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

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THE COMPLETE OUTFITTING & SOURCE BOOK FOR HANG GLIDING by Michael Mendelson. History. models, acces .. public organizations, schools, sites USHGA INSTRUCTORS CERTIFICATION MANUAL Complete requirements, syllabus. teaching methods. HANG FLIGHT by Joe Adelson & Bill Williams. Third Edit. Flight instruction manual. 100 pgs. HANG GLIDING by Dan Poynter. 8th Edition. Basic Handbook for skysurfing. MAN-POWERED FLIGHT by Keith Sherman. History & modern technology, design considera1ions. HANG GLIDING ANO FLYING CONDITIONS by Dennis Pagen. Micrometerology for pilots. 90 Illustrations. HANG GLIDING ANO FLYING SKILLS. by Dennis Pagm Beginners to experts instruction manual. HANG GLIDING FOR ADVANCED PILOTS. by Dennis Pagen. Techniques for cross-country, competition & powered flight. POWERED ULTRALIGHT AIRCRAFT. by Dennis Pagen. Complete instruclion manual. GUIDE TO ROGALLO BASIC. by Bob Skinner. Handbook for beginning pilots. 30 pgs. MANNED KITING. by Dan Poynter. Handbook on tow launch flying. MAN-POWERED AIRCRAFT. by Don Dwiggins. 192 pg. history of flight. Features flight of Gossamer Condor. FEDERAL AVIATION REGULATIONS FOR PILOTS. 1980 Edition Hang gliding pertinent information. FAI SPORTING COOE FOR HANG GLIDING. Requirements for records, achievements & world championships. TORREY PINES. by Don Betts, pholos by Bettina Gray. Rules, regulations, history of Torrey Pines. HANG GLIDING MANUAL & LOG. by Dan Poynter. For beginners An asset to instructors. 24 pgs. USHGA OFFICIAL FLIGHT LOG. 40 pgs. Pockel size, skills signoffs (all levels), glossary of terms, awards.

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.,NEW USHGA 'HANG GLIDING' T-SHIRT. 100% heavyweight cotlon. WHITE only. Men's sizes: S ML X-L (CIRCLE ONE/. Women's sizes (French cut): S M L !CIRCLE ONE/. USHGA EMBLEM T-SHIRT. 100% heavyweight cotton. ORANGE or LIGHT BLUE. Men's sizes only.SM L X-L !CIRCLE SIZE & COLOR/. USHGA EMBLEM CAP. One size fits all. Baseball type/USHGA emblem. NAVY, ORANGE, GOLO (CIRCLE COLOR/. .,NEW .. USHGA BELT BUCKLE. Solid bronze, custom design, relief sculpture. 3'1' x 2'1'. USHGA SEW-ON EMBLEM. 3" dia., full color (red wings, sunburst w/black print). USHGA EMBLEM OECAL. 3'h" dia .. full color. USHGA EMBLEM PENDANT. 31,"' dia. Pewter w/silver chain. 00

USHGA BUTTON/PIN. 1'h dia .. full color. LICENSE PLATE FRAME. "I'd rather be hang gliding." White on Blue. WALLET. Nylon, velcro closure, mach. washable, water resistant. ROYAL BLUE color. BUMPER STICKER. "'Have you hugged your hang glider loday" Blue on white.

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EDITOR: GIi Dodgen ASSIST ANT EDITOR LAYOUT & DESIGN: Janie Dodgen STAFF PHOTOGRAPHERS: Leroy Grannis. Bettina Gray CONTRIBUTING ILLUSTRATORS: Cathy Coleman, Barbara Graham, Harry Martin OFFICE STAFF: MANAGER: Coral Velderraln Cathy Coleman (Advertising) Amy Provin (Ratings) Janet Meyer (Memberships) Tina Gertsch (Accounting) USHGA OFFICERS: PRESIDENT: David Broyles VICE PRESIDENT: Lucky Campbell SECRETARY: Ewart Phillips TREASURER: Bill Bennett EXECUTIVE COMMITTEE: David Broyles Doug Hildr0th Dennis Pagen

ISSUE NO. 99

APRIL 1981

Hang Oliding CONTENTS FEATURES

GENERAL METEOROLOGY: Pa rt IV

by Rick Jesuroga

WAVE SOARING or the SiXfy•fOUr hundred foot question

by Dave Little

USHGA REGIONAL _DIRECTORS REGION 1: Doug Hildreth. REGION 2: Pat Denevan, George Whitehill. REGION 3: Rob Kells. Mike Turchen. REGION 4: Lucky Campbell. Carol Droge. REGION 5: Steve Baran REGION. 6: Dick Turner. REGION 7: David Anderson. Ron Christensen. REGION 8: Charles LaVersa. REGION 9: Les King. William Richards. REGION 10: Richard Heckman. Scott Lambert. REGION 11: Ewart Phillips. REGION 12: Paul Riker!. EX-OFFICIO DIRECTOR: Everett Langworthy. HONORARY DIRECTORS: John Lake, John Harris. Hugh Morton, Vic Powell. DIRECTORS-AT-LARGE: David Broyles. Jan Case. Phil Richards. Keith Nichols, Dennis Pagen. The United States Hang Gliding Association. Inc.. is a division of the National Aeronautic Association (NM) which is the official U.S. representative of the Federation Aeronautique Internationale (FAI). the world governIng body for sport aviation. The NAA. which represents the U.S. at FAI meetings, has delegated to the USHGA supervision of FAlrelated hang gliding activities such as record attemprs and competition sanctions. HANG GLIDING magazine is published .far hang gliding sport enthusiasts ta create further interest ih the sport by a means of open cummunicotion and to advance hang gliding methods and safety. Contributions are welcome. Anyone is invited to contrtbute articles, photos. and illustrations concerning hang gliding activities. It the material is to be returned. a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. HANG GLIDING magazine reserves the right to edit contrtbutions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING magazine is published monthly by the United States Hang Gliding Association, Inc. whose· moiling 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. Seconddoss postage is paid at Los Angeles. Cali!. HANG GLIDING magazine Is printed by Sinclair Printing & Litho. Alhambra. Calif. The typesetting is provided by 1st Impression Typesetting Service, Buena Park, Calif. Colar separations by Scanner House of Studio City, Cali!. The USHGA Is o mi,mber-controlled educational and scientific organization dedicated to exploring ail facets of ultralight flight. Membership is open to anyone interested in this realm or flight. Dues for fulrmembershlpa'ra $25 par year ($26 for foreign addresses); subscription rotas are $18 for one year, $31 for two years, $44 for three years. An Introductory six-month trial is available far $9.00. Changes of address should be sent six weeks in odvOnce. Including name. USHGA membership number. previous and new address. and a mailing label from a recent Issue.

SKYTING - An optional towing technique

©by Donnell Hewett

1980 ACCIDENT REVIEW

by Doug Hildreth

THE 1980·81 MT. BUFFALO CROSS COUNTRY OPEN

Article and Photos by John Reynoldson

DEPARTMENTS INDEX TO ADVERTISERS 4 ULTRALIGHT CONVERSATION 4 7 CARTOON by Harry Martin NEWS AND NEW PRODUCTS 10 12 DIRECTOR'S CORNER CONSUMER INFORMATION 13 15 CALENDAR 24 THE RIGHT STUFF by Erik Fair MILESTONES 25 28 POWER PILOT by Glenn Brinks 28 USHGA REPORTS 44 CLASSIFIED ADVERTISING STOLEN WINGS 50 COVER: Mike Meier pilots a Harrier at Salt Creek. CA Photo by Steve Pearson. CENTERSPREAD: Eric Raymond at 17.000 feet ASL above the Sierra Nevada range. Photo by Eric Raymond. CONSUMER ADVISORY: Hang Gliding Magazine and USHGA. Inc.. do not endorse or take any responsibility for the products advertised or mentioned editorially within these pages. Unless specifically explained, performance figures quoted in advertising are only estimates. Persons considering the purchase of a glider are urged to study HGMA standards. Copyright © United States Hang Gliding Association, Inc. 1978. All rights reserved to Hang Gliding Magazine and Individual contributors.

tJLTRALIQMT CONVERJAT10N

Gutesiegel/ Moyes Update Dear Editor, In the February issue of Hang Gliding I found an abbreviated version of my letter to the USHGA written in November 1980, where I referred to Moyes Mega test results, gained by the German flight mechanics test car, and where I tried to introduce better communication between the technical authorities of the DHV and the HGMA. Let me correct and complete the Moyes Mega image: The Moyes Mega version (German license) my letter referred to was evaluated 8/31/80. A modified version, however, evaluated 11/9/80 met the Gutesiegel requirements. Michael Schonherr West Germany Due to the lead time necessaiy for our publication the Februaiy issue is prepared during the month of December. - Ed.

Performance Comparison Dear Editor, Now that the flexwings have proven that they're on the same performance plateau as the rigid wings like the Fledge, there are many pilots out here who have expressed strong interest in seeing the two compete against each other in Regional and National competition. I personally oppose separate classes anyway. It only stagnates the advancements necessary in improving the performance and safety of the sport. If you do choose to use classes this year, a lot of pilots approve of Dennis Pagen's idea of the classes being based on the weight of the glider, with perhaps an experimental class for uncertified designs. I'm still convinced that my Fledge IIB can beat a Comet from point A to point B under most conditions. I'd dearly. love the chance to prove it. Pete Osborne Mt. Joy, PA 4

Towing Tips Dear Editor, The use of land towing for hang gliding is relatively new to the sport. Because it is so new, we continue to learn a vast amount about it and add additional safety features to it every time the tow is used. Unfortunately, our local club members learned a very valuable lesson because of a serious accident to a fellow pilot. This pilot was being towed on a winch with a three-point bridle. The release mechanism is a motorcycle hand-brake which is mounted on the control bar within fingertip reach. However, this pilot chose to mount his release on his downtube where it was somewhat difficult to get to. He had had many flights on the tow and had never had any difficulty getting to his release. One day while flying the tow he got into a lockout, and could not get to his release in time. His glider nosed into the ground from about 50' and he is still in critical condition in a local hospital. This accident has caused our club members to open their eyes and carefully examine the procedures used in flying the tow. Some of the changes we have made might have helped this pilot. Others were not at all related, yet we still saw them as deficiencies which needed to be corrected. The following is a list of procedures which we now follow at our site: I. The release mechanism must be located on the control bar within easy reach of the pilot. 2. Primary and secondary hang loops are required and a hang check is required before each flight. 3. A release check is required before each flight. 4. Helments are required. 5. A pilot must have a Hang I skill level before being taught to fly the tow. 6. Wheels are strongly recommended. 7. Currently we are using CB radios for communication between the launch site and the winch operator. We also have a set pattern of instructions and acknowledgements that are used. Only certain reliable pilots are allowed to use the radio and operate the winch. We realize that a more reliable means of communication is needed as there have been times when flying has been stopped because of interference on the radios. With students or pilots with limited experience on the tow, we feel that visual contact is an absolute necessity in addition to radio contact. However, with more experienced pilots we do not feel that visual contact is required. There is no way possible for the winch operator to tell exactly what is happening to a glider when it is 3,000 feet away. The responsibility still lies with the pilot to release from the tow line if a problem arises.

INDEX TO ADVERTISERS Aerial Techniques ............................................................... 13 Bennett Delta Wing Gliders ............................... 2, 51, BC Crawford ................................................................................ 44 Eco Nautlcs ........................................................................... 46 Elpper .................................................................................... IBC Fleetwlng ................................................................................ 9 Flight Designs........................................................................ 5 Glider Rider ........................................................................... 23 Goldwlng ............................................................................... 52 Hall Brothers .......................................................................... 35 Hang Gliding Press ............................................................. 19 Hurst .......................................................................................... 49 Kite Enterprises .................................................................... 45 Kitty Hawk Kites .................................................................... 52 Leaf ............................................................................................ 15 Lookout Mt............................................................................. 35 Makiki ....................................................................................... 15 Manta Products ................................................................. IFC Monarch ................................................................................. 48 Odyssey .................................................................................. 14 Pagen ...................................................................................... 52 Para Publishing .................................................................... 34 Partridge ................................................................................ 46 Pterodactyl ........................................................................... 36 Snyder Ent .............................................................................. 45 Soarmaster ............................................................................ 43 Solar Challenger ................................................................ 34 Southern Exposure ............................................................. 47 Spectra Aircraft ................................................................... 9 Sprague Aviation ............................................................... 44 Stratus ...................................................................................... 48 Ultralight Library .................................................................. 44 Ultralight Report ................................................................... 15 USHGA ................................................................... 1, 34, 35, 47 Wills Wing, Inc............................................................... 30, 31

AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing 1Y2 months preceding the cover date, i.e. Mar. 20 for the May issue.

HANG GLIDING

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The SL Series from Flight Designs A positive progression in the Lancer tradition from Flight Designs, the SL Series represents a design climax that features a broad speed range with superb handling and performance. Flawless Flight Designs quality craftsmanship is exhibited from the structure to the sail. Applied leading edge pocket is standard. Quick set-up is standard. Comes with zipper bag. Breaks down to 12 feet. Guaranteed 2-4 week delivery. Compare the competition. The SL Series comes through on all counts. SL 180

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Our club has more experience flying the land tow than anyone in our area, including the clubs or schools that have had a tow system for a longer period of time. We are the "authorities" on land towing in this area. We have confidence in our system and believe it is the safest one of any we have tried or heard of. Before anyone questions our system, come see it in operation. We would appreciate any comments from those who use the land tow and may have suggestions, or who may have encountered problems which we have not seen yet. Until that time, we will stick with what we believe to be the safest and most dependable system around. Gordon Rose Ed Miller Eastern North Carolina Hang Gliding Assoc. 1323 Highway 87 North Spring Lake, NC 28390

Off Your Throne Dear Editor, In regards to Dean Batman's letter in the March, 1981 Hang Gliding. Letters like Dean's are exactly what is going to force the FAA into hang gliding and take control of our sport. Spouting misinformation like" ... jeopardizes ... the safety of hundreds ... " is the kind of rhetoric that will force the FAA to act on the matter. As a witness to Rich's flight I can state in fact that the flight was l 00% safe as a hang glider flight can be. The flight put nobody's safety in jeopardy. The pilot even practiced the flight a few days before just to make extra sure that his judgment that the flight could be done safely was correct. The pilot broke no FAA rules and the FAA is not even pressing charges. The City of Pasadena is pressing charges for disrupting the Rose Bowl game. The pilot will have his day in court. A real court, not a kangaroo court. Dean's letter brings to light a much greater issue, much greater than this deliberate, "in control" flight over the Rose Bowl game on New Year's Day which gave hang gliding a great deal of positive publicity. That publicity was so much in contrast with the general public opinion of our sport; namely that we are drifting hopelessly about in the wind. The issue: Is the USHGA an associaiton which " ... is a member-controlled educational and scientific organization dedicated to exploring all facets of ultralight flight. Membership is open to anyone interested in this realm of flight." Is the USHGA's magazine " ... published for hang gliding sport enthusiasts to create further interest in the sport, to be a means of open communication and to advance hang gliding methods and safety?" (These statements are printed in the front of every Hang Gliding.) Or: Is the USHGA a totalitarian, repressive, regressive regime out

to force any pilot out of the sport who does not meet with the specific approval or whim of the latest board of directors or a certain clique of Southern California hang glider manufacturers? (Jamming certification down the throats of competition pilots is just one example.) Is the USHGA out to regulate to death a sport to the point that any growth or new ideas will have to go elsewhere? Is it a quasi-police force controlled by a bunch of Nazis out to dominate the only part of our lives, our hang gliding, where we do not already have Big Brother breathing clown our necks? Is it an oligarchy through tyranny out to alienate even a greater number of pilots, meet directors, manufacturers, and contributors and advertisers in Hang Gliding? Or is the USHGA going to try to be the focal point and communication center for a growing sport that needs to be better organized. The winds are changing. The board decided not to act on Dean's recommendation. Maybe by the next board meeting enough of a current will have started to flow in the right direction that the board will direct its energy towards educating pilots as to the value of certified gliders and the so-called dangers of soft helmets rather than insulting the intelligence of the competition pilots by forcing them to fly a certain kind of glider and wear a certin kind of helmet if they wish to compete. Come down off your throne and leave our flying alone. Chris Price 32970 Lillian Road Elsinore, CA 92330

Adding Support Dear Editor, Why should anyone join the EAA Ultralight Association and the United States Hang Gliding Association? Because they are there? Well, any reason is good enough. My reason is that I want to add support to the efforts that keep our flying free. Respected, needed persons like Paul Poberezny, John Ballantyne, David Broyles, Dennis Pagen, Tracy Knauss, Gil and Janie Dodgen, Bettina Gray and John Weaver help provide the What and the How of flying. And yet they only serve the people who are really important; the pilots who provide the Why of flying. I fly a home-built, foot-launched, powered, bi-wing hang glider. I fly because it is one of the finest uses I have ever made of my spare time. Being among the first in my area to do so, I draw both the criticism of an uninformed public and the acclaim of the curious. I have seen their wondering, incredulous faces and answered their questions, both asked and unasked, in many back country southwestern Indiana fields. A positive response helps both

groups. Thousands of beautiful soaring feet later, I can have my solitude and my many reasons for being there. Richard L. Shepherd Evansville, Indiana

