHIGAN HANG GLIDERS - We have what you want! A 400-ft. soaring site, a SO-acre 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. Clements, Ml 48045. (313) 791-0614. MINNESOTA NORTHERN SUN HANG GLIDERS, INC. Dealer for all major non-powered and powered brands. USHGA certified instruction. Owners/managers of the Hang Gliding Preserve, soarable ridge with tramway lift. When in the North Country stop by and test our line of gliders and enjoy the sites. 628 W. Larpenteur Ave., St. Paul, MN 55113 (612) 489-8300.

BUFFALO SKYRIDERS, INC. - Southwest's hang gliding headquarters. Instruction, sales and service for all types of gliders. Coronado Airport, P.O. Box 4512, Albuquerque, N.M. 87106. (505) 821-6842. AIR SKY-HIGH. We offer you more if you want quality. Certified experienced instructors, beginning - advanced lessons. Rigid \Ving) 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) 293-600 l.

ULTRASPORT, INC. is the only Southern California school dedicated 011/y to powered ultralights. We have a flight simulator which allows you to learn basic flight maneuvers before committing to free flight. Call or write for more free information. Ultra Sport, Inc., P.O. Box 3700, Simi Valley, CA 93063. (805) 581-3395.

FOUR CORNERS SCHOOL OF HANG GLIDING since 1974. Certified instruction. All major brands, including powered gliders. Repairs & accessories. Box 38, Hesperus, CO 81326. (303) 533-7550.

MID-WEST SCHOOL OF HANG GLIDING. Subsidiary of U.S. Moyes, Inc. USHGA Certified Instructors. All levels of instruction - foot launch, tow, and motorized. Located '!. mile from Warren Dunes. We are the oldest school and offer the most professional training in the midwest. 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.

NEW MEXICO

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.

VOLMER AIRCRAFT - Established 1925. FIRST to fly three control foot launched glider, 1941. FIRST to construct home built amphibian, 1958. FIRST to construct highest performing foot launched glider, 1971. THIRD to construct powered foot launched glider, 1976. FIRST foot launched glider to fly across the English Channel, 1978. Complete plans available. BROCHURE for all our seven aircraft including our VJ24W - 10 HP Ultralight, $10.00. Volmer Aircraft - Box 5222 - G, Glendale, CA 91201.

Bennett, UFM with other brands available. Parts, accessories, repairs, ratings. 826 Mich. Ave., P-0. Box 188, Benzonia, Mich. 49616 (616) 882-5070.

FLY BETTER KNOW YOUR EQUIPMENT HANG GLIDING, the first book on the sport has been updated 9 times and now includes a special section on motorized flight. 186 pages, 350 illustrations, over 125,000 sold! The complete flying, designing, building handbook and buyer's guide. $6.95 (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.O. Box 4232-G, Santa Barbara, CA 93103 Dealer inquiries invited

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 $ 10 with spread shackles $ 30 2 point pulley bridle $ 45 Boat release with carabiner All orders require 50% deposit. Texas residents add 5% sales tax. Send $1.00 for information package to; KITE ENTERPRISES Telephone Inquiries Invited; Dave Broyles 1403 Austin Street Irving, Texas 75061 Evenings (214) 438-1623

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THE COMPLETE OUTFITTING ANO SOURCE BOOK FOR HANG GLIDING by Michael Mendelson. History, models, accessories. publications, organizations. schools, sites. HAHS GLIDING AHO SOARING by James Mrazek. Flight theory and meteorological data. HANG FLIGHT by Joe Adelson and Bill Williams. Third edilion, flighl instruction manual. 100 pgs. HANG OLIDIHG by Dan Poynter. 8th Edition. Basic handbook for skysurling. MAH-POWERED FLIGHT by Keith Sherwin. History and modern technotogy, design consideralion. HANG GLIDING AHD FLYIHG CONDITIONS by Dennis Pagen. All aspects of micrometeorology for pilots. 90 illustrations. HANG GLIDING AHO FLYING SKILLS by Dennis Pagen. A complete instruction manual for beginners to experts. HANG GLIDING FOR ADVANCED PILOTS by Dennis Pagen. Techn"1ques for cross-country, competition and powered flight. GUIDE TO ROGALLO,BASIC by Bob Skinner. A handbook for beginning pilots. 30 pgs. HANG GLIDING, THE FLYINGEST FLYING by Don Dedera. Pictorial history, pilot comments. Photos by Stephen Mccarroll. MAHHEO KITING by Dan Poynter. Handbook on tow-launch flying. MAN-POWERED AIRCRAFT by Don Dwiggins. 192 pg. hislory o1 flight. Features the flight of the Gossamer Condor TORREY PINES by Don Betts, photos by Bettina Gray. USHGA OFRCIAL FLIGHT LOG. 40 pgs.