Flame Suit Dear Editor, Bill Figueiredo mentioned (February '81) the fire hazard for power pilots, and I have read several accident reports in which a relatively gentle crash or ground loop with a powered ultralight resulted in a fire. Jump suits made of Nomex, a non-flammable synthetic, are available from industrial suppliers. They are worn regularly by professional race car drivers and have saved several lives. The fabric is made in both lightweight and heavy forms, comes in decorator colors, and may be just the thing for you pilots crazy enough to mix gasoline and air. Hank Roberts Berkeley, CA

Response to Larry Gilbert Dear Editor, In response to the letter by Larry Gilbert in the February issue, I don't generally write letters to editors either, but I'm also mad as hell. First, I'm an old timer who is a retailer. The manufacturers are not putting out hype. They are trying to survive. The only way to provide new and safe designs, to have good schools and to insure everyone has a place to fly is to have full-time, professional retailers and manufacturers. Hang gliding is for everyone. The weekend flyer who never goes off anything higher than a 50 ft. training hill and enjoys every second of it, the 50 year old ultralight pilot who can't carry his glider up a hill anymore, or the student who just wants to try the ultimate flight experience are all just as much "real flyers" as the old timer who only flies when it is soarable. All flyers need a good retailer. It's the retailer who supports the manufacturer who builds the gliders you fly. Manufacturers cannot continue to exist without a professional dealer network. It's people with Larry's attitude who make it very difficult for us all to grow up and be respectable members of the aviation community. We need full-time dealers and some commercialism to be accepted by the non-flying public because every piece ofland is owned by someone, whether it be public or private. The free flying areas are fast disappearing. The time is approaching when the only places left HANG GLIDING

to fly will be provided by retailers. So let us make a fair return on our investment and time. And don't worry about a dealer on every block. It's called competition. It assures you, the customer, of fair prices and good service. After six years in the business, I have met a lot of retailers and manufacturers all over the country and I have yet to see one who is rich. Most of us are just making it and it gets tougher all the time. Just like Bob Wills, I am paying to advance hang gliding. I am paying with a 100% commitment to the future of our sport. The only bloodsuckers around are the pilots who support the part-time, backyard dealers who put nothing back into the future of hang gliding. We full-time dealers cannot give you that break on the price because we need a fair profit to run a professional business. But most of all, we retailers need that profit to buy our own land (which I have done) so pilots can be assured of a place to fly. Instead of worrying about how much money dealers might be making, go out and do something to help promote hang gliding. It is time we all wake up and work together because we are losing the battle. James LeMieux Mt. Clemens, MI

Professional Dealers Dear Editor, After reading Larry Gilbert's comments concerning the "bloodsucking manufacturers and retailers" in our sport, I would appreciate a chance to present a viewpoint from a more understanding "old-timer." Larry's argument is an old one. In fact, it's nearly ancient. Being a romantic myself, I can understand the desire to eliminate unnecessary hype. However, during the past few years the manufacturing and retailing factions have flowered into organized businesses. As a result, if you come out of the clouds and take a look around you can see enormous improvements. Profits in manufacturing have been channelled into R&D providing gliders with respectable strength, inherent design safety, easy set up, and mucho performance. What we fly today is vastly improved over designs of only two years old. Keeping the manufacturers healthy will insure continued R&D with payoffs for all hang glider pilots! I don't hear anyone complaining about increased performance or great handling. When weighing the design improvements and inflation against the rise in our cost, today's new designs are justified. Considering the design and manufacturing complexities, a few of today's hang gliders are fast becoming works of art. As for the "bloodsucking retailers," my impression is that they are reacting to a cry for 8

professionalism from all sides. Hang gliding has been known to the public for over a decade. Years ago, a dealer was little more than a middleman. Today's retailer is taking on a much more complex role. The flying community is demanding reliable business hours, more extensive inventories, complete product understanding, and professionalism in public image, instruction, and business practices. As for the professional designers who would gladly "pay for the advancement of hang gliding," I say fantastic! I've got room for at least two more wings. Maybe I could squeeze in a third. What the hell! It shouldn't be any problem, now that they're free, right?

At the last Board of Directors meeting, the USHGA, by a unanimous vote, paved the way to recognize May 23 as our sport's anniversary date and to suggest that local clubs, chapters and pilots celebrate in their areas. This obviously is not the day celebrating the birth of our sport since it is difficult to pinpoint where that date would be. By celebrating Otto's birthday and our organization we can recognize our progress in striving for a safe, self-regulated sport. Region II is going to plan a safety-oriented fly-in and barbeque. So how about getting together with your club, chapters or just a few flying friends and plan a party? Have a good one and fly safely.

Steven Fry Laguna Niguel, CA

George Whitehill Daly City, CA

Thanks Lauran

Photo Credit

Dear Editor,

One of the first articles we read in each issue of "Hang Gliding" is Lauran Emerson's "Birds Eye View." Lauran has a flair for putting on paper emotions that range from sheer terror to ecstatic joy. Everyone involved in hang gliding (pilot to women's auxiliary) could relate to what she had written; usually with a belly jiggling chuckle. Now a hint of sadness touches us as we realize that this is the last of her amusing, informative articles. How she found time to be a wife to Hugh, a mother to the two eaglets, log some airtime and still meet each month's deadline makes one wonder if witchcraft is still alive in Montana. We trust a short dormant period will recharge her energies and once again her wit will appear on these pages. Thanks Lauran, for adding a bright spot to our monthly publication.

This is just a note to clarify a mistake I saw in your December, 1980 issue. In the November 1980 page of your calendar the amazing photograph "Ocean of Air" was not taken by Bill Bennett as indicated, but rather was taken by Vance Wood. It was taken at Lake Tahoe during an approching storm front. Craig Beck and Bill Floyd are the pilots.

Johanna and Carroll Redden Newfoundland, Canada

Hang Gliding Birthday

Craig Beck

Lancer Sails Dear Editor, In your review of the Super Lancer 200, we noted a slight error. The first five panels of the SL 200, from the keel out, are 3.8 ounce sailcloth, not 4.5. The sixth and seventh panels are 5. 3 ounce fabric, with a partial overlay on the seventh panel of the same material. These weights were selected for the loads they are designed to sustain, and represent the highest strength-to-weight ratio for this model. All other Super Lancers have a similar arrangement.

Dear Editor, I am happy to report to all hang glider pilots that our sport has a special celebration day, a sort of birthday. Officially it is being called the "Anniversary date recognizing the organization of the sport of hang gliding and Otto Lilienthal's birthdate." It aH began years ago when a group of pilots organized the "Universal Hang Glider Championships" at Corona Del Mar, CA. The event was scheduled for May 23, 1971 to coincide with Otto Lilienthal's birthday. This May will be the tenth anniversary!

John LaTorrc Sail Loft Manager Flight Designs

Hang Gliding welcomes your letter to the editor. Letters must be typed (or legible) and limited to 400 words. All letters are subject to editing. Send your contribution to: USHGA, Box 66306, Los Angeles, CA 90066.

HANG GLIDING

ing it on t can have the

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The Maximizer boasts an unusual feature: each engine, drive, and propeller system is in· dependent of the other. Thus, takeoffs and landings can be achieved on a single engine. Moody describes i1 as the first true twin· engine for ultralights. Since no sanctioning organization exists to recognize such records (like the FAT for hang gliding), the barograph and eyewitness ac·· counts serve as the only testimony to this feat. But perhaps the most interesting observation aboul this accomplishment is the fact that John Moody is still setting the pace six years after his first ultralight Hight.

Sylvania Airporl, Racine, WI (February I 7, John Moody, one of the acknow· 198 I) !edged fathers of ultralight flying, claimed a new unoflicial altitude record for foot· launched ultralights by flying his Easy Riser to I 3,500' Mean Sea Level ( I 2,700' Above Ground I ,eve!). Moody coordinated his flight plan with Milwaukee's Air Traffic Conlrol, which monitored the flight radar. The record came on the first attempt mid was confirmed a barograph scaled prior to launch. Success for the flight is given by Moody to the new twin·cnginc (''Maximizer,'' patent /14,222,280, developed by Don Stewart), a power configuration using counter-rotating concentric props. The climbout to I 3,500' lasted 98 minutes and eclipsed Moody's previous record or 11,100'. His Easy Riser was equipped with tri· landing gear, but Moody opted to footlaunch and foot-land to further accentuate his demonstration, attended UPI and local media. Moody was aiming for the l 2,000' mark with his 2 1h gallons of fuel. But noting a surplus of gas at 11,500', he set his sights still higher. According to the jubilant Moody, "I wanted a dcflnitivc record, so there would be no doubt about it. I climbed until my altimeter read 13,050' ." After allowing for temperature/ah itudc com· pcnsation, the barogrnph confirmed a true altitude of 13,500'. The twin-engine Maximizer was developed primarily for the Puffin (an ultralight by Stewart Products Corporation) and can be adapted for use on the Easy Riser and other ultralights. The unit yields a 100-600 fim1 climb rate and extends engine life through low throttle settings at cruise.

The new Quicksilver MX microlight aircraft by Eippcr·formancc, Inc., of San Marcos, Calif., combines the Hight characteristics or the company's Quicksilver microlight with conventional three-axis aircraft style flight controls. 'The Quicksilver MX (multi-axis) control system has been extensively Hight tested by Eippcr-formance staff and by an indepcnden1 aeronautical engineering firm. "The Quicksilver MX was designed to ans· wcr the thousands or inquiries from pilots who want the economy and case of' flying that our microlights offer, but who prefer standard air· crali comrols over t:hc weight-shift system used in the basic Quicksilver," Eippcrformancc preside111 Lyle Byrum said. The aircraft is sold as a complete bolttogether kit that assembles over a weekend with handtools. Power is supplied by a Yamaha 15 hp engine that turns a 48-inch hardwood propeller. Also available is the Doublequick MX, which utilizes a twin· cylinder, 28 hp, independent dual-ignition powerpack. Suggested retail list price for the Doublequick MX, $3,995. For more informa· tion contact local Eipper-formance dealers or: Eipper-formance, Inc., Suite "I," 1046 Com· mcrcc, San Marcos, CA 92069 (714) 714-1511.

Dan Poyntcr's Hang Gliding Manual with Log, a widely used night training text, has been revised for the sixth time. The pocket· sized book contains basic review information for the novice Rogallo pilot to pass the USHGA exams for the Beginner and Novice pilot rating. A brief log in the hack allows the new pilot to record his or her first month of flying. "The object is to retain more of our students by providing them with condensed study materials," says Poynter. "A knowlcdg· able student performs better; and when he docs well, he enjoys himself more." Hang Gliding Manual with Log is available from hang gliding dealers and flight schools, from the USHGA, and from the publisher at $1. 50 postpaid ($2.00 foreign, Californians add 9rt sales tax). Para Publishing, P.O. Box 1232-N, Santa Barbara, CA 93103.

The Hang Glider Emporium of Sama Barbara will be hosting a parachute seminar on May 1, 1981. Information on the use of chutes, deployment procedures, care of' equip· mcnt, and repacking will be presented. Guest speakers will include Chris Price, an experienced hang glider pilot and author of several parachute articles, and Dan Poynter, master rigger, past president of the U.S. Parachute Association, and author of the Parachuting Manual & Log. Representatives from leading parachute manufact urcrs will be present to discuss their products. Cost will be $10.00. Enrollment is limited, so reserve now. Contac1 the Hang Glider Emporium, 613 N. Milpas, Santa Bar-bara,Ci\ 93103 (80'i) 965-3733 for further information and reservations.

HANG GLIDING

Wills Wing is in the process of holding their annual Dealer Service Seminars. The West Coast Seminar was held February ! 7 through 19 in Santa Ana, California. A cocktail party and reception was held the night of February 16. The East Coast Seminar will be held April 8, 9, and 10 at the facilities of Kitty Hawk Kites in North Carolina. Topics covered at the seminars include: glider tuning and service, financial planning and management for the retail dealership, promoting pilot safety, successful sales techniques and design and certification methods.

Richard Avalon, flying a specially prepared Mitchell Wing B-10, took top honors at the World's First I-lomchuilt Ultralight Race held recently just outside Phoenix, Arizona. Avalon navigated an 18-milc course across Arizona's high desert country, which consisted of' four strategically placed, tethered balloon pylons. Three classes of ultralight aircraft raced a designated number of laps Class "A," 1 engines and below, flew 4 down in the unlirni1cd, laps; Class "B," which was anything, required seven times around. Just finishing the grueling course was enough to win a prize. Of 68 ent.rants, only 18 made it to the 11nish line. Both trophies and money were awarded to the winners. "At first it was quite a task just to find I he pylons marking the course on the desert floor," Avalon said in describing the race. "There was plenty or space out there to make emergency landings, and, aficr a few laps, air .. craft were dropping out left and right. A few more times around, and fatigue set in. It was the longest non-stop flight I ever made in my Mitchell Wing." Pilots entered just about the complete spectrum of homebuilt ultralights. There were Wccdhoppcrs, big Hummers powered by 45 .. 60 hp Arctic Cat snowmobile engines, 28 hp Sachs, and the I ,azair carrying two chain saw engines. Two Catto Goldwings were producing 170· l 75 pounds of thrus\. Avalon's Mitchell Wing B.. JO AeroTech Special was powered by a Honda 250cc, 18-20 hp engine. The Cano ships finished second and third. "My average speed was over 55 mph for the more than 127 mile race," Avalon 11nalizcd. "I'm really looking forward to next year's competition."

APRIL 1981

Flight Designs announces that they now have cross bar and kingpost streamline fairings available for $67. They fit J .. 3/4" to 2" cross bar tubes and l" to 1-1/8" kingposts. Available in a rainbow of colors. Contact: Flight Designs, P.O. Box ! 503, Salinas, California 93902.

Isreali police rccent.ly stormed a house in an Arab village in western Galilee to capture a Palestinian guerrilla who had flown to Isreal in a motorized hang glider. He flew 28 miles avoiding radar and was armed with a machine gun and hand grenades. A Palestine Libera .. tion Front spokesman said that PLF "air force units" have succeeded in evading Isreali security, strafed an industrial area and planted mines with the use or the motorized hang gliders. The PLF has also espoused the idea or aerial suicide operations with aircraft packed with explosives.

technology, and social impact of' aviation and space exploration, N1;;ht dramatically reveals through sight and sound, aeronautic progress from its most rudimentary beginnings to the U.S. Space Shuttle and beyond. Distributed the National AudioVisual Center, the central source for Federal audiovisuals, these filmstrip kits arc available at the lowest possible price. Contact: National AudioVisual Center, National Archives and Records Service, General Services Administration, Reference Section EH, Washington, D.C. 20409.

Dan Poynter's tow launch hang gliding book, Manned Kiting, is now available in an expanded, completely revised second edition. Dan Poynter, author of more than 400 magazine articles and 14 books on aviation sports, is a pas\ director of the US Hang Gliding Association, hang gliding flight ex .. amincr and licensed pilot. He has judged the famous Cypress Gardens Kite Championships and has served two terms as President of the Commission Internationale de Vol Libre (hang gliding) of the Federation Aeronautiquc Internationale, the Paris based organization which regulates international aviation sports. Contact: Para Publishing, P.O. Box 4232 .. F, Santa Barbara, California 93103.

Pacific Kites announces tha\ it has licensed Odyssey Inc. of Amherst, Mass. to manufacture and market their new high perform .. ancc hang glider, the Vampyr. The Vampyr, designed by Pacific Kites co-owner Bob Shootie, was a center of attention at this past American Cup. Tom Peghiny and Jeff Burnett arc to complete certif1cation by the end of March. Jeff Burnett will be traveling this spring and summer as dealer rep and team leader for Odyssey. For further information contact: Odyssey, P.O. Box 299, Amherst, Mass. 01002.

The National Air and Space Museum ol'thc Smithsonian Institution in Washington, D.C. has completed a three year long project tracing the history of flight in its new sound filmstrip series, appropriately named F?ight. Designed to give students and orher viewers a comprehensive overview of the history,

'I'he question of the day seems to concern the up and coming ultralight movement and its effect on the hang gliding community. Do ultralights have a place in the USHGA? Will motor gliders influence the FAA nega· tively, causing severe restrictions to be placed on both hang gliding and ultralight aviation? Can both forms of slow speed aviation coexist peacefully at the same flying sites? Is there a way to aid new ultralight pilots to help pm· more safe flying activity in a responsible manner? Can the lessons learned in hang gliding history be transferred to power pilots? Should the USHGA encompass the ultralight movement? Better yet, do the ultraligln pilots wam to be encompassed by the USHGA? Will the newly created USHGA Ultralight Division overshadow and ultimately comrol the entire Association? Does the USHGA need ultralight memberships because hang gliding is reaching a static growth point? These and other valid concerns arc providing fuel for emotional arguments in some quarters. Some exclusively nonpower pilots arc crying out for a decisive separation of hang gliding and powered ulirnlights. Airplane· 12

pilots-turned-ultralight-pilots and those individuals entering the field of slow speed flying for the first time seem to be looking to the EAA or AOPA for direction. Those pilots who subscribe to both methods of obtaining airtime seem to feel that a compromise can be reached: Why not use the services of all available organizations? While the USHGA is entering the game a bit late with its recently formed Ultralight Division, this direction seems to be a step in the right direction toward a workable solution to the problem of uniting the hang glider pilots and the power pilots. Why try to unite the two groups, some say, when they have nothing in common, do not wish to be asso· ciatcd with one another, and will surely in·· fluencc the FAA in restricting one group because of the other? Dan Johnson's editorial in the November/ December 1980 issue of Whole Air Magazine bears rereading for the point that our choices as far as the upcoming FAA NPRM (Notice of Proposed Rule Making) is concerned are to either(!) join forces to fight the NPRM or (2) to squabble amongst ourselves, not contest the NPRM, and prepare to he regulated without a voice in the matter. Realistically, the latter will probably not occur. The EAA, AOPA, PUA (Professional Ultralight Association), and other organized groups of ultralight pilots and manufacturers will undoubtedly mount a campaign to convince the FAA that they have the numbers and thereby the political clout, and perhaps the control, to se!f:regulatc as the lJnitcd States Hang Gliding Association has been doing for many years. Or, will they? In any event, why not work toward the former choice? What have hang glider pilots to lose, really? If enough pressure is brought to bear on the USHGA Board of Directors to dissolve the Ultralight Division, or reduce it to name only, the ultralight movement will 1101 simply fade away. It's not only here to stay, but will probably achieve a rapid growtb rate in the near future. As to when it will peak, that's anyone's guess. My guess is that when ultralight pilots who have not yet experienced the thrill and satisfaction of working a thermal up several thousand feet without power discover this challenge, many will abandon motors for free flight, or at least will share their time between the two sports. The solution here lies in education, tolerance, and understanding. Hang glider pilors who entered the sport in the last few yeas may not remember or perhaps even be aware of the struggle we had in the early years to be accepted by the general public. Through the efforts of some very dedicated leaders in the sport, we have not only managed to avoid FAA regulation but every year the media are finding us more attractive for public display. Hang gliding is becoming more and more acas a recreational sport which is avail·

able to almost everyone, and its past rcputa· tion as something that "crazies" do is fading rapidly. At a recent gathering of professional hang glider dealers and instructors, statistics gathered from that body were presented to the group which refuted the assertion that hang gliding has reached a no-growth period. We're still growing! The general public seems to be more concerned, at this point, with whether it is physically fit enough to join in the fun. Potential ultralight pilots, on the other hand, do not ask themselves whether they arc physically flt enough to fly these new crafrs. Motors tend to eliminate that doubt. What worries many of us watching the "new breed" of ultralight pilots is their seeming lack of interest in reaching out for information pertinent to slow speed aircraft. It has been said, with no small measure of concern, that the ultralight movement is in much the same state as was hang gliding in its infancy. This observation may seem harsh and unfounded to those within the industry who believe they arc responsibly providing leadership and direction for the consumers. What appears to be lacking, however, is a requisite fo'rmal training program demanded by the manufacturers and administered through the dealers. Well, here we arc. The USHGA Powered Ultralight Committee, :md now the Ultralight Division, were formed primarily for the pur· pose of structuring a framework for ccrti ficd instruction and rating programs which was, not surprisingly, created along the same lines as that which has been successful in the hang gliding community for several years. There have been a few Powered Instructor Certification Programs held within the last few months, which is a good start toward the goal of encouraging formal education, but what seems to be lacking is a direct link between such programs, the manufacturers, the dealers, and the consumers. At this point, it appears that most of the concern for safety originates in and is supported those dealers who sell both ultralight and hang gliding equipment. It is understandable that these people see the need for movemem toward selFregulation. There docs not appear to be a good argume!1l to sup·· port the decision that a number of ultralight dealers have made in not requiring both classroom instruction and flight training prior to delivery of the unit to a customer. To con·· tinue doing so without looking ahead at the potentials for disaster is both foolish and potentially damaging to not only the consumer but also the sport. And, purely from a business standpoint (even disregarding the morality or the situation), it is difficult to understand why all ultralight manufacturers have not demanded a strong instructional program of each of their dealers. Other organizations which arc reputedly looking after the future of the ultralight movc-ment do not appear to be addressing the safety HANG GLIDING

and training aspect of this new sport. It will probably, then, be left up to either the FAA or the USHGA. Which should it be? I do not pretend to have all the answers to this complex situation, but it occurs to me that if those hang glider pilots who are strongly prejudiced against ultralights would lift their heads out of the sand and acknowledge that motor gliders are a present reality which will continue to have an effect on their lives, their energy could be positively directed toward pursuing productive solutions to situations which will surely affect all of us. Next month Hang Gliding will publish the first in a series of public opinion polls designed to take the pulse of both hang glider and ultralight pilots on a variety of subjects. Please take this opportunity to make your views known. ~

LETTER FROM THE MANAGING EDITOR The USHGA has created a division for powered ultralights, and this will have some important effects on this magazine. For the past year, we have been giving ultralights an increasing amount of coverage. Now, we will go all-out to make our ultralight coverage the most complete up-to-date of any flying publication. We will be going after the "cutting edge," the outer limits of technology. In the future, there will be more articles on design, advanced flying techniques, construction methods, instruments, engines and everything else connected with low-speed flight. Hang gliders will not be covered less. Because of the rapid growth of ultralight flying, and the USHGA's leadership in this field, we expect thousands of new members. This will justify a bigger and better Hang Gliding magazine. And that will mean more, not less, space devoted to foot-launched and lowlaunched hang gliders. Here again, we want to present the latest advances in everything from aerobatics to tow-launch techniques. We will have articles by the top pilots and designers and other experts, but, we also need your help. As readers of Hang Gliding and members of the USHGA, you can help us put out a better magazine by letting us know what's happening in your area. If a local pilot builds a new design or tries out an interesting modification, tell us about it. Send in a photo or drawing. And if there's a type of article you'd like to see in the magazine (or if you think there's too little coverage of your favorite aspect of the sport), try writing an article or persuade an expert in your area to write one. Hang Gliding is already the leading publication in its field. With the support of thousands of USHGA members all around the country, just imagine how good it can be. Glenn Brinks

APRIL 1981

CONSUMER INFORMATION PILOT SAFETY ADVISORY Pilots flying Wills Wing Harriers are advised that incorrect assembly of the crossbar pivot arm to the keel may cause dangerous flight characteristics. Special instruction stickers are being issued to all dealers. Harrier owners should be sure to obtain a sticker from Wills Wing or their dealer and install it on the crossbar center section. Owner's manual corrections are also being issued. 1) The crossbar MUST be BEHIND the pivot arm. This proper assembly puts about five degrees of negative sweep in the crossbar, and provides a restoring force to center the crossbar over the keel. Improper assembly, with the crossbar ahead of the pivot arm results in zero sweep in the crossbar and allows the crossbar to "lock" off center, resulting in a profound and dangerous loss of control.

XBar to keel assamb/y

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lllfi,11ite lti,isi1t11 • Dealers f o r ~ 2) The pivot arm wingnut and safety MUST be installed on the BOTTOM of the keel. Improper installation of the wingnut on top of the pivot arm allows the possibility that the wingnut may hook the bolt head on the bottom of the crossbar plate if the crossbar shifts far enough off center, and lock the crossbar to one side. The resulting flight mode could be an unrecoverable spiral dive. Each of these mistakes has been made once, to our knowledge. In one instance, the pilot was barely able to recover control. In the other, a parachute deployment was required.

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APRIL 4. Santa Barbara HGA flyathon to benefit hospice of Santa Barbara county. Contact: Santa Barbara HGA, Box 40114, Santa Barbara, CA 93103. APRIL 17-19. Great Western Ultralight Rally, Porterville, CA airport. Contact: Chapter 10 EAA Ultralight Assn., 1990 S. Newcomb, Porterville, CA 93257. APRIL 18-19. Easter fund raising contest for Regional Qualifiers 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. APRIL 22-26. Lexington South Africa Masters at Hartebeesport Dam Cableway. APRIL 17·20. Transvaal Championships 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-B Oakdale Apts., Fayetteville, NC 28303 (919) 424-4302. MAY 16,17. Midwest ultralight fly-in and rally. Beaumont, KS. May 23-24. Fun contests trophies and exhibitions. Contact: Rt. 2, Box 93, Valley Center, KS 67147. MAY 28,31. Gala international des "Rochers de Naye." Contact: Delta Club Lausanne, Case Postale 108, 1000 Lausanne 6.

JUNE 12-14. Elsinore ultralight fly-in. (Formerly the Perris flyin.) Manufacturers display, contests, fun flying. Contact: Mike Miller (days) (714) 678-2050. Steve Grant (eves) (714) 968-6129. Write: Steve Grant, 9681 Bickley, Hunt· ington Beach, CA 92646. JUNE 20: First Annual Space Rangers Fly-In at Dog Mt. BBQ, spot landing. Contact: Wendy Gibson, 22106 Cedar View Drive East, Sumner WA 98390 (206) 897 -8436. 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. JULY 6. Parachute riggers convention, USPA Nationals in Muskogee, OK. Contact: Elek Puskas, Para-Flite, 5801 Magnolia Ave., Pennsauken, NJ 08109. 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. OCT. 1-11. Third World Hang Gliding Championships. Beppu, Japan. KITTY HAWK KITES

CANADA HGA APRIL 1 7•24. AHGA instructor's course and recertification course, Calgary, Alberta.

APRIL 11·12. Demo days.

MAY 9,10. Byron Buchanan Memorial Fly-in, Cochrane, Alberta.

MAY 2. Quicksilver clinic.

APRIL 23·24. Hang Ill mountain clinic.

MAY 15-17. 9th Annual Gliding Spectacular.

MAY 16·18. Vedder Meet, Vancouver, B.C.

MAY 23-24. Hang Ill mountain clinic.

JUNE 6-7. Hinton Competition, Hinton, Alberta.

JUNE 3·5. USHGA Instructor Certification Program. Contact Randy Cobb.

JUNE 20-21. 9th Annual Cochrane Meet, Cochrane, Alta. JULY 23·26. Grouse Mountain Invitational Meet, Vancouver, B.C. AUGUST 1-3. Island Fly-In, Jsland, B.C.

APRIL 1981

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JUNE 13. Tow clinic and fly-in.

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Get the whole story from Sun N' Fun -Now!Sun N' Fun was the first big air show of 1981 and you can believe there was a bunch of brand new Ultralight machines and accessories on display for the very first time. Information on all of this new equipment, together with a complete report on all the Ultralight action at Sun N' Fun, is available to you-by return mail-without waiting til May or June when the "regular" publications come out-with only part of the story. You see, from the response to my article, "The Real Clear and Present Danger," January GLIDER RIDER, I knew there were a lot of us out here who wanted more and better information-faster. So I went to Sun N' Fun, went to all the seminars, checked out the new machines and equipment. I'm sharing my information with you by offering a complete report on all the Ultralight action, complete with photos. If you ordet' today I'll send you a copy by return mail, first class. And, if you don't agre~ that it contains at least $3.00 worth ~ of information, return it and I'll ~ · send your money back. But, send the I°AA815t~~~4 ULSS coupon quick. I can only afford to print so many. USHGA 28471 AUA

ry;".' rctli'i: ~e;;;:; ;;;trtth;;;e-;-uitraii;i;..;;;c~a~~·"n:~r~ . ,

JULY 25-26. Hang Ill mountain clinic.

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AUGUST 15. 33rd anniversary of invention of Rogallo wing. Francis Rogal lo to speak.

Make checks payable and mail to: T.H. Smith, 30218-A Fiddlers Green, Farmington Hills, MI 48018

JUNE 27-28. Hang Ill mountain clinic.

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General Meteorology Part IV by Rick Jesuroga

We see and hear about clouds nearly every day of our lives. Clouds are perhaps the most visible part of our environment above the surface. All of us have spent some time staring at the white puffy-like structures as they move ever so slowly across the sky. Clouds can often illustrate the air motion that is taking place above the surface. Within this section, we will become better acquainted with nature's way of showing us the air motion within our lower layer as well as take a closer look at warm and cold fronts. Before we begin illustrating different types of clouds, we should have a general understanding of how they actually form. Warm air can hold more moisture than cold air. The moisture within warm air is in the form of water vapor. As air becomes warmer, its ability to hold more moisture becomes greater. As air cools, however, its ability to retain moisture becomes limited. We have all seen this happen with an ice cold glass on a hot sunny day. As warm moist air comes in contact with the cold glass, condensation occurs, forming water droplets on the outside of the glass. When air cools to the point where condensation occurs, we say the temperature of the air has reached its dew point temperature. The dew point temperature is the temperature to which a parcel of air would have to be cooled in order to become saturated. One method of describing how close the air temperature may actually be to the dew point temperature is with the term relative humidity. Relative humidity routinely expresses the water content of the air in percent. Now let's see how the dew point is related to cloud formation within the troposphere. In order for a parcel of air to reach saturation, we must evaporate moisture into it to increase its dew point temperature, or cool it down to its current dew point temperature, or both. The cooling process is the most important regarding cloud formation. There are a number of ways air may cool. Cloud formation is mainly due to expansional cooling as it is lifted higher in altitude where 16

atmospheric pressure is lower. In Part I we learned that temperatures in the troposphere decrease with height on the average. We also know that clouds may form within low pressure systems due to the lifting of air within the low. But there is still one more ingredient needed before condensation will actually occur. In order for water vapor to change phase, there must be a suitable surface on which the water vapor may condense. Earlier we discussed condensation forming on a cold glass. So what type of surface is in the atmosphere?

make a general statement that the liquid or ice particles will grow in size and weight until they no longer can sustain themselves within the cloud. The particles themselves are suspended by the updrafts within the clouds. Clouds that do not have strong updrafts will generally produce lighter types of precipitation in a more continuous manner. Clouds of this type are called stratus clouds and they usually produce overcast skies for extended periods of time. Other types of clouds that have strong vertical currents can sustain larger liquid or ice

Cirrus c. loud5 kave a ihin,wisp~ 1or slreak~ aj'year aKce. ~s lhe~ are vnde.,,.. th~ influente. o{ .fa<:.ter rnov 1n3 wind 1n {he Ufpe..- t~1:_po!>phere.

20 000 {eel 1

Cirrus clouds Air contains many microscopic particles called condensation nuclei that serve as just such a surface. These tiny particles are made up of salt, dust, and combustion particulates. Water vapor will condense on these tiny condensation nuclei and form liquid or ice particles. It is these liquid and ice particles that we actually see as a cloud. To simplify our discussion, we'll look very briefly at formation of precipitation. A very complex growth process occurs within clouds to cause precipitation. We can

particles for longer periods of time. Strong updrafts within these clouds can also carry a growing particle to great heights within the cloud allowing it to grow to a very large size before it exits the cloud. These clouds are of the cumulus type which generally bring localized heavy precipitation for short periods. Now that we have a general understanding of cloud development and precipitation, let's look into different types of clouds and what they may tell us about the air currents around them. HANG GLIDING

Cirrus clouds are generally found in the upper regions of the troposphere. They range in altitude from 17,000 feet to 45,000 feet. They are made up almost entirely of ice crystals and offer no precipitation. Cirrus clouds have a thin, wispy or streaky appearance as they are under the influence of faster moving wind in the upper troposphere. See Figure A. Stratus clouds can be found throughout the troposphere but are generally in the middle levels. They are made of both liquid or ice particles. When these particles grow large enough to form precipitation, it usually falls as light continuous precipitation for extended periods. They are a gray sheet-like cloud, widespread and uniform in appearance. They contain very little turbulence and may be an indication of a stable, saturated layer. When stratus clouds form on the ground, we refer to them as fog. See Figure B. Cumulus clouds are my favorite. These are the clouds most hang glider pilots learn to love and enjoy (and respect). Cumulus clouds form from the lifting of air, especially during the warm months. Cumulus clouds generally signify instability and perhaps good thermal soaring weather. Fair weather cumulus are generally small puffy white clouds that remain fairly small. They are characterized by flat bases with rounded shaped tops. Fair weather cumulus range in altitude from the lower to middle troposphere. They offer no preicpitation and may contain moderate turbulence. See Figure

Sh-atu$ c..\aud~ are 9re~ a\'\d sheel-like- ii'\ o.nearance, widespread and uniform. Whel'I {\,e~ -torwi o,dl,e ~round, we refer i.o thew. as -to~.

Fair weather cumulu$ are char ad er iz.ed b_'.:l

flat base!:> v.i,th. rounded i:,haped top$ and are fe.lrl:i '!>malt ir. size.

C. The towering cumulus indicates a deep layer of moist unstable air. It is characterized by a flat base and tall vertical development. This cloud contains considerable turbulence due to the strong up- and downdrafts within the cloud. Often it develops into a cumulonimbus (storm cloud). See Figure D.