------ - - HANG GLIDING MANUAL & LOG by Dan Poynler. For beginners. An asset to Instructors. 24 pgs. - - - FAI SPORTING CODE FOR HANG GLIDING Provides the requirements for records, achievements. and World Championships . - - - FEDERAL AVIATION REGULATIONS for pilots - 1980 edition. Hang gliding pertinent information. - - - POWERED ULTRALIGHT AIRCRAFT by Dennis Pagen. A complete instruclion manual. Over 90 photos and illsutralions.

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USHGA EMBLEM T-SHIRT. 100% cotton, heavyweight quality. ORANGE or LIGHT BLUE. Men's sizes. S M L X-L (PLEASE CIRCLE SIZE AND COLOR) USHGA EMBLEM CAP. One size lits 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. 3'h'' diameter, full color. USHGA EMBLEM PENDANT. JJ.'' diameter. Pewter w/silver chain. USHGA BUTION~N. 1'h'' diameter, lull color LICENSE PLATE FRAME. "I'd rather be hang gliding". White on blue. WALLET. Nylon, velcro closure. machine washable, water res,stanl BLUE BUMPER STICKER. "Have You Hugged Your Hang Glider Today". Blue on while

$ 5.50

$ 5.00 $ 1.00 $ .25 $ 3.00 $ .50 $ 4.50

$ 8.95

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USHGA PUBLICATIONS P-1

MAIL WITH CHECK OR MONEY ORDER TO: USHGA, Box 66306, Los Angeles, CA 90066 NAME_~~~~~~~~-USHGA#~~ADDRESS

$ 2.00

- - - USHGA INSTRUCTORS CERTIFICATION MANUAL.

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Californians add 6% lax

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HANG 6LIDIH6/GROUHO SKIMMER BACK ISSUES SPECIFY BY CIRCLING ISSUE HUMBER NO TAX ON MAGAZINES PRINTED COPIES: 20. 21. 22. 23. 24, 25. 28. 29. ~O. 31. 33. 34. 36. 37. 41, 42, 43, 44, 45, 46,47, 51. 56

PRINTEOCOPIES: 58. 59. 61, 62. 63. 64, 65, 67. 68, 69, 70. 7! ,-;_ ,, 76, 77, ;8, 79. 81, B2. 83, 84, 86. 87, 88 lhrough current issue.

S 1.50

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ORDERING INFORMATION: Enter quantity and price of each item ordered. Allow 3-4 weeks for delivery. Thank you for your order. ALL PRICES INCLUDE POSTAGE AND HANDLING. (Prices subject to change without notice.)

'ISSUES NOT NUMBERED ARE SOLO OUT' NO CHARGE ITEMS

USHGA MEMBERSHIP APPLICATION FORM {#4)

_ _ USHGA POWERED ULTRALKJHT RATlt-.13 (PART 105)

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_ _SOURCES OF DEALERS. SCHOOLS. ETC (#8) Specily state _______ _

USHGA BASIC SAFETY REGULATIONS {PART t 00) USHGA. PILOT PROFICIENCY PROGRAM (PART 104)

ORDERING INFORMATION: Enter Quantity and price of each ,tern ordered. Allow 3-4 weeks !or delivery (8 weeks for Foreign). All orders are malled by the cheapest avatlable rate. If you wish to receive your order faster. please Include sufficient extra postage money

NEVADA 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 Wills Wing gliders. Complete line of accessories. All major brands available. 30 minutes from Reno and Lake Tahoe. Towing instruction also available. NEW YORK AERIAL TECHNIQUES - at Ellenville. The east coast's largest hang glider shop. USHGA Certified instruction, dealers for all manufacturers, most equipment in stock from our tremendous inventory. A.T. is where it's up ... Rt. 209 - in Ellenville, N.Y. 12428. (914) 647-3344. 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. NORTH CAROLINA KITTY HA WK 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. 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 factor authorized dealer for: Manta, UP, Bennett. Comet,

Fledgling - in stock' Immediate delivery: Firefly, Condor, accessories. Information, prices: Phil and Oliver, (90 l) 526-0790, (901) 454-1706 anytime. 382 Washington, /v\emphis, TN 38105.

FAIRW!NDS INTERNATIONAL is the exclusive Ultralite Products dealer in the Northwest. Comet, Condor, Firefly in stock. Some good used gliders also. 1302 Kings Place, Bainbridge ls., WA 98110. Call evenings, (206) 842-3971 Lyon McCandless, (206) 842-4970 Ken Godwin.

TEXAS AUSTIN HANG GLIDER CENTER - Foot launch and boat tow instruction. (512) 255-7954.

Business Opportunities

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

CRYSTAL AIR SPORTS MOTEL - Male/Female -HELP WANTED: 15 hrs.lwk. Exchange for lodging. Call or write Chuck or Shari, 4328 Cummings Hwy., Chattanooga, Tenn. 37409. (615) 821-2546. Home of SKY GEAR, Apparel & Accessories.

LONE STAR HANG GLIDERS. Electra Flyer, Sky Sports, Seagull, Manta and UFM sales, repair, instruction. 2200 C South Smithbarry, Arlington, TX 760 l 3 (817) 469-9 l 59. UTAH MOUNTAIN AIR HANG GLIDERS - Featuring Sunbird, Lancer, Highster, Stratus and Atlas. USHGA certified instructors - beginner through advanced. Complete accessories line. Only 15 minutes from Point of the Mountain. 9786 Kristin Drive, Sandy, Utah 84070. (801) 572-0678. 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.

HELP \YI ANTED - USHGA certified ultralight and hang glider instructors needed at East or \\'lest Coast facility. Opportunity for advancement and management positions. If well qualified but not certified we will train and certify. Send resume to: Kitty Hawk Kites, P.O. Box 340, Nagshead, NC 27957, Attn: Ralph Buxton. STARTING A HANG GLIDING BUSINESS!! For a complete line of gliders, parts and accessories contact: LEADING EDGE AIR FOILS, INC. 331 South 14th St., Colo. Spgs., Colo. 80904 (303) 632-4959.

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.

USHGA CLASSIFIED ADVERTISING ORDER FORM 30 cents per word, $3.00 minimum. (phone numbers - 2 words, P.O. Box -

1 word)

Photos - $10.00. Deadline, 20th of the month six weeks before the cover date of the issue in which you want your ad (i.e. March 20, for the May issue). Payment for first three months required in advance. Please enter my classified ad as follows: Model 1 Vario Readout ...• $40. ( Flask must be supplied by user) Model 2 Control Bar Vario. $75. Complete & Ready to Mount

MAIL ORDERS, Make payments v;a check. M.O.,

~;~~s~~- \~~i~~o~~e~~~;s~af: 1

4" X 51h" · weighs less than one pound

Model 2 & Tuffy Ext. Bar ... $85. Tuffy 12" Extension Bar.... $15.

i::~:i~ii~

U.S. Monies, include $5.00 extra for air shipment. COD charges $2.50 extra.

GUARANTEE: 60 days- Salisfaction or Refund 1 year aga;nsi manufacturers defects. DEALER INQUIRY INVITED ...

MAKIKI ELECTRONICS, P.O. Box 629, Hauula, Hawaii 96717, Phone (808) 293-9348

Number of words: _ _ _ _ _ _ _ @ .30

*··············· ** KITE TUBING• BRIGHT

DIP

ANODIZED

TUBING

SEAMLESS:

Jt 1 5/8" x .058" x 12' (2-19 LENGTHS) ......... $1}8/FT.