Tower·in3 curt1ulu5 'tndica\e

a deep la~er 0£ mai~'I. un~la'ble air. ihe~ are c.harac.1eriz.ed. b'j a flat base and tall ve1-l1·cal deve.\opew.ent.

APRIL 1981

!. 1µtr1,V

Cumulonimbus clouds are the result of the most unstable conditions in the atmosphere. While I always try to fly in unstable, rising air, I prefer to observe cumulonimbus clouds from a distance. These are the thunderstorm clouds. They are characterized by dark bases that look like they are rolling when viewed from directly underneath. The vertical development is immense, often extending to the tropopause. As one views the vertical development of a cumulonimbus, you can see the powerful, moisture-laden updrafts within the cloud. As the cloud reaches the top of the troposphere and interacts with strong upper level winds, the top of the cloud tends to flatten, and a long cirrus "anvil" may form. These clouds contain severe, violent turbulence that could cause severe structural damage to almost any aircraft. Storm clouds, as they are often called, produce heavy, concentrated amounts of 17

Cumvlonin,bv& c loudo are {he re!:>u

l1 cf the ~ost

ur1,.table co,...dttiol'I~ ii'\ the a\n105phere. Thec;e ~re {he {~unden,lorrn c.lovd~ c haracteriz.ed. 1~ dc:1.rk hse$,tall vert ic le developeme n\ a"d a c.\r'f u5 an v·, l.

prec1p1tation, strong gusty winds, hail and destructive tornadoes. See Figure E. Clouds in themselves are very seldom found without different types of other clouds nearby, or even different types within one cloud. If a stratus cloud has some of the features of a cumulus cloud, we may call it a stratocumulus. If a cirrus cloud contains a rippling feature within its wispy appearance, we may call it a cirrocumulus. Any cloud which has the prefix or suffix "nimbo" associated with it has precipitation, such as a nimbostratus or cumulonimbus. If a cloud name contains the term "alto," this refers to a cloud in the middle altitudes of the troposphere, such as an altocumulus or altostratus. Now that we have a general understanding of cloud formation and their identifying features, let's look at what types of clouds are associated with warm and cold fronts to better understand frontal weather. In Part II we learned that warm and cold fronts extend outward from the center of the low. Now let's look at a cross section of a typical warm front. See Figure F. Here we see the warm air overrunning the

cold air. The arrows indicate the airflow. Note carefully that the warm front aloft extends far beyond its surface position. The frontal boundary rises over the cold air in a long gradual

40,000 -feet

fashion. As warm air is lifted upward along this boundary, its vertical component is generally too slow to form cumulus clouds. The result is the formation of widespread stratus clouds. From what we know of stratus clouds, we can conclude that warm fronts generally bring widespread cloudiness with light continuous precipiation for extended periods of time. As warm air is less dense than cold, barometric pressures have a tendency to fall unsteadily as the warm front surface position approaches. Once the warm front itself has passed entirely, pressures will generally remain steady. Pressure tendencies are shown in Figure F. Cold fronts generally bring more severe weather. See Figure G. Here we see a cross section of a cold front. Again the arrows indicate the airflow. We see that the cold front is pushed from behind while the surface retards its forward movement. This results in a very steep frontal boundary. As warm, moist air encounters the cold front, the warm air is forced upward rapidly in a strong, vertical fashion. This is especially true if the warm air is very unstable. The result is the formation of cumulus clouds along the frontal boundary. From what we know of cumulus clouds, we can conclude that cold fronts may bring a rapid change in local weather conditions. Cold fronts are generally associated with gusty winds, heavy localized precipitation including hailstones and ice pellets. Cold fronts can also cause fast-moving thunderstorms and squall lines. Barometric pressures will have a tendency to fall rapidly as the cold front approaches. This is due to the rapid lifting of air along the frontal boundary. Once the cold front has passed, barometric pressures will rise sharply as the

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HANG GLIDING

40,000

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(o\d Fro\'\1 cold dense air moves in. Between the passage of a warm or cold front, barometric pressures generally illustrate only small diurnal fluctuations. At this point we will end our discussion of Part IV. Now that we have a basic understanding of clouds, warm and cold fronts, try to become more aware of the weather characteristics within your local area during a frontal passage. By referring back to this section periodically before a front moves in, you

will soon be able to find marked tendencies during frontal passages. Remember to always make a quick check of the relative humidity before trying to determine the amount of expected cloud cover. You might also remember that sometimes cirrus clouds may be an indication of an advancing warm front soon to arrive. In Part V we will conclude our series with a discussion of the Lifted Index and soaring forecasts. ~

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you might receive the following response: "It sure was cold and hazy down in the valley but J was nice and warm up at five thousand feet, in the thermals!" Having described a dramatic inversion, the pilot still maintains that he was thcrmaling. I hope to show that his "blue sneet" was in fact a wave.

Dave Little is a IV USIIG/l Observer from Seaule, Washington. llc has four years hang gliding and is a licensed f>rivare pilot. llc comf>etcd in the 1.97.9 Nationals. Cw· .. renrly he is suf>porring his hang habit by f)racricing medicine. lle )hes a UP Comer. I was the first sacrifice to the winds that were intermittently sounding like seven-forty· sevens as they tortured the trees. Having previously challenged winds of this nature, I was prepared for a rocket launch. I was not disappoint ed. I rode an elevator to two thousand feet above launch. A madman was at the controls. I managed to steady my Comet long enough to observe a friend fight for altitude gain while venturing too far out from what should have been the lifi band. I took my eyes off him for a minute and saw him again a half mile in front of me, at my same altitude and still climbing! The rules of the game became bluntly obvious, we were encountering wave lifi from the surrounding hills. It cost me a thousand feet to reach my friend's position but I gained three thousand feet when I situated in the up-cycle of the wave. Most pilots soar on a sea of theory, mystery, and misconception about the medium in which they frolic. As was the case in regards to discussion of ridge soaring technique when we realized we didn't have to be ground skimmers, most articles today talk about thermal·· Mechanical ift is something left for the unenlightened pilot. Let's consider some categories into which we can classify I ifr:

Pure Mechanical

Pure Thermal

Sand dune type ridge lift.

"The thermal bubble"

Frontal associated winds at higher altitudes

Adiabatic Current (convection) Column Thermals

The hills arc alive with the sound of music.

Waves Orographic Current Orographically generated waves You can see from the above that there is a continuum in classifying lift. Of those pilots who have heard about wave soaring, many will tell you that they arc present at only very high altitndcs and in asso .. ciarion with winds too strong for hang gliders to tolerate. Wave lift may feel like thermal lift to the unexperienced pilot. "l flew twenty miles in blue thermals." If you were to ask this pilot a little more about the flying conditions,

Where do waves come from? Let's go back to the most basic understanding of a wave a rock dropped into a pond, or if you prefer, a pilot landing in a lake. What is important to know is that these waves propagate. This is to say that they move 1hrough space without carrying their medium with them along their axis of propagation. To better illustrate this, one can rattle a piece of tin foil and watch a wave propagate from one end to the other, without actually bunching up the metal at that end. IC we were to float a cork in the much .. dreaded ripple tank of a physics student, we would observe that in spite of the apparent motion of the waves, the cork goes nowhere in particular, like most pilots. Also it should be noted that a single set of waves, from a single disturbance, like the case of a rock in a pond, is useless to the pilot as a source of lifl. What is needed for soaring con .. ditions is standing waves. These arc composed of an up phase, a down phase and a node. A ripple tank is shown in Figure 1. The solid lines represent waves propagating out .. ward from the generator, and the hashed lines represent waves bouncing off the barrier and returning. Where they line up side by side we have standing waves. Try this sometime, most physics students would be happy to give up their ripple tanks.

HANG GLIDING

Figure 2 represents a piano I have chosen this to represent harmonics. Herc arc the flrst, second, and third harmonics. The clots represent nodes in the string. Harmonic waves arc standing waves. They all have the same frequency , and wave length , not necessarily the same amplitude. How docs a mountain range compare with a piano string? They both produce hamonic waves. The music of the hills is just at a much lower frequency and longer wavelength. Figure '.l illustrates a small hill in gentle winds. This form is not likely to produce useful wave lifi. Figure 1 is a mountain Ii.icing into some light winds with some gentle rising and falling of the air mass. This is a good example of first order harmonics pcr!cct for the beginning pilot or pianist. Figure 5 shows how a moun· tain in stronger winds can produce a severe leeward rotor ur "down note," also some "white noise" or turbulence. Hut it is at least a start at second order harmonics. If we have one range behind the other as in Figure 6 it can be seen that it is possible to amplify the waves as long as the wavelengths arc equivalent to the distance frorn hilltop to hilltop. We have set the hills and tuned them for music production, but it still requires a careful lip to the recd to set them into action. lfthc air is not rising 0111 of the previous valley in a manner so as to add to the wind coming up the next range, the net eflect may cancel as

Note lenticulars coming from Olympic Mountains (Washington State).

in the first part of Figure 7. This could be called "white wind" as it is not unlike white noise. The factors which control this critical trequ,rnc:y arc: ( 1) The distance between the mountain ranges (frets) and (2) The velocity of the wind (lips upon the reed). Since the wind velocity is never constant, and hills arc not usually perfectly spaced at ex-

A mour'\'ta..in unde.r in. Iow APl<IL 1981

,.~1::"1,,1c:

wind. cor,dit ions

actly one wavelength intervals, the wave forms will not be constant either. This may result in precession (not unlike a parade of waves) marching slowly into or away from the direction of the winds. Knowledge of this situation could assist you in an upwind, cross country attempt. Your best cross country chances arc, however, lengthwise along the standing wave.

t v I

Source # 1

#2.,

An,plilude Ved.ors

my driver's piece of mind, I should try to negotiate a return to the customary landing field in front of the ridge. I sat, bobbing upon a wave, 7,000 feet above the ground. Only a mile straight ahead and over the 1,500-foot ridge, was the landing field. I knew about the intense sink and laminar air between the lifting waves. Could I negotiate this approach, with only a 1: 1 glide requirement or less? This, my friend, is the sixty-four hundred foot question! ~

GETTING IT UP There are several ways to get your glider up to launch altitude. You can walk it up, drive it up, fly it up with an engine and tow it up with a car or boat. Flatland pilots have an even narrower choice: engines or tow.

It should hold up for you at least as long as the ranges in front of you last. Figure 8 shows a condition in which the best lift produced by wave actron may actually be behind the launch in an area where ridge lift is usually less favorable. Beware that between upward sections of the wave, there may be strong downward moving or laminar air flow. It may be impossible to penetrate forward into a wave once you have drifted behind it. This is doubly difficult if the waves are precessing toward the wind. So, there are streets of lift divided by streets of sink as with thermals. Unlike cloud streets,

however, their longest axis is always perpendicular to the wind. The wind producing the waves need not be the same direction as the winds at launch, nor need the direction be predictable on the basis of the Coriolis effect. In conclusion I would say your best wave soaring would be during relatively stable atmospheric conditions. This allows less mixing of the air, with its resulting disruption of the wave patterns. I would further say that the winds should be ofa relatively higher velocity. On the day I described earlier I ventured downwind behind the ridge from which I had launched. I later decided that, for the sake of

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I I I I I I I

...

new If you missed the first installment of The Right Smff, you need to know where I'm coming from. You, as a no'Vice pilot, are basically three people rolled into one. In addition to "Yourself" you carry around two other characters. R2D 2 is the responsibility discipline computer part of you whose job is to process and program e'Very bit of information you can gather on the subject of flying hang gliders. At the nrmice le7!el he's relati'Vely information poor and will ther~fore recom· mend that you proceed 'Very cautiously until such time as his data banks are more complete. Then there's this big lunatic gorilla named MAT (More Air Time!) who is jumJ>ing all o'Ver your bach. Ile represents the part of you that wants to get as much air time as possible as soon as possible, R 2 D 2 be damned. MAT deri·ves his energy from the exhilaration you feel and the adrenalin you produce as you get deeper into the amazing world of foot launched flight. Think of R,D, as pure information. Thinli of MAT as pure experience.

This month's installment of The Right Stuff is intended to outline and discuss the major sources of new information and learning ex·· for the novice pilot. Everybody knows that learning to hang glide, like learn .. ing to do anything else, is a continuing process of accumulating new information and experience. Furthermore, the relationship be· tween information and is circular. One leads to the other endlessly. For instance, you read on coordinating turns, then go coordinating turns, then understand more about on turns, then turn more el: ficiently next time out. Remember this con .. cept of the cosmic circle of information and ,;;11. 1.J"''"'J'""'· It will help you sort through the RS as you utilize the resources we're about to examine.

Continued Contact with Professional Instructor Continued contact with a carefully selected professional instructor is probably the most reliable source of infonnation--experience available to you. You can tap it in a couple of ways. Formal intermediate and advanced courses, for instance, are available through many schools. What you pay for in these courses is a

two ways. One, they want to keep your good· will and business. Two, your flying skill is a rellection of their program and they'll do everything they can to keep you looking good. Don't he afraid to pester your instructor.

Clubs

structured blending of information (ground school smfT) and actual flight experience. In selecting specific intermediate or advanced programs, what you should look fr)r is a strong correlation between the stated goals of the program and the information..cxperience provided to meet these goals. For example, you wouldn't want to sign up for an intermediate course which consisted of two full days of someone strapping a radio to your keel and talking you through a few honking thermals. A better value would be an intermediate course that consisted of two ground schools and one flight The first ground school in a course entitled Thermalling I would consist of pertinent information about thermal lift, a review of specific skills necessary to utilize it, and personal goal setting for your flight. Your first in-night experience in thermal lift then is focused around carefully coordinated informa .. tion, skills and goals. The second ground school would be used to analyze your flight in terms of the information-skills-goals and to set new goals. The point is, when you look for for· ma! intermediate-advanced instruction, look for the best (most correlated) blend ofinforma· tion and Continued informal contact with an instructor is valuable also. All good schools encourage graduated students to keep· in touch and are more than happy to provide informa· tion or advice. They are motivated in at least

Some of us, however, tire quickly of the structure and inherent paternalism of formal instruction. If this sounds like you, another fairly reliable source of information-experience is hang gliding clubs. A club is simply a group of people with common interests and con .. cerns. Club membership will give you regular exposure to a variety of pilots at different levels of experience. You can learn from their successes and mistakes. Every bent downtube, out .. ]anding, or magic flight by some other club member offers you a learning experience. Clubs also provide for a division of labor in scheduling parachute seminars, arranging for guest speakers, and planning trips to new sites. Clubs, in short, can give R 2 D 2 new data and simultaneously provide a few bananas for MAT who loves to talk about bent downtubes and trips to Big Sur.

Other Pilots Some ofus, however, tire quickly of groups and organizations. If this sounds like you, other lone wolf pilots can be a great source of information-experience. On the other hand, they can be a deadly source. The problem is you have no idea what the other pilot's background is and he has no idea where you're coming from. MAT gets a golden opportunity to shop around for advice he wants to hear while R 2 D 2 simply "does not compute" due to lack of pertinent data. Also, experienced pilots, even if well- intentioned, have been known to be a rather sclf:centered, aloof lot who are so eager to dive into a thermal that they'll tell you anything you want to hear just to shut you up. One of my students whose real name is M.at (ah, the irony) was the victim of his own ignorance coupled with experienced pilot foed· back. An Elsinore local saw Mat land after a sled ride from Edwards Bowl (Hang II stuff), and proclaimed him ready to thermal the "E" (Hang JV stuff). In reality, Mat's readiness to HANG GLIDING

fly the "E" corresponded with the local's need to get a ride to the top. Yet another local at the "E," when Mat asked him what to do, told him: "Just follow those other guys; but stay out of our way." Mat crashed, escaped serious injury, and is now more careful about who he listens to. The point here is be very careful in soliciting advice from pilots you don't know. A good way to approach using this resource is to ask specific questions in areas where you have some knowledge and experience. Questions like "Can I fly here, now?" get low quality answers like "Sure," "What do I care," "No," etc. Questions like "How do you get your 360's so tight and flat?", assuming you're already doing coordinated 360's, may get answers you can use. A great rule of thumb is never solicit or accept advice from a pilot named "Crash" or "Freestyle" who says "Right on, that's cool, and go for it" in the same sentence.

Classes and Reading Material Books, magazines, and classes can provide enormous amounts of good information which you can use to channel your experience. Dennis Pagen's series of books on hang gliding are, in my opinion, the best available. There are few shops that don't stock and use Hang Gliding and Fly Skills, Flying Conditions, and Hang Gliding for Advanced Pilots. Hang gliding and sailplane publications also provide good information though they are certainly less focused on the needs of the novice pilot. There are extended hang gliding ground schools in some colleges in some areas. Classes in aviation, aerodynamics, and meteorology are more generally available and provide good background information. The obvious limitation of written and academic. information is they are experience poor. Avoid the subtle trap of over dependence on these sources. You can waste a lot of time learning about thermals if you try to understand your real experience with them strictly in terms of an idealized model thermal described in a book or magazine.