,,..__ 1 3/4" x .049" x 12' (2-19 LENGTHS) ......... $1.40/FT. i( Jllf' 1 7/8" x .058" x 12' (2-19 LENGTHS) ......... $1.73/FT. ~ )t 2" x .049" x 12' (2-19 LENGTHS)............. $1.79/FT. ~

** .......

Jlif'

WHOLESALE CATALOGUE $1.00 REFUNDABLE

LEADING EDGE AIR FOILS INC.

Ul S. 14 TH ST.

COLORADO SPRINGS CO. 80904 '

30 3·63 2·49 U

Rogallos Schools and Dealers Emergency Chutes

Rigid Wings Business Opportunities Publications & Organizations

Ultralight Powered Flight Miscellaneous Begin with 19 issue and run for ____ consecutive issue(s). My check ___ money order ___ is enclosed in the amount of $._ _ _ _ _ _ __

**************** MARCH1981

Section (please circle)

Phone Number:

\Ttt11're Ntt. 1 ;1t

Aeri;1I 'lecl11~,!l,J.~S largest, most complete Hang-glider Shop in the Northeast!

sales • ser,,ice • h1str11ctitn1 y:_

Aerial 'lecl111i1111es

ffi=·y

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ROUTE 209, ELLENVILLE, N. Y. 12428 .cJ{.·3'W# (914) 647-3344 '1£%0 ,•Open Thursday thru Monday 9:00 A.M. - 6:00 P.M. *Dealer inquiries invited

BROTHERS

Fast and accurate air speed measurements can be inade by using the Hall Wind Meler. A valuable mstrumenl for all hang glider pilots. $21.50

Our Anllvibralion Bracke1 securely holds the prevents vibralion from interfering with its operation on motorized gliders. S6.50

Our Sealed and Prone Brackets shown here with 1he Wind Meter. provide an excellent lightweight mounting for the Wind Meter. Seated Brackel S5.00 Prone Bracket $6.00

Our Control Bar Wheels protect you and your glider on lhat occasional bad landing and during routine ground haridling. The wheels fi? 11r or l',';,;'' control bars. Specify size when ordering. S20.00 pr. When ordering piease specify tile items ordered and how many of each are clesired. Add $2.00 for C 0.0 orders and for orders to 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

Publications & Organizations SOARING - Monthly magazine of The Soaring Society of America Inc. Covers all aspects of soaring flight. Full membership $28. Info kit with sample copy $2.00. SSA, P.O. Box 66071, Los Angeles, CA 90066.

Ultralight Powered Flight

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. psrg.). USHGA, P.O. Box 66306-HG, Los Angeles, Calif. 90066. WANTED: TRAVEL HOST/INFORMATION EXCHANGE - I am planning to come to the U.S.A. this summer to go hang gliding from as many sites as possible. (I am a recognized Hang 4 level glider by the Israeli H.G. Assoc.) For this purpose I would like to exchange information on sites and experiences with U.S. hang glider pilots. Furthermore, I will gladly host any U.S. hang glider pilot visiting Israel if he/she should contact me and will likewise

BONNEVILLE AVIATION - Pterodactyl & Fledgling specialists. Kit form or pre·built. Free instruction. Route 1, Inkom, ID 83245 (208) 775-3400.

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 1 FAR 1si micrometeorologyJ 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.

TYPE: Seagull 10.5 meter. WHERE AND WHEN: Fairfield, CA. julv I, 1980. SAIL PATTERN: From keel: white, ,·ellow, orange, red. DISTINGUISHING FEATURES: Initials ",\\.S." on deflexor claws and battens Base tube has clear P\'C tubing on it. CONTACT: Solano Count,· SheriO's Dept. TYPE: 1977 Seagull 10.5 ,\lcter. WHERE AND WHEN: Mav 18, 1980, Dog .\It., \X'A. SAIL PATTERN: Black leading edges, black tips, black keel pocket. All other panels white. DISTINGUISHING FEATURES: Two rubes had been replaced with new black anodized tubing. Bag was not stolen. CONTACT: John Elliott, 6549 2-lth A,·e., :--JW. Seattle, \X";\ 98117 (206) 783-4529.

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.

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.

Miscellaneous BUILD YOUR OWN GLIDER PLANFOR/vl 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 Nuvs, 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. CUSTOM EMBROIDERED PATCHES. Made to suit your design. Order as little as one piece. Any size, shape, colors. Hein Specialties, Inc., Dept. E205, 4202 N. Drake, Chicago, IL 60618.

TYPE: 114 Olomana. White, one blue one black leading edge. TYPE: Hawaiian Puao. White sail, orange leading edges. Pentagon patch. TYPE: Black kite with gold leading edges. TYPE: Two bird kite prototypes. CONTACT: Ray Hook, 4190 Pompano Dr., St. Pete, FLA 33705 (813) 898-1891. Reward. TYPE: 215 Alpha. SAIL PATTERN: Keel out -

sky

blue, yellow, green, orange, red, white tips. Red leading edges. DISTINGUISHING FEATURES: Big red star on center of sky blue panel. CONTACT: Jesston Turner (714) 678-1712. TYPE: 190 Antares. SAIL PATTERN: Keel out black, brown, gold, yellow, white, white, black tips. Black leading edges. DISTINGUISHING FEATURES: Bow Sprit, silver down tubes, black base tube. WHERE AND WHEN: My yard, Elsinore, Sept. 20, 1980. CONTACT: Jesston Turner (714) 678-1612. Reward. TYPE: 1978 Seagull Sehawk 190. WHERE AND WHEN: Carson Cit1·, NV. SAIL PATTERN: Keel our: white, It. blue, dk. blue, blue leading edge. CONTACT: High Sierra Hang Gliders, Box 865, Carson Cin•, >J\'

~ml.

GLIDING LITERATURE. Out-of-print and current. State needs. JOHN ROBY, 3703K, San Diego, CA 92115.

TYPE: l'P 149 l'irenv 2B. SAIL PATTERN: White sail with rellow, orange, b~own tips. WHERE AND WHEN: Porrcro Hill at 18th and Connecticut in San Frnncisco 1 Oct. 26, 1980. CONTACT: Christina Walsh, 426 Bartlett #4, SF, CA 94110 (415) 285-4516.

METAL 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.

TYPE: Orange Cloudbase harness #118 with orange Odvssev chute. White bell helmet and instamatic camera. CONTACT: Garv ,\!addox, 2714 Murtresboro Rd. #I 18, Antioch, TN 370i3. (615) 367-2441.

NOTICE: Anyone who has received a head or neck injury while hang gliding and while wearing any type helmet write: Alan E. Johnson, 3360 County Road #228, Durango, CO 81301 or call collect: (303) 259-1175. PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 31/,'' dia. Inside or outside application. 25¢ each. Include J 5¢ for postage and handling with each order. Box 66306, Los Angeles, CA 90066. TEE-SHIRTS with USHGA emblem $5.50 including postage and handling. Californians add 6% tax. Men's sizes S,M,L,XL. BLUE/ORANGE. USHGA, P.O. Box 66306, Los Angeles, CA 90066. TORREY PINES 1979. Text by Don Betts. Photos by Bettina Gray. Pictorial review of hang gliding at Torrey Pines.

MARCH1981

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 llh months preceding the cover date, i.e., Feb. 20 for the April issue. Please make checks payable to USHGA: Classified Advertising Dept., HANG GLIDING MAGAZINE, Box 66306, Los Angeles, CA 90066.

TYPE: Eipper Quicksilver with Yamaha 100cc engine, #71'6 400813. SAIL PATTERN: dk. green, It. green. vellow, gold, blue, black. CONTACT: Ken Strong. -!875 ,\Jondra \X'ay, Carlsbad, CA 92008. (71-l) 729-7813. SJ.ODO reward.

BRAND NEW QUICKSILVER KIT- Make offer. (714) 743-3797.

ULTRASPORT, 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.

be glad to visit them on my visit to the U.S. - Hagai Goldfarb, Editor, Sky High, The Israeli Aviation Magazine, P.O. Box 5362, Ramal, Gah, Israel.