Summary Experience and information are the keys to your development as a hang glider pilot. Seek them out and use them in tandem. Ideally, you should utilize all the information-experience resources discussed above. Above all, realize that you are the only one who really knows how R2 D 2 and MAT are maturing inside you. As long as you're giving the orders to them and not vice-versa you've got great times ahead as you go and grow as a hang glider pilot. Next month The Right Stuff will offer a specific growth and development framework as a piece of information to help you schedule new learning experiences. ~ APRIL 1981

KANSAS - January 25, 1981 David Prevatt, of Emporia Kansas, flying a new Wills Wing Harrier, had a flight to remember. Flying a 230-foot ridge near Kansas City in light thermal conditions, Dave took his Harrier to 3,000 feet. Dave didn't have his altimeter on board but one other pilot, who did, read 2,700' and put Dave an easy 500' above him. Not bad for a flat-lander. SYLMAR, CA - On February 16, 1981 Rome Dodson established an unofikial world record. He was soaring over the 1,500-ft. takeoff when a low cloud came by sucking him up inside. He pulled in the bar all the way and kept heading due south, thanking God for his 69¢ Thrifty Drug compass. After 10 minutes he finally overpowered the lift and dropped out of the clouds behind the top of the 2,200-ft. mountain. He has the longest backward flight in history - two miles, landing in Plaserita Canyon. Don't worry George, he is going to attempt an official record this spring and has ordered a special barograph that runs backwards. KINGSVILLE, TEXAS - On December 13, 1980 Richard (Red) Wylde and Donnell Hewett, each using separate hang gliders rigged according to the "Skyting" technique, made three

simultaneous flights while being towed behind the same vehicle. The first flight was terminated at about 200 feet when one of the weak lines broke but the other two flights reached a maximum altitude of about 500 feet AGL and lasted a little over three minutes each. Takeoffs and landings were made on the 2,500-foot runway in an 8 mph, 45 ° crosswind. OREGON - At the Rush Mountain flying site on July 30, 1980 Craig Cox, age 17, flying a Seagull Seahawk 170, set a new altitude gain record of 6,500 feet AGL. Takeoff was at 4100' MSL. Later he set an endurance record at the same site with a 5.5-hour flight. Craig also takes his small dog "Wingover" for rides. Craig has logged 120 hours of airtime in his first year of flying. His landing area is in his own front yard one mile from takeoff. MOAB, UT AH - During the second week of August 1980 David Everson made a 40-mile flight from Dead Horse Point. Thermalling to 9,000 feet above takeoff he headed for the city of Moab. With 9,500 feet remaining he flew over the Arches National Park following a cloud street. His flight was only 2 hours 45 minutes in duration and that included some ridge soaring time. 25

PAI Considering 100 kg Weight Limit for Ultralights

POWER PILOT by Glenn Brinks Ultralight Division for the USHGA Ultralights have been a source of controversy within the USHGA for quite a while. Power flyers wanted more and more attention from the USHGA, while some hang glider pilots objected. They felt that powered ultralights should be separated completely from hang gliders. They feared that ultralights would take over their organization. At the recent meeting of the USHGA board of directors, a solution was found that should satisfy both sides. The ultralight committee was dissolved and an ultralight division was formed in its place. The division will function within the USHGA rather than as a separate organization. This will provide important savings for both groups, and both hang gliders and ultralights will benefit from the greater political power of one large organization rather than two smaller ones. Dick Turner is the chairman of the ultralight division and the other members are Dennis Pagen, Lucky Campbell, Dave Anderson and Steve Ostertag. There are many possible programs and projects for the new division to undertake, but their first priority, as voted by the board of directors, is to continue all of the present USHGA policies and programs such as the rating program. The new division won't have a publication. Instead, Hang Gliding magazine will provide expanded coverage of powered ultralights. This expansion will come from gradually enlarging the magazine as new members are brought in. It is hoped that the expansion will allow more technical articles for both soaring and power flying. Some, dealing with topics such as aerodynamics, airfoil sections, etc. should be of interest to all flyers. Of course, your comments and suggestions are encouraged. 28

The USHGA's CIVL (Commission International du Vol Libre) committee reports that the FAI (the international governing body of sport aviation) is considering the creation of a separate committee for microlights or ultralights, which are currently lumped together with hang gliders. The proposed deifinition of a microlight is an aircraft with a dry weight of no more than 100 kg (220.5 lb) that normally takes off and lands using an undercarriage. The FAA's Notice of Proposed Rulemaking on ultralights reportedly uses a 70 kg (154 lb) weight limit, but this will undoubtedly change if the international definition becomes I 00 kg. The higher limit will also give designers more leeway and should result in some very sophisticated aircraft when it is adopted.

USHCA REPORTS

COMPETITION REPORT by Keith Nichols The Competition Committee of the USHGA met for over six hours during the Board of Directors meeting in Los Angeles in February. What follows are the points of policy recommended to the Board by the Committee that were adopted in their entirety. The regions represented on the Committee were 1, 2, 3, 5, 7, 8, 9, 10, & 12. I) The HGMA, through its representative, Mike Meier, recommended the following points: - That for Class I sanctioned competition, 1977 through 1981 HGMA certification be required (it was felt that the certification program was designed primarily for Class I and was not applicable to Class II). That in sanctioned competition, meet directors be allowed to offer an Experimen-

ta! Class provided Class I was already offered. That a complete explanation of the Experimental Class as set up in 1980 be republished. That primary assurance of certification compliance entail flying a glider on the list of certified gliders, that the pilot flying be of the recommended skill level, and that he fall within the recommended weight range. The only time other measurements would be used would be if a serious question of compliance arised. That all Class I competitors read and sign a waiver, the wording of which is still to be worked out, that essentially states that the pilot is flying a Class I certified glider and that it is in certified configuration and that he accepts the possible disqualification from the contest should this prove not to be true. 2) The possibility of a separate Class II National Championships will be pursued. If this were arranged, the entire quota for each Region would be for Class I. Class II com· petitors would simply have to meet the re· quirements set up by the meet director. 3) The 1981 F.A.I. World Championships will be held this year in Beppu, Japan. The dates are October 1-13. Competitors must be members of their country's NAA affiliate organization (for us, the USHGA), have an F.A.I. sporting license, available from the USHGA for $10.00, and an F.A.I. Delta Bronze badge. The requirements for the F.A.I. Delta Bronze badge are: A distance of not less than 2 km must be flown over a course of not less than .5 km between 2 turn points, followed by a controlled landing within 25 meters of a designated spot. Five flights must be flown, each of not less than 5 minutes duration. This meet will be the most expensive F.A.I. World Championships yet for an American team to attend. The air fare alone may be over $1,500 for each pilot. If anyone has ideas on raising expenses for the U.S. team in the next six months, please contact me. 4) Within the USHGA, there exist three categories for financing competition: The U.S. Team Fund - This accumulates over a period of two years at a time and is used to help cover expenses at the F.A.I. World Championships. It receives monies from donations, $1.00 per pilot in sanctioned competitions, and $1.00 per annual membership if the appropriate box is checked on the membership form. The Meets Account - This receives monies from . the sanctioning of meets and after the insurance premiums are paid, holds the balance. The Competition Fund - At the end of each year, this remaining money in the Meets Account is transferred to the Competition Fund. 5) Three years ago, a resolution was adopted to require helmets used in competition to meet or exceed ASNI Z90. l 1966 speciHANG GLIDING

fications as of January 1, 1981. This rule was primarily intended to eliminate bicycle and hockey helmets and discourage their use. However, this ruling was confirmed at this year's Board meeting. In the next issue, a list of helmets that meet these specifications will be published. 6) To determine which region a pilot must compete in to try to qualify for the Nationals, his USHGA address is normally used. However, if a pilot has worked and/or accomplished the majority of his flying in a region during the 90 day period prior to the meet, he may compete in that Region. There have been reports however of pilots turning this around, using it in reverse. A pilot will live and fly in a region that will give him a maximum amount of flying and competition experience and would then take this experience back with him to his region of USHGA address to compete. Since it is a very limited situation, the committee opted not to attempt a solution that may force more problems on other pilots than it would alleviate. 7) It was stressed that the Regional Directors have the responsibility of seeing that their region has its qualifying meets and that they be run smoothly and according to USHGA rules. If anyone is interested in organizing their Regional, contact the Regional Director and me. 8) The 1981 National Championships will have 64 pilots in Class I; the top three pilots from 1980, the top three pilots in the competition point system, and 58 to be apportioned through the quota system. The regional quotas are as follows: Region 1.. ............ 4 Region 7 ........... .4 Region 2 .............. 9 Region 8 ........... .4 Region 3 .............. 9 Region 9 ............ 6 Region 4 .............. 5 Region 10 ............ 5 Region 5 .............. 3 Regiori 11.. .......... 2 Region 6 .............. 3 Region 12 ........... .4 The factors used to determine the regional quota are USHGA membership distribution and the 1980 participation in the regional qualifying meets, on a 1:2 basis, respectively. 9) To alleviate some of the problems that occurred last year, a more clearly defined procedure will be included with the USHGA sanction package. All the requirements and restrictions will be very clearly listed along with names and phone numbers of those who can answer any questions. 10) The 1981 edition of the USHGA competition rules will be finalized April 1 and will be available from the USHGA offices. Any competitor in a sanctioned competition will receive a copy of these rules free; anyone else who would like a copy may obtain one at a nominal fee from the USHGA Headquarters. 11) The Competition Points System: A new system is being devised with the help of Mike Meier and the Wills Wing computer with inAPRIL 1981

put from everyone on the Competition Committee. It will become final April 1, 1981. It will utilize weight factors of pilot placements, type of competition, number of rounds, number of pilots in the meet, and number of top ranked C.P.S. pilots in the meet, the values of which are now being worked out. When the idea of a competition point system was first worked out, one of the ideas was to offer points only to sanctioned competition. Sanctioning would encourage contests to follow USHGA guidelines with regard to safety and consistency, in addition to being able to obtain inexpensive insurance. Over the years, a few contests have evolved into safe, well-run contests and were able to obtain their own insurance. The withholding of points for lack of a sanction is not only no longer reasonable; it defeats the main purpose of the points system. The C.P.S. is not an award system. It is not used to artificially create a professional/amateur division. It is primarily a tool to assist the USHGA Competition Committee in choosing a top notch team to represent this country in international competition. By not including major contests in the point system, it reduces the addition to sanctioned contests being included in the C.P .S., the Cross Country Classic and Grouse Mountain will also count. How the different factors of the C.P.S. formula are weighted and how they apply to that individual contest will indicate the validity of the contest itself. 12) The final item on the agenda of the Committee was the U.S. National Championships. In this matter, I stepped down as Competition Chairman and entered my application for sanction on behalf of a sponsor. The sponsor is Blue Stratos, a new line of men's toiletries by the makers of Old Spice. Their theme is hang gliding and they wish to associate themselves as much as possible with the sport and with competition. They will be nominally supporting the regional qualifying meets and sponsoring the Nationals. They will also be supporting the USHGA's efforts in competition by coordinating publicity around the various regionals around the country to increase both public awareness and knowledge. After a great deal of discussion and direction, the committee recommended that the Board of Directors sanction the Blue Stratos application for the Nationals and the Board agreed. The Nationals will be held from Slide Mt. between Reno and Carson City, Nevada August I 9-30, I 981. A more complete explanation of the experimental class, the competition points system, the Nationals, and competition in general will follow in succeeding issues. For any information with regard to competition, I can be contacted at: Keith Nochols, c/o D.J. Edelman, Inc., 711 Third Ave., New York, NY 10017 (212) 557-1020. ~

USHGA CERTIFIED SCHOOLS Golden School of Hang Gliding 572 Orchard St. Golden, CO 80401 U.S. Hang Gliders, Inc. 10250 N. I 9th Ave. Phoenix, AZ 85021 Infinity Flight School (The Kite Shop) 898 S. 900 E. Salt Lake City, UT 84102 Freedom Wing, Inc. 9235 s. 225 w. Sandy, UT 84070 Free Flight, Inc. 7848 Convoy Ct. San Diego, CA 921 I 1 Sport Flight 9040-B Comprint Gaithersburg, MD 20760 Elsinore Valley Hang Gliding Center 3 I 38 I Riverside Dr. Lake Elsinore, CA 92330 Kitty Hawk Kites P.O. Box 340 Nags Head, NC 27959 Hang Glider West 20-A Pamaron Ignacio, CA 94947 Wasatch Wings, Inc. 700 E. 12300 S. Draper, UT 84020 Hang Glider Emporium of Santa Barbara 613 N. Milpas Santa Barbara, CA 93103 Hang Gliders of California 2410 Lincoln Blvd. Santa Monica, CA 90405 Rochester Hang Glider, Inc. 2440 Brickyard Rd. Canadaigua, NY 14424 Jerry Noland and Crew 1415 Pacific Mall (P.O. Box 2118 95063) Santa Cruz, CA 95060 Mission Soaring Center 43551 Mission Blvd. Fremont, CA 94538

The vast majority of the population of the United States lives in an area where suitable mountain flying sites are not readily available. As a result, regular foot-launched hang gliding is off limits to most of us. In fact, without a mountain nearby, our choice in hang gliding consists of flying motorized or towing. For those unable to afford a motorized ultralight or who are allergic to the noise they generate, there is one option left: towing. But conventional towing has a reputation of being dangerous - particularly when it comes to lock-outs, land towing, glider modifications, inexperienced ground crews, and inadequate training programs. So what are we, who live on a low budget remote from any known instruction program to do? The answer, although somewhat sobering, is obvious: Develop your own towing method.

those willing to accept the additional risks associated with pioneering a new aspect of aviation. For this reason, the author fully intended to refrain from publicizing the skyting technique until considerably more experience had been gained concerning it and methods of teaching it. But as more and more people became aware of the skyting technique, those curious for more details and those impressed with its potential continued to encourage the author to publish information concerning it. Another factor that influenced the author to prematurely publicize the skyting technique is the fact that as many as 60% of the hang gliding fatalities reported in 1979 might have been avoided if the pilots had been aware of and had been using the skyting technique. For example, skyting may have been able to help

of towing? And, why should it be expected to be safer? Well, to begin with, skyting is a package consisting of four basic elements: (1) a gradual advancement plan - to eliminate that "What am I doing here?" situation, (2) tension limiting devices - to prevent catastrophic failures while under tow, (3) a center-of-mass bridle system - to insure proper trim and flight control while under tow, and (4) a quick release mechanism - to provide a rapid and safe transition from tow flight to free flight. Each of these elements will be discussed in reasonable detail in this series of articles, but it should be mentioned here that skyting consists of the whole package. Eliminating any one of these elements, or substituting one or more of them into an existing conventional towing system may well result in a situation con-

Note: These techniques are purely experimental in nature and are not advocated by the USIIGA or this publication. This series of four articles is about one such method - the SKYTING method. The word SKYTING, itself, is a contraction of the phrase SKY KITING. The method consists of a particular technique of towing a hang glider over land - a technique which has been developed over the last couple of years by the author and some of his associates in the flat lands of South Texas. It differs in several respects from other known towing techniques and shows considerable promise in overcoming many of the dangers and difficulties frequently associated with towing a hang glider over land. In fact, once it has been perfected, skyting may well turn out to be the cheapest, the easiest, the fastest, the most convenient, and the safest way to learn and practice hang gliding.

CAUTION At its current stage of development, skyting may be hazardous to your health. Skyting is so new and the number ofskyters so few that the various limits and dangers associated with it have not been adequately explored. Nor have proper methods of teaching it been perfected. Anyone who attempts to skyte at this time must realize that it is still experimental and should only be practiced by

save lives in the following three catagories: (!) inexperienced pilots flying at sites and in conditions beyond their level of proficiency (assuming they were doing so because there were no available transition sites), (2) advanced pilots testing modified or experimental equipment from advanced sites (assuming they were doing so because there was no readily accessible method of making preliminary flight tests), and (3) pilots flying motorized gliders in the flatlands (assuming they were doing so because they knew of no other way to get into the sky). For these reasons the author has decided to go ahead and prematurely introduce the skyting technique to the hang gliding community through this series of four articles. The first three of these articles are somewhat theoretical in nature dwelling primarily upon the philosophical reasons explaining why skyting utilizes certain techniques. The last article is more practical in nature and discusses how these techniques are being applied in South Texas as of December 1980.

BASIC ELEMENTS OF SKYTING So what is skyting? Specifically what does it consist of? How does it differ from other forms

siderably more dangerous than the original. For example, using the gradual advancement plan and towing over land without the control afforded by the center-of-mass bridle system will in all probability result in a number of broken spars and bones. Similarly, using the bridle system without a proper quick release could place a pilot in considerable danger in the event of an emergency.

THE QUANTUM JUMP PHENOMENON In the science of physics there is a phenomenon known as the "quantum jump" wherein an atomic system possessing a certain amount of energy suddenly changes to an entirely different energy level without ever having existed in the intermediate states. There is a similar phenomenon in hang gliding, wherein a pilot at a certain level of proficiency suddenly finds himself in a situation entirely unlike anything he has experienced before. In physics the quantum jump is good, being responsible for such things as the emission of light and the stability of the atom. In hang gliding the quantum jump is bad, being responsible for such things as injury and death. In fact, approximately 50% of the reported

"Sky ting differs in several respects from other known towing techniques and shows considerable promise in overcoming many of the dangers and difficulties frequently associated with towing a hang glider over land." 1979 hang gliding fatalities are the direct result of pilots failing to follow a procedure of gradually advancing from one level of skill or experience to another. A student moves from the beginner hill to the advanced hill, an experienced pilot tests a new development from the top of a mountain, etc. Now it is common knowledge that altitude is an important safety factor in many aspects of aviation. Everyone knows that altitude gives a pilot the time he needs to make the proper corrections for an unexpected development. But who in his right mind would suggest that the correct method of learning to hang glide is to launch the beginner off a 2,000-ft. cliff in order for him to have plenty of time to learn to fly on the way down? It should be obvious to everyone that on his first flight, a beginner should never exceed a height of 3 ft. above ground level, and that he should master the takeoff and landing at that level before proceeding higher. But when should he proceed, and how much higher should he go?

SKYTING ALTITUDE LEVELS The skyting gradual advancement plan is based upon the premise that a person should never fly more than twice the height he has already thoroughly mastered. To assist the student in gauging his progress, skyting has established a scale of altitude levels, which begin at 1 meter (3 ft.) and double for each level thereafter. Table 1 shows the first ten of these levels. Sky ting

Level

2 3 4 5 6 7 8 9 10

Altitude Feet Meters

2 4 8 16 32 64 128 256 512

3 6 12 25 50 100 200 400 800 1600

Table 1. Skyting Altitude Levels Mathematically a pilot's skyting altitude level L is defined through the equation L = 1 + log2 H where H is the height in meters (above ground level) at which the pilot has repeatedly APRIL 1981

demonstrated his ability to fly consistantly under complete control and feels both confident and comfortable while doing so. In our training program we require every student, regardless of his previous hang gliding experience, to begin at level I and progress successfully upward after mastering each of the previous levels. We also test rebuilt, new and unfamiliar equipment in a similar manner. The rate of progress depends considerably upon the student and the situation. An advanced hang glider pilot may only have to make one flight at each level - actually the skyting technique is so new that so far no advanced pilot has even tried it - while a beginning student may require 10 to 20 flights or more at each level. As we gain more experience in training students we hope to develop a clearer definition of what constitutes "mastery" at each level. Right now we consider five consecutive flights at a given level, each under total control, to be a reasonable indication that a student has mastered that level. If a mistake is made on the fifth flight, he should normally redeem himself by making five more flights at that level. But this is not a hard and fast rule. As long as everyone involved (pilot, instructor, observer, and driver) agrees that the student is ready to move on up, then he may do so. Generally we follow the pilot's own recommendation because he usually knows better than anyone else when he has mastered a given level. We never encourage a pilot to advance faster than his natural tendency, and so far we have not had to hold back a pilot who is in too big a hurry. Everyone so far has recognized the need to thoroughly master each level before progressing to the next.

"Skyting is so new and the number of skyters so few that the various limits and dangers associated with it have not been adequately explored." This does not mean that mistakes have not been made. In developing the skyting technique, we have had a number of accidents which have resulted in bent and broken glider components as well as bruised, cut and scratched bodies. But this is not particularly

surprising, considering the fact that none of us had had any appreciable previous hang gliding experience and that in essence we were rediscovering the techniques and dangers of towing a hang glider over land at the same time we were learning, on our own, how to fly a hang glider. In the process of exploring a large number of potentially promising aspects ofland towing flight, we unintentionally exceeded the limits of safe operations even though safety was our primary concern. We made it a policy to analyze every mishap and attempted to eliminate the causes from our towing procedure. As experience was gained and the skyting technique became better refined, the number of accidents decreased accordingly. This is not to imply that accidents have been entirely eliminated; they still happen. For example, my most serious accident to date occurred only a week ago when I was trying out a new aspect of skyting - the result was two bent downtubes, a broken altimeter, a few bruises and scratches, and some injured pride. As I have said before, skyting is still under development.

PROFICIENCY RA TINGS Notice that there is no direct correlation between a pilot's skyting level and his USHGA proficiency rating. The latter constitutes a demonstration of flying ability to an official observer while the former specifies a certain level of progress to the pilot himself Furthermore, the USHGA system is designed to determine whether or not a pilot is qualified to fly certain sites under certain conditions, while the skyting system is designed to indicate when and by how much a pilot should advance in his stages of learning. Nevertheless, there is an indirect correlation between a pilot's skyting level and his USHGA rating. Again based upon limited experience, it would appear that a level 3 pilot should be able to pass his Beginner (Hang I) requirements, a level 6 pilot should be able to pass his Novice (Hang II) requirements, and a level 9 pilot should be able to pass his Intermediate (Hang III) requirements. By the time a student reaches level 9 he is towing consistently, under complete control, and comfortably to a height of 800 ft., and making flights essentially equivalent to a foot launch off a 1,600 ft. hill. He should have mastered most of the standard flying techniques and maneuvers including stalls, speed control, figure S's, 360° turns, etc. When he

gets to levels 10, 11, and 12, he should be catching thermals and going cross country. By this time the difference between skyting and conventional hang gliding is relatively minor.

LAND TOWING Sometimes I am asked why skyting restricts itself to land towing rather than water towing, especially since the latter is more forgiving of mistakes and probably safer. My answer is that skyting is not restricted to land towing. A person may skyte behind a motorcycle, automobile, van, truck, boat, or anything else that has the power. He may also hand tow or even rope soar (kite) using a line anchored to the ground. Whether he flies over dirt, grass, fences, trees, water, or anything else really makes no difference. Nevertheless, it appears to me that land towing has more advantages than water towing. Water towing has one advantage: the presence of a large, flat, and reasonably soft area in which to crash. Land towing has many advantages: it is cheaper, more convenient, more accessible, suitable for cold weather, less traumatic for non-swimmers, requires fewer alterations of the glider, and provides a firm footing regardless of where one takes off or lands. Land towing is definitely superior in the early stages of skyting when a large number of short flights is required, while water towing may prove to be superior in the

later stages when it is difficult to find a large tract of unobstructed flatland suitable for towing to higher altitudes or for making prolonged flights under tow. By the way, prolonged land towing flights are definitely to be discouraged. One should always climb out at a reasonable rate to the appropriate altitude, level out gradually, and free flight down, making it a point to land into the wind at the center of the "runway." Prolonged flight at low altitude over land can be quite dangerous, and is certainly an indication of poor judgment on the part of the pilot. Sure it's fun, but one learns more, faster, and safer

by towing up and flying down. When flights to your current altitude level become too boring to satisfy your needs, then it is probably time to move on up to a higher level. Converse\ y, if you do not feel confident enough to go higher up, then you certainly have no business playing around at low altitudes. In our next article we will consider the forces involved in towing a hang glider and discuss various methods of limiting these forces. ...,_.

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not "I think we can make it. It looked like some holes the beach." "Oh It looked like solid clouds from the to Hawaii." could pop up ten and check. lots of gas." what if holes? Are we going to fly miles into a headwind in hopes the be there when we are? What's it blowing up there? Fifteen? If we high enough and no hole we can glide back here." think aviators old and grey by around for holes. Let's think of else." "We can down this canyon to the and see if the pass Aromas is clear." "What if not?" back to "Bill and Tom and I've been flying about two may not have enough gas for that." on the way. We can gas if we need it." "M low too. Where'd you come in from?"

so far?"

"This is I'm just glad it doesn't matter where we're going, cause we sure aren't getting there." "Yeah. another thing we can do is stay here till the weather changes." 'like tomorrow." "I've seen worse places to camp. At least the wuffos won't bother us." "Nobody's going to bother us. You can't land anything but a Pterodactyl here." "How 'bout a Jet Ranger? How 'bout a Harrier?" "I mean ultralights. Actually, Steve could land here but he'd be taking a chance, he's got no suspension and there's holes here bigger than his wheels. The rest of the guys couldn't climb through the sink and still penetrate well enough to out of their own way." "Wei I Jack. Maybe you can get a job for Pterodactyl writing ad copy." "Or testing suspension. That landing of yours was a real sweetheart." "Thanks a lot guys. I'm going to take some pictures to go with my ad copy." you really greased it on. Was that the biggest gulley you could find?" "You guys just try and look natural. Pretend you can read the sectional or something." For current information on our products, send $5 to:

U.S. HANG GLIDING ASSOCIATION ACCIDENT REVIEW, 1980 by Doug Hildreth Now that 1980 has drawn to a close, we can look back and see the many advances in glider design, as well as the rapid growth of the power movement. Along with this observation, we also discover new ways to injure ourselves, and continue to practice the old ways. The statistics are somewhat difficult to report, as there are many variables, making it difficult to offer a meaningful, coherent presentation. Regardless, we will do the best we can. It should be re-emphasized that we are not duplicating or replacing the tremendous efforts of R.V. Wills, who will continue his reports and analyses of fatalities. In preparing this report, I have made several arbitrary decisions. Free flying, power, tandem and tow will be analyzed separately. I will confine my analysis and remarks to the United States. The analysis will include the combination of fatal and non-fatal accidents, primarily because it is my opinion that a mistake, error in judgment, structural failure, etc., is precisely the same whether the accident is fatal or not. There were thirty-two deaths of which I have records - 18 free flying, 12 power, I tandem and I tow. I think we are collecting the majority of deaths and I think each year we do a better job in this category, although some reports are distressingly late in arriving. We are well aware that we are receiving only a small fraction of the accident reports, but I feel analysis of what we have is better than no information at all. Obviously, the more data we have from you flyers, the more meaningful our analysis will become. There were eighty-five accident reports involving free flying, with 18 deaths. There appears to be no glider or site preponderance. The results are categorized in Table I. Pre-Flight: Pilots appear to be doing a good job of pre-flighting. We have only one report of an accident resulting from an inadequate pre-flight. Although this is one too many, I am pleased that pilots are looking over their gliders carefully before launching. Failure to Hook In: Only three reports were filed of pilots who failed to hook in, but rumor and word of mouth convinced me there were many more. Two of the three reported accidents resulted in deaths; both pilots held on, tired and fell. One deployed his parachute at terminal velocity with resultant harness failure. Current hang gliding harnesses are not strong enough to withstand the opening shock APRIL 1981

of terminal velocity free fall. Always be sure to hook in and always do a hang check with some other pilot holding the nose of your glider. If you unhook for any reason, make sure to repeat the entire process. Just before the first step of your takeoff run, lift the glider and make certain that the straps become tight when you do so. If you begin your run and find that you are unhooked, 99 times out of I 00 it is best to release the kite and drop immediately. Rarely is this impossible, and it would be necessary to fly straight away from the hill and, as soon as possible, before your strength is sapped, try to climb into the control bar. Practice it beforehand, with the control bar hanging from a garage or tree. With your harness on, this is quite difficult, and many pilots simply cannot do it. If you cannot climb in easily, hold on with one hand or one hand and one leg, deploy your parachute and continue to hold onto the control bar until the chute pulls you away from the glider.

"The stall is the most serious of all pilot errors. It is occurring at every level of exPerience . ... '' Suspension Loop: Only one report of a suspension loop failure reached me. You must have a back-up suspension and the suspension loop should be changed periodically. (Manufacturers opinion of how frequently?) Stall: The stall is the most serious of all pilot errors. It is occurring at every level of experience, not just with beginners and intermediates. There were 17 stalls on launches with the glider turning back into the hill. Some were on gentle slopes, some on windy cliffs, but they kept occurring over and over. After launching, you must immediately gain airspeed. You must fly before you soar and before you turn. You must be flying before you climb into your harness. You must remember the wind gradient. Stall on launch

was most frequent, closely followed by stalls on landing. The landing approach was either too slow or they were turning in their final approach, flying too slowly in the turn and/or gradient. Seven pilots stalled and crashed while scratching for lift in marginal conditions close to the ridge. Of the 37 stalls on launching, scratching and landing, comprising 57% of all accidents where the cause was known, eight of these were fatal. I am surprised there were not more deaths. Fortunately, a number of recent articles have stressed the importance of teaching stalls early in the hang gliding experience. There is a move to include stall recognition and recovery in beginner and novice skill levels. For all pilots of all experience, practicing stalls repeatedly is very important, both in level flight, in shallow and steep turns, such that stall recognition and recovery becomes an unconscious reflex which occurs consistently, regardless of the pilot's conscious desire to go slower, soar higher, etc. There were 14 (22%) accidents reported as a result of aerobatics. Fortunately, there were only five deaths. Aerobatics are challenging and exciting, and there is no doubt they will grow in popularity. The trouble is, most of the current gliders are not made for aerobatics. In addition, pilots are learning aerobatics the way we used to learn hang gliding - by trial and error. There are no learning programs, no instructors and pilots depend upon what they have read and the advice of friends (which may be less than helpful). Several tragedies resulted from aerobatic procedures done too close to the ground. Some resulted in structural failure and most commonly, again, it was a stall at some point near the apex of the maneuver which resulted in loss of control. The performance of aerobatics requires an appropriate glider, appropriate instruction, adequate altitude, a parachute and an extremely cautious philosophy. Unfortunately, very little data is available on parachute deployment. As we all know, they are effective, but in most of our reports, parachutes were not deployed but the reasons are not clear. They may be thrown too late, the pilot may be trying to fly it out, there may be insufficient altitude, the pilot may freeze or simply forget. There were six accidents where weather was a factor. Primarily, this was a result of intermediates flying in winds too strong for their capabilities.

The emotional state of the pilot was a significant factor in at least three accidents. In a number of others, it was highly suspicious. There are those individuals (accidents looking for a place to happen) who are going to be injured regardless of what sport they participate in. Occasionally, pilots are afraid to fly, and an accident is the only way they can gracefully get out of the sport. I have recently addressed the topic of how to approach the potential accident victim, (Glider Ride,~ January, 1981). Not uncommonly, accidents have occurred to those pilots who are on the fringes of hang gliding activities. There was only one tandem death, which barely requires comment. The pilot, flying seated, lashed his female companion into his lap with a rope, launched his standard, and she "froze." The glider crashed and she was killed. Although all you tandem pilots will look at this and feel it does not apply to you, let me re-emphasize the increased risk involved in flying tandem (not to mention the increased responsibility for another human being). I am certain that over the next twelve months we will have a number of tandem accidents as more and more people try it. Rob Kells' article on tandem listed some very stringent prerequisites; there is very good reason for each of them. There were three towing accidents, with one death - an experienced free flyer who was trying people towing for the first time. Unfortunately, his over-enthusiasm to soar and his reliance on his free flight experience resulted in his death.

Power: There were I 7 accidents reported involving power. Twelve of these were deaths. Many of the accidents involved inexperienced pilots with no hang gliding background, perhaps with some light plane experience. Probably prior power aviation experience is not helpful, leading to an over-confidence and an assumption that the engine is more powerful than it actually is, and the reliance on old habits relative to thrust lines and effects of power application and release. The free flying student practices close to the ground many times before he has altitude. Unfortunately, the power pilot is in the air almost immediately, and has little opportunity to learn the characteristics of his craft. Many pilots are flying near stall and power-on stall; resultant power dives, either on the level or in the turn, are very frequent. Stall recognition and correction must be stressed early. There were five structural failures, re-emphasizing the importance of careful assembly as well as frequent "maintenance checks." It appears that, not uncommonly, the thrust lines are improper, and that home modifications change the characteristics of the aircraft. A few had no kill switches. It appears that the use of CB is more important in power because of the pilot's limited airtime until altitude is 38

gained, and the frequently reported comment, "If only I could have told him to speed up." General aviation has the teacher right next to the student. The next-best thing is immediate communication from the instructor on the ground, and is easily accomplished with the use of CB. Pilots are wearing their helmets. Parachutes do not appear to be used to their full potential. Pilots survive when the glider takes the shock of the crash. Stalls remain the most serious of pilot errors. Aerobatics and tandem appear to be the risk areas for the coming year. Prone pilots are injuring their heads, faces, necks and arms. I would like to see further work on protective pilot faring, and the possible use of air bags. We have developed a new accident reporting form which, hopefully, will be a little easier to fill out. We hope to make it more widely available. I cannot emphasize enough the importance attached to each and every accident report which we receive. I am hopeful that through more emphasis, more reports will be arriving. We do want to hear about minor injuries as well as fatalities. Examiners and observers are officially responsible for submitting accident reports, but each and every pilot has an obligation to improve the safety of the sport by submitting accident reports. Please do not assume that "George will send the report in." When you do, we never get a report. I would like to publicly thank all of you one hundred and six pilots who conscientiously turned in accident reports, either on your fellow pilots or, more admirably, upon yourselves. Also, my sincere thanks to Dan Johnson of Whole Afr Magazine for his cooperation in sharing his data with us. This is just the beginning of accident analysis. I think it helps to crystallize our ideas of where accidents are occurring, and the types of mistakes being made. I remain confident that as a result of this data collection and dissemination, each of you, through educating yourselves and your fellow pilots, will be able to make my job easier by diminishing the number of accidents which are occurring.

......

STALLS 17(22%)

On launch (5 deaths) While scratching Landing

7 (11%) 13(20%) 37 (57%) (8 of 37 fatal) 14(22%)

Aerobatics (5 deaths) Failure to hook in New Kite New Site Too Windy

3 ( 5%) 5 ( 8%) 7 (11%) 5( 8%)

INJURIES Free

Minor Arm Leg Head Neck Chest Back Pelvis Multiple Quadriplegic Paraplegic Unknown

Flying

Power

7 21 12 12

I 3

Tow

Tandem

6 8 4 2 4 3 12

I 2 2

POWER Accident Reports Males - 16 Females - I Deaths -

GLIDER Easy Riser ................................................... 8 Fledgling .................................................... 2 Quicksilver ................................................. 2 Alpha .......................................................... I Weed Hopper ............................................. ! Osprey ........................................................ I Mitchell Wing ............................................. I

POWER SYSTEM

FREE FLYING Accident Reports -

Soarmaster .................................................. 3 PSI ............................................................. 3 Moody ........................................................ ! Rotec .......................................................... l Gemini ....................................................... ! Yamaha ...................................................... I McCulloch .................................................. 1 Unknown .................................................... 6

Males - 80 Females - 5 Fatal - 18 (22%)

EXPERIENCE LEVEL Greater than 2 years Less than 2 years Unknown Cause of accident known in 63 cases

18 26 46

STRUCTURAL FAILURE Easy Riser. .................................................. 3 Fledgling .................................................... I Osprey ........................................................ ! HANG GLIDING

ACCIDENT STATISTICS FORM Please complete and forward to USHGA, P.O. Box 66306, Los Angeles, CA 90066 Pilot's Name Pilot's A d d r e s s - - - - - - - - - - - - - - - - - - - - - -

Time _ _ _ _ _ _ _ __ Date of Accident Site of Accident _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ (>l"earest City and State)

Phone - - - - - - - - - - - - - - - - - - - Age _ _ __ Experience of Pilot - - - - - - - - - - - - - - - - - - - Months

Years

USHGA Member? Yes ____ No _ _ __ Hang Rating _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Student _ _ __

No. of Flights

Glider Make

Prone

Model

Supine

Helmet

Tow

Parachute Worn Non-Fatal ________ Hospitalized Overnight? Yes

Injuries: Fatal Head

Power

Free Fly Boots

Power Srstem

Size

Face

Tandem

Attempt to Deploy? _ _ _ _ _ _ _ __ No _ _ _ _ _ _ __

Neck ______ Chest ______ Abdomen ______ Pelvis _ _ _ _ __

Arms _________ Legs _________ Paralyzed: Neck Down _________ Waist Down _ _ _ _ _ _ _ __ Minor Cuts and Bruises _____ O t h e r - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Describe flight, accident and apparent causes: (Include winds and weather, structural failure, emotional state of pilot, drugs or alcohol used, your opinion of cause and suggestion for prevention.) Please include sketch or diagram. Use reverse side as needed.

Condition of Glider - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Reporter's N a m e - - - - - - - - - - - - - - - - - - - - Address Zip _ _ _ __ DateofReport _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

Phone

Mount Buffalo, a 3,000-ft. granite mountain, broods over the beautiful Ovens Valley in North East Victoria, Australia. Its 2,000-ft. gorge attracts rock climbers world wide to make the three-day ascent. The Victorian Alps stretch to the limits of visibility to the west, while the flatlands of the north beckon to the east. Mount Buffalo, the site of the second annual Cross Country Open in Australia: Australia's most famous inland flying site where 60 of her

all there. Steve Moyes, Ian Jarman, the Duncan Brothers, Phil Mathewson, Steve Powter, Bruce Jackson, Col Barry, Bernie Beer and Bob French ... to name a few. Australia's new crop of gliders, the doublesurfaced Phantom by Skytrek and the Moyes Mega Mk. III made their debut in the capable hands of factory pilots. Hang glider operations in Australia are conducted under the watchful eye of the Department Of Transport (DOT). Unfortunately

flew during the contest. With the exception of the first contest day pilots were allowed one turn point to be documented using a camera. Landings had to be verified by signed statements by witnesses. Within the allowable area, then, the maximum possible scoring distance was I 50km (94 miles). At the compulsory flight briefing at the Porepunkah Hotel "thermal bar" Saturday the 27th, meet organizer Steve Ruffels laid down the law with frequent references to Colin

1980-81

AUSTRAllAn CROSS counTRY CHAfflPIOnSHIPS

mt.Buffalo Article and photos by John Reynoldson

best thermal pilots arrived on December 27, 1980 to decide over a week of flying who was Australia's most accomplished cross country flyer, and incidentally, who would carry off the $1,300 prize money. We were disappointed with the number of internationals who turned up. Julio Borges of Brazil and Ron Foss (U.S.A.) will hopefully carry tales of Mt. Buffalo back with them. But there were plenty of home grown pilots to fill the gap. Our own roving internationals were

DOT saw fit to grant us a clearance to fly within 50km (31.5 miles) of Buffalo up to an altitude of 10,000 ft. ASL instead of the 150km we had originally negotiated. Because straying outside these limits can result in legal prosecution, the original intention of setting some new Australian distance records was abandoned and a new task format devised. Very simply, the contest became a cumulative distance event, and a pilot's score was simply the total number of kilometers he

Barry who was safely esconsed at the bar with a cold beer. Steve made a point of stressing the importance of a good takeoff. The launch at Buffalo allows only one glider at a time. It is the least forgiving takeoff in Victoria. This is the reason it is restricted to Hang IV rated pilots only. With a five step run off a sloping rock over a 200m (650-ft.) sheer drop, you have to be one hundred percent sure of a perfect launch.

HANG GLIDING

RIGHT: Thankful pilot gives thanks to wind gods while VHGA Safety Director Dave /-larding (right) and author (left) look on. BELOW: Steve Moyes circles in front of takeoff. BOTTOM LEFT: Launch run. BOTTOM RIGHT: In stronger conditions. The Ovens Valley (with a "V") is in the background.

THE CONTEST Scheduled to begin December 28, the meet actually kicked off on Monday the 29th because conditions on the Sunday didn't get soarable until late in the day. And with the wind blowing down at Buffalo on the 29th, all the competitors were moved to the Buckland Gap, a I 0km, 'iOO-ft. on the northwest edge of our '50km limit.

APRIL 1981

Competitors launching at choice into a 15-20 mph southerly wind found the ridge lift adequate to maintain altitude in between the frequent thermals that lifted amazing gaggles of kites to 3,000 ft. or more above the ridge to drift rapidly downwind with the cumuli. Because there were two tnmpoints allowed on this day, some pilots took advantage of the rules to tum point at both ends of the ridge to

get a minimum of 15km, then thermal up and over the town of Beech worth where gatherings of townspeople on every street corner stood pointing and staring as wave after wave of colorful gliders zoomed overhead. But because of the DOT restriction pilots could not legally go directly downwind far beyond Bccchworth and were forced to 1um crosswind toward Yackandandah. The daily $50 "best flight" prize was taken out by Glenn Woodward of Sydney with a 35km flight. Rob DeGroot and Steve Ruffels both flew superbly to rack up 30km each. After the various retrievals in which the good people of Beechworth were all too eager to assist, the squadron retired to the Porepunkah Hotel for liquid refreshment and subsequent internal altitude gain records. Next morning takeoff at Buffalo looked like an exercise in "How many hang gliders can you assemble in the least possible space?" Pilots were busy swapping takeoff positions (open window on the sign-on-when-you-arc-

ready-and-willing-,to-fly list as lift conditions looked marginal in the light south-easterly blowing around the right of takeoff Wind dummies "Horse" and "Mike" were launched as soon as thermal drift began straightening the streamers. Mike, after just a little 100 much scratching demonstrated the fine art of tree landing only 200m from the bomb-out area affectionately known as "The Burrs" by those pilots unlucky enough to land there wearing woolen socks. "Horse" meanwhile had demonstrated the soarnbility of the hill, so under the noisy administration of Col Barry pilots started moving off takeofi~ catchthe house thermals and filling the sky over Buffalo with a colorfol swarm. Those who "went for it" either found themselves in "The Burrs" (J\RRRGH!), the Porepunkah airfield or out front of Buffalo on the Ovens Ian Hamilton of Byron Bay attempted to fly to Mt. McLeod, but findhimself too low to make it to any civilized landing area demonstrated an accurate spot landing on an rock shelf' in a valley foll of trees. J\ certain EF5 pilot in the same position to stretch a 5km glide to come in only IO ft. above the trees surrounding a small clearing full of beehives. (Oh sink, where is thy sting?) However later, Phil Chat.field and Chris McDonald the SE tailwind and improved thermals, flew 36km to land at the takeoff at Buckland Gap. But not to be outdone, Phil Mathewson and Rick Duncan flew beyond to Becchworth, tumpointed and landed at Everton for 60km flights and a shared daily Although Bernie Beer, Glenn Woodward and Ian Jarman scored good flights in the 20-25 km range, 18 pilots went to The Burrs for 3.5 km and the rest of the scores were in the I 0km range, that most pilots did not get a second thermal. Round three on Wednesday the 31st of December went by wit.h minimum trauma. Wind Dummy Fred made it look easy and all 58 pilots launched with two hours. The sky

resembled a bee swarm, but despite the crowded thermals only pilots with poor hearexperienced any difficulties as they attempted to decide exactly which of the ten varios they could hear was their own. Conditions weren't outrageous, but although only two pilots ended the day picking burrs out of their socks, the majority still missed that elusive second thermal. As always there were notable exceptions. Sam Glenn Woodward and Steve Moyes all flew past Bright in an Easterly direction for 20-25 km. Phil Mathewson (may his kilt rise up and embarrass him to death) went another l O km to Harrictvillc. But the most outstanding performance of the day belonged to Ian Jarman, who returned a 53 km flight to land near Mt. Yorke after turning at Little Bogong. To him also went the day's $50. New Year's Day pilots went for it early. Those who burred-out were able to get second flights in and only five flyers submitted burr scores. The average pilot didn't get his second thermal but the exceptions proved that they were there for the catching. Several pilots went most of the way to Myrtleford. Others flew over to Bright. Rod White landed in Harriet ville, whilst your correspondent turnpointed there, turned upwind and recorded a t19 km distance. Meanwhile, Steve Powtcr of Skytrek Flight Designs had not only flown to Myrtlcforcl but had returned and flown past Bright for a total of' 59 km. Four pilots, Bruce Jackson, Glenn Woodward, Brian Rushton and Steve Moyes crossed the frightening Towonga Gap. J\ll but Moyes landed at the town of Mt. Beauty for 30 km flights. Moyes hung on, scratched hard and headed up the Keiwa Valley. In fact he hung on so well he put in another 65 km to total 95.8 km for the day. From a mediocre total score to date of 51 km, Moyes had taken the lead in one flight! Jubilation was short-lived as pilots returning to Porcpunkah learned that a non-competitor had blutled his way to takeoff late in the day

afrcr all the competitors had launched. (The site was otlicially closed to all but official competitors.) In his haste to escape detection and launch he had either failed to clip in or had done so incorrectly. The state emergency service confirmed that he had died instantly after falling I 00 meters. Although subdued, celebration of Moyes' flight continued, and everyone was speculating whether Ian Jarman or Phil Mathewson could pull one out of the bag to scoop Moyes. But it was not to be. The weather and the of· ficial process of investigating the death made flying impossible on Friday, so most pilots spent their time soaking up tea and cake in the Chalet behind takeoff. T'he public, thanks to the papers, was curious about the accident, but thanks to a fast exercise in public relations, was well informed of the facts of the case. The media were told in no uncertain terms that the pilot in question should not have been at Buffalo and had flown outside any otlicial sanction. J\nd Saturday was blown out as well! On this, the last scheduled day of the comest, Steve Ruffcls called a pilot's meeting for awards presentation at the Porepunkah Hotel. The "safety" prize went to Col Barry for his extraordinary efforts in emulating Benito Mussolini on launch. The prize for the best flight of the meet was presented to Steve Moyes, and no sooner was he presented with that $100 than he was again called to collect the $500 check for winning

LEFT: Steve Moyes launches his new Mega (Ill) Meteor). RIGHT: Going prone.

HANG GLIDING

Free Flight Jaguar dives off in light air.

Pilot sits waiting for the wind as other gliders queue behind him.

the meet. His comment, "I'm glad the best pilot won" was greeted by the interjection "We've heard him say that before!" Ian Jarman and Phil Mathewson nursed their $100 checks for second and third place respectively, while the Porepunkah Hotel perpetual shield was presented to Moyes. He also received the Paul Van Hof memorial trophy. A bcautifully·made certificate and a sock foll of grass stickers was awarded to "That Pilot who has Consciellliously and Unselfishly Devoted himself to Keeping the Skies Above

WHAT IS A TRll<E? A trike is a self-contained motorized landing gear that attaches to the keel of the glider. The primary advant11rie

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

Takeoff As Clear and Empty As Possible!" Yes, the first mmual Burrs Award was won by Victorian Peter Greenhill.

NEXT YEAR With only 30 places open to application the competition for them will be fierce. If you are interested in the best flying Australia has to of: fer, write Mt. Buffalo X-C Open, P.O. Box A()(), Prahran, Victoria, Australia 318 l for information, enclosing your flying history. Sec you next year. . . -

FINAL PLACINGS Place

1. 2. 3. 4.

6. 7. 8. 9. 10.

Pilot

Tomi Distance

Moyes 146.5 Steve Jan Jarman 129.1 Phil Mathewson 128.5 Glenn Woodward 117 Rick Duncan II, Steve Powtcr 109 John Reynoldson 85 Brian Rushton 81 Stevie Stan well 80.5 Rod White 7?.

Glider

Moyes Mega ITT Moyes Mega III Moyes Mega II Moyes Mega IT Moyes Mega III Skytrek Bandit EF'5 Rigid Wing Skyland Orion Moyes Mega ll Moyes Mega II

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-T6,

IP I

IRI

minutes. Since the cage moves about the control bar as a pilot would in a standard hang glidflr harness, a rioid seating arrangement allows the pilot to buckle-in securely.

FEATUf!ES OF THE TRIKE: "

Folds down for easy transport Easy hook·up to hang glider 'I bolt Sot up to yllder takes only 3 minutes Steerable nose wheel

INC.

* Largo 16" whools on roar axlo Standard single Chrysler with 2 carburetors Standard 1.2 gallon w1s tnnk Optionul additional gas tank (1.2 gal.) Optional twin Chrysler engines @

Web soat with safety belts

APl~IL 1981

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

-:::x--~- ,.

CLASSI-FIE.b ADVERTISIN(r

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. OLY,\,\PUS 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. SP.YDER 180 - Wt. range 156-192. Spectrum sail. Can ship anywhere in rugged container. $595. Others available - call! (801) 572-1537 evenings.

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), reused Nyloc nuts} loose thimbles> frayed or rusted cables> tangs with non-circular holes, and on Rogallos, sails badly tom 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.

SUPER LANCER SL 200 - Flown twice since bought. Light blue, dark blue split panels. Brand new, must sell, $1100. SEAGULL SEAHAWK 180 - 1979, light blue, dark blue, white. Excellent trainer, $700. Call (714) 766-4297 after 6:00, (714) 357-1124 work. U.S. LANCER 190 - Superb condition, white & green, excellent handlinglthermaling glider; asking $800. Rick Jesuroga, (303) 497-6895.

Rigid Wings FLEDGE IIB - Extra twist grips on down tubes, spare control bar, never powered, good condition. $1,100. (702) 329-2683, before 4:00 PM.

Rogallos

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Send me the following books. Enclose cash. check or

HANG GLIDER OXYGEN SYSTEM Here is the proven best system available for hang gliding. II consists of: a. A 7 cu. fl. cylinder (45 min.-2 hrs. depending on altitude) b. An attached, lested and certified constant flow ex· military regulator where the gauge simultaneously shows both tank pressure and flow rate vs. allitude. c. A regulator low pressure oullel tubing adapter lilting. d. 3 ft. clear PVC tubing lor insertion into moulh for simple easy delivery melhod. The above complete 7 pound syslem for only $175.00. For oplional Scoll constant flow mask add $ 25 ·00 · 2550 Pleasants Valley Rd. Send check or money order lo: Vacaville CA 95688 (707)446-0152

money order in US funds only. Sorry no CODs.

Total amount for books Less discount (5% or 10%)

Please add postage and handling

1.95

PA residents add 6% sales tax

TOTAL ENCLOSED FOR ORDER Name _ _ __ Address _ _ _ __

~~~~~:::GAL~~==~~~~~::;cA~~J~~~A:~~4:::~) : :~~::, 12300 DIRIGIBLES, BLIMPS & HOT AIR BALLOONS (352p/23411) . S 9.951 10130 THE BALLOON BOOK-HOT AIR BALLOONS (226p/110II) . $ a.951 101n PARACHUTING-THE SKYDIVERS HANDBOOK (179p/350il) S 7.951 2281 COMP. GUIDE TO AVIATION PHOTOGRAPHY (24Qe/20011) . $ 6.95 1 1 • :\ 1 l22S6 ENCYCLOPEDIA OF HOMEBUILT AIRCRAFT (576p/31Sl1) .. $13.951 f17S OF MEN AND MUSTANGS (142p/32411) Color ............. $24.95 1 1 0 ~tp~~:=~~~~'.,~~~~;;~~~T 6LE:s\~~·g;~;:;:i1~ :~;:::.

HARRIER 177 - 50 hrs. airtime, yet in excellent flying condition! White sail with orange double surface. $1350. Contact Hang Gliders of California (213) 399-5315.

LAZOR 155, ALPHA 185 - Both excellent condition, extras, sacrifice, $500 each. (805) 522-6616.

0166 DUCTED FANS (89p/451J) 10167 SIMPLIFIED PROPELLER DESIGN/CONST (59p/20il)

COMET 167 - Excellent condition! White sail with orange double surface and red keel pocket. S1450. Contact Hang Gliders of California (213) 399-5315.

LAZOR 190 - Excellent condition, spare leading edge. Black leading edge, from center: pacific blue, cherry red, black tips. $950. SEAGULL !OM - 10 hrs. airtime. Perfect condition. $750. Call after 5:00 pm, (702) 853-7828.

......... S 5.951

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1~:: ~~~~~GD~~~F~!':r'.'..~:~~~7!~,;GL'.DE.RS (160p/67UJ.: : ::1

CONDOR 194 - Wt. range 145-210. Rainbow sail. Unsurpassed beginner-intermiedate glider. Can ship anywhere in rugged container. $795. Others available-call! UP/UTAH (801) 572-1537 evenings.

EIPPERFORMANCE FLEX! II - 18' excellent condition with UP prone harness, $400. Ask for Kim (213) 378-3318.

10105 SNOWMOBILE ENGINES (3S0p/216ji) . .. . . .. . . .. . 10144 POWERED ULTRALIGHT AIRCRAFT (110p/9011)

12252 SYNTHETIC AIRCRAFT FABRICS (128p/6011) .............. $ 4.951 2205 AIRCRAFT METALWORK HANDBOOK 12 /4411 ...• S 4.95

CAN'T AFFORD A NEW OR USED GLIDER? With only 10% down we \Vill finance the balance or take anything in trade. 10% off of any new glider, pO\ver pack or parachute with this ad! Contact LEADING EDGE AIR FOILS, lc'lC. (303) 632-4959.

CONDOR 178 - Beautiful rainbow sail, 33 hrs. ·,1inime, excellent. $750/best offer (213) 545-0289.

!1}:;1 . . S 9.9sl . S 7.9SI

=~~~T~~~~!~~:;Eo:;~~~~~;;~:~~T~~71~6:~::~)

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.

CONDOR 151, 1980 in new condition. Weight range 106 - 175 lbs. Dark blue leading edge, keel pocket, tips; light blue panel next to tips; yellow main body. Shipping tube included. Make an offer. (203) 938-9546.

S 4.951

~;:~~L~~~~tr':;~~':i-:Noiss:~:!;;;f!:'111_.:::.

1:~

·~~: : ::::, 12310 RUTAN HOMEBUILT AIRCRAFT (2aap/150il) .. . ...... $ a.951 10169 HELICOPTER DESIGN AND DATA MANUAL (120p/6011) .... $ 7.951

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. U pslopc safety prone harness, $50.

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.

0200 ULTRALIGHT PILOT FLIGHT MANUAL & LOG (100p/50il)

City, State, Zip . -· _ __ _ _ _ _ Fourteen Day Money Back Guarantee

*****

***** .,t

HANG GLIDING

Altitude is • precious. Keep track of yours. Stop guessing your altitude. The Altimaster II will tell you at a glance, accurately and reliably. Knowing your altitude helps you make the right decisions; it makes your flying safer and more fun. Those are the real reasons to take an Altimaster 11 along with you.

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

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

• Easy to read. Reads to 12,000 feet; needle sweeps second time around for higher altitudes. 100-foot increments below 1,000 feet. • Quickly adjusted to launch site elevation. • Compact. Actual size is 3" dia. x 1114 " thick. • Resistant to dust and moisture.

••••••••••••••••••••••••••••••••••M• Please send me an Altimaster II. D Enclosed is my check or money order for $89.95. D Please charge my D Visa D Mastercard Acct.H _ _ _ _ _ _ __ Masler Card Exp. Date _ _ _ Interbank H_ __ Signalure _ _ _ _ _ _ __

Name Address City

State _ _ Zip---+---

Sa tis tact Ion Guaranteed. Returri the Altimaster within two weeks of receipt for a complete refund .

•...•.•.........•......••...••...••.•

(j¥j}{i) ______s_s_E_IN_c_o_R_P_O_RA __ TE_D______• ~ 5801 Magnolia Avenue• Pennsauken, NJ 08109 • (609) 663-2234

Schools and Dealers ARIZONA DESERT HANG GLIDERS - 4319 \Y/. Larkspur, Glendale, AZ 85304 (602) 942-4450. FREE PILOT'S SUPPLIES AND HANG GLIDER CATALOG. Textbooks, kites and accessories. \Y/eedhopper dealer, write: Pilot's Haven, P.O. Box 39287, Dept. G, Phoenix, AZ 85069. CALIFORNIA ELSINORE VALLEY HANG GLIDING CENTER. Certified, experienced instruction, sales for all major manufacturers and repair facilities. Call (714) 678-2050. FREE FLIGHT OF SAN DIEGO. Expert instruction utilizing modern, safe equipment. (714) 560,0888. HANG FLIGHT SYSTEMS - Certified instruction program, beginning to advanced levels. Featuring \Y/ills \Y/ing and Ultralight Products gliders and accessories. Raven, Comet, Harrier demo flights available to qualified pilots. 1208 E. \Y/alnut Unit K, Santa Ana, CA. (714) 542-7444. HANG GLIDER EMPORIUM OF SANTA BARBARA/SAN BERNARDINO - (formerly Channel Islands Hang Glider Emporium) In business since 1974 representing all brands of gliders) instruments and accessories. Complete lesson program available. Demo Flights on stock gliders available to qualified pilots. Gliders in stock: New: Comet Harrier Raven Used: Harrier Comet Condor (151, 194) Firefly (216) Seahawk (200) Alpha (185) Raven (149, 179, 209, 229)

Fledge lIB (Demo·excellent condition) Mosquito (146, 166) SST (IOOB, Mini) Lazor IO /v\eter Antares ( 19') Motorized: Quicksilver Pterodactyl Easy Riser Contact either shop for more information. Both shops located just minutes from major highways and flying sites. Santa Barbara - 613 N. Milpas, 93103 (805) 965-3733. San Bernardino - 4095 N. Sierra \Y/ay, 92407 (714) 886-6454. HANG GLIDERS OF CALIFORNIA, INC. lJSHGA certified instruction from beginning to expert levels. All brands of gliders, a complete line of instruments & equipment are available! For information or catalog, write or call: Hang Gliders of California, Inc., 2410 Lincoln Blvd., Santa Monica, CA 90405. (213) 399,5315. HANG GLIDERS \Y/EST-DILLON BEACH FLYING SCHOOL. \Y/e sell and service all major brands, parts, accessories. USHGA certified instructors, observers. Free lessons with purchase of a wing. After the sale, it's the SERVICE that counts. Hang Gliders \Y/est, 20-A Pamaron, Ignacio, CA 94947. (415) 883-3494. Hours 10:00 - 5:30. THE PRICE CO. - The Price harness, recognized world over as "the quality" harness. Dealer inquiries invited. Dealer for UP and U.S. Moyes. Specializing in service to the advanced) foreign, out of state and competition pilot. Complete line of hang gliding accessories. Advanced instruction at the 1'E.,, \Xfrite for free catalog and informa· tion. 32970 Lillian Road, Elsinore, California 92330 (714) 678-1984. SOUTHERN CALIFORNIA HANG GLIDING SCHOOLS, since 1974. Largest and most complete hang gliding center in Southern California. Featuring Flight Designs, UP and \Y/ills \Y/ing. All other brands ava_ilable. Large inventory of parts and accessories. Beginner to ad· vanced instruction with USHGA certified instructors. 5219 Sepulveda Blvd., Van Nuys, CA 91411. (213) 789-0836. THE HANG GLIDER SHOP - For the largest in stock inventory. USHGA certified flying instruction and much,

much more! Call (213) 943-1074. 1351 Beach Blvd., La Habra, CA 90631. UL TRASPORT, INC. is the only Southern California school dedicated only to powered ultralights. \Y/e have a flight simulator which allows you to learn basic flight maneuvers before committing to free flight. Call or write

for more free information. Ultra Sport, Inc., P.O. Box 3700, Simi Valley, CA 93063. (805) 581-3395. COLORADO FOUR CORNERS SCHOOL OF HANG GLIDING since 1974. Certified instruction. All major brands, including powered gliders. Repairs & accessories. Box 38, Hesperus, CO 81326. (303) 533-7550. LEADING EDGE AIR FOILS, INC. - \Y/rite for our complete line of gliders, power packs, ultralight equipment and lessons, (powered, towed and free-flight). Enjoy our unbeatable prices and fast service. A MOST CO/v\PLETE SHOP. 331 South 14th St., Colorado Springs, Colorado 80904. CONNECTICUT AIR WISE, INC. - Training programs for beginner to expert pilots by USHGA certified instructor/observer. Dealer for all major product lines, featuring Flight Designs, UP, Moyes. Complete accessory line. 15 Long Ridge Road, West Redding, CT 06896. (203) 938-9546. HAWAII HA\Y/All SCHOOL OF HANG GLIDING - Complete USHGA certified lesson program. Equipment sales, service and rentals available. \Y/rite or call for more info. P.O. Box 460, Kailua, Hawaii 96734. (808) 262-8616. ALOHA! TRADE\Y/INDS HANG GLIDING - Open every good day. USHGA instructors, observers. Rental gliders. Moyes, Wills \Y/ing. Box 543, Kailua, Hawaii 86734. Ph. (808) 396-8557. ILLINOIS FARSTER HARNESS - RR #3, Dixon, IL 61021 (815) 652-4589. Designer and builder of all types of harnesses. \Xl'ritc or call for size sheet and price list. Serving Region 7 since 1976. Dealer for Stratus and Sunbird. New, demo and used gliders in stock.

fusHGACLASs~iDADVERTISIN~ORDERFORMiI I 30 cents per word, $3.00 minimum. I (phone numbers - 2 words, P.O. Box - 1 word)

I I

Photos - $10.00. I Deadline, 20th of the month six weeks before the cover date of the I issue in which you want your ad (i.e. March 20, for the May issue).I Payment for first three months required in advance. Please enter my classified ad as follows:

Number of words: _ _ _ _ _ _ _ @ .30 I Section (please circle)

I I I Emergency Chutes Publications & Organizations I Ultralight Powered Flight Miscellaneous I Begin with 19 issue and run for _ _ _ _ I Rogallos

Schools and Dealers

Rigid Wings

Business Opportunities

consecutive issue(s). : My check ___ money order _ _ is enclosed in the amount 011

I I I I

Address: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ ,

I I I

~~~~~~~~--------------------~ 46

HANG GLIDING

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

T-SHIRT

STAv·· HOME!

SOLD EXCLUSIVELY TO READERS OF HANG GLIDING MAGAZINE MEN'S AND WOMEN'S STYLES. 100% COTTON, MEDIUM WEIGHT, WHITE ONLY. MEN'S SIZES SM, MED, LG and X-LG. WOMEN'S SIZES - SM, MED and LG (FRENCH CUT). TO RECEIVE YOUR 1980 U.S. NATIONAL HANG GLIDING CHAMPIONSHIP T-SHIRT SOUVENIR, FILL IN THE FORM BELOW AND INCLUDE THE APPROPRIATE PAYMENT. Name Address C i t y - - - - - - - - - State _ _ _ Zip _ __ Please send me: (indicate size & quantity)

Men's Sizes

_ _ _ SM _ _ _ MED _ __

LG _ _ _ X-LG

Women's Sizes

MED

I have included: C $ 6.00 for one (1) - Postage & handling included. C $10.00 for any two (2) - Men's, Women's or combination. D $15.00 for any three (3) - Men's, Women's or combination. (For 4 or more deduct $1. 00 from each at $6. 00 each.)

Send check or money order to: USHGA P.O. Box 66306-T, Los Angeles, California 90066 CA residents add 6% safes tax. Allow 3 to 6 weeks delivery. No COD's. All foreign orders mus/ be payable in U.S. funds or by international money order. Orders are mailed via third class unless addWonal postage and instrucrions are included. Weighl-8 oz. each. SUPPLY IS LIMITED AND WILL NOT BE DUPL/CA TED. GET YOURS WHILE THE SUPPLY LASTS.

Southern Exposure Video presents a comprehensive package of USHGA Ultralight instruction, filmed at Kitty Hawk Kites, Nags Head, NC, in December 1980. Upon completion of the instruction material, the student is prepared to take the USHGA examination for powered ultralight instructor certification. The video package is also ideal for inclusion in ground school training in your own program. No longer is it neces· sal)' to travel to clinics far from home, or pay clinic fees to attend professional classes. Another advantage is that many people can benefit from Video instruction at the same time, and the tapes can be used over and over again. And, students and instructors may go at any pace that is convenient and efficient. If someone doesn't understand a particular point, the tape may be replayed instantly. The video tapes are packaged to allow a choice of the complete program or just the individual parts required, as follows: I. Introduction to and review of course. Dennis Pagen, Chair· man of USHGA training and safety committee. 2. Training Techniques. Steve Brown, Director of course development, AOPA. 3. FAA Regulations. William Stanberry, Executive Director, AOPA. 4. Weather for Ultralights. Dennis Pagen 5. USHGA Recommended Syllabus for Ultralight Training. Dennis Pagen. 6. Physiology for Pilots. William Stanberry. 7. Ground Flight Instruction. Lecture on Tape #2, plus flight instruction by students attending course. 2 twa.hour tapes. 8. Basic Ground School Instruction. lncludi1;1g maintenance, vibration, site selection, judging weather conditions, air foils, log books, density altitude, speeds, simulators, thrust lines. engine care, propellors and danger zones, transportation and storage, instruments. 3 two-hour tapes. Package: • 500 (includes all material list· ed above) Individual items 1 thru 6: '75 each, Item 7: '125, Item 8: '250.

Southern Exposure, Inc. "'"

./'

""r"

I IDEO PRODUCTIO,S

P.O. Box 429 Carthage, NC 28327 For more info1mation call (919)947-2728.

MICHIGAN ECO-FLIGHT HANG GLIDERS - Visit our shop in the Frankfort area, hang gliding capital of Michigan. Learn in the safety of the dunes or soar the many coastal bluffs. USHGA certified instruction. Wills Wing, Seagull, Moyes, Bennett, UFM with other brands available. Parts, ac· cessories, repairs, ratings. 826 Mich. Ave., P.O. Box 188, Benzonia, Mich. 49616 (616) 882-5070. SOUTHEAST MICHIGAN HANG GLIDERS - We have what you want! A 400-ft. soaring site, a 50-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 lv\urray, ,'v\t. Clemens, MI 48045. (313) 791-0614. 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 \X'ood. 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 MEXICO BUFFALO SKYRIDERS, INC. - Southwest's hang gliding headquarters. Instruction, sales and service for all types of gliders. Coronado Airport, P.O. Box 4512, Albuquerque, N.M. 87106. (505) 821-6842. NEW YORK EASTERN ULTRALIGHTS - Fly in the cradle of aviation. Certified instruction, \Xlills, Lancer, Atlas, Sensor, Skysports, Electra Flyer Eagle. Sales, service. (607) 569-2442. Route 54, Hammondsport, N.Y. 14840.

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.

FAIR WINDS INTERNATIONAL is the exclusive Ultralite Products dealer in the Northwest. Comet, Condor, Firefly in stock. Some good used gliders also. 1302 Kings Place, Bainbridge Is., \YI A 98110. Call evenings, (206) 842-3971 Lyon McCandless, (206) 842-4970 Ken Godwin.

SCOTT'S MARINE, INC. Towing lessons spring and summer. Motorized lessons, learn to fly towing' Parts, repairs and service for Manta, Moyes, Wills Wing, Seagull, Soarmaster, UFM, Pterodactyl and Odyssey accessories. Scott Lambert, 226 Old Statesville Ave., P.O. Box 339, Huntersville, N.C. 28078. (704) 875-9486. Catalog $2.00.

Business Opportunities

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

ATTENTION: Manufacturers, Dealers, Instructors. Solo Flight Ultralight Airport/Campground invites those interested in being represented at our facilities to call or write Dan Lange, President, Solo Flight, Rt. 2 Box 127B, Lyndon Station, WI 53944 (608) 666-3261.

MID-SOUTH HANG