TYPE: SST JOOB. WHERE AND WHEN: Sloan, Nevada, 15 miles south of Las Vegas. SAIL PATTERN: Dk. blue keel, It. blue, vellow, white tips. Yellow bag. CONTACT: Mark A. Se,·illa, 1900 E. Tropicana #42, Las \'egas, Nevada 89109. (702) 798- 7821 TYPE: Atlas. WHERE AND WHEN: Julv 15, 1980. Rutland, Vermont. SAIL PATTERN: White sail, blue tips. CONTACT: J.J. Lamarche, Box 644, Proctor, \"r. 05765. (802) 438-5789. TYPE: Raven. WHERE AND WHEN: Cantamar, ,\\exico. SAIL PATTERN: Center out: dk. blue, red, orange, vellow. white. CONTACT: Rod Newton, Box 3009, Chula Vista, CA 92001

TYPE: Seagull 10.5 .\lerer. SAIL PATTERN: Center our; light bro\\'n, dark brown, black, \\.'hitt\ white leading edges. DISTINGUISHING FEATURES: 1/8" side flving wires, yellow fairings. WHERE AND WHEN: Ap;il 26. 1980, Phoenix, AZ. CONTACT: l'.S. Hang Gliders. 10250 N. 19th t\\"C .. Phoenix, AZ 85021, 944-1655. $250

reward. TYPE: Electra Fiver Spirit 200 #S00241-l. WHERE AND WHEN: Near Pan Ark Lodge, Leadville, CO., .\\av 24, 1980. SAIL PATTERN: Dark blue and white. CONTACT: Steve Johnson, l'.O. Box 1818, Lead,·illc. CO 80461. S 100 Reward. TYPE: Condor 178. Chassis No. l'PC-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. l'lloa, P.O. Box 01-354, San Salvador, El Salvador.

C:\. TYPE: 230 Nora. WHERE AND WHEN: .\lay 1 L 1980 near San Bernardino, C\. SAIL PATTERN: Light blue, dark blue leading edge and keel pocket. Orange Eipper prone harness. Pealing black control bar. Clcarcoat wires except one front wire white. Reward. CONTACT: Rand,· Novak (714) 885-5923. TYPE: 1979 Sunbird Nova 230 #143. WHERE AND WHEN: March 11, 1980 Solimar Beach, near \'enturn,

Ci\. SAIL PATTERN: Center out: purple, dk. blue, It. blue, white, red, purple leading edge. DISTINGUISHING FEATURES: Brown bag, red flag. Center panel with glider colors, zipper. Patch on left LE. near nose plate. CONTACT: Chuck McLaughlin, 831 1\nn Arbor, \'entura, Ct\ 93003 (805) 647-4647. 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.

As a ser\'ice to fhe hang gliding communit~\ H.4.:\'G GLID/.\'G ?v1agazine publishes free information on stolen gliders. If your glider is missing, send us a complete description along with your address and phone number to: l'SHGA, Box 66306, Los Angeles, CA 90066. New listings appear at the top of the column in bold.

The Magazine Of WtraUght Aviation. Published Monthly.

GLIDER RIDER 5th Anniversary Offer

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SOLD EXCLUSIVELY TO READERS OF HANG GUO/ G MAGAZINE MEN 'S AND WOMEN 'S STYLES. 100% COTION , 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 CHAMPIONS HI P T-SHIRT SOUVENIR, FILL IN THE FORM BELOW AN D I CLUDE THE APPROPRIATE PAYMENT. Name Address City -

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Send check or money order to:

USHGA P.O. Box 66306-T, Los A ngeles, Californ ia 90066 CA residents add 6 '\. sales tax Allow 3 to 6 weeks deln;ery

coo·s

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lookout

_ _ _ _ _ _ _ _ __ __._ip _ _ _ _ __ 0 Money enclosed

O Bill me

Mtn., TN 37350

• FLIGHT LOG, 40 PAGES • POCKET SIZE, 3%" x 7" • SKILLS SIGN•OFFS INTERMEDIATE ADVANCED AND SPECIAL • GLOSSARY OF TERMS • MASTER RATING

OFFICIAL

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

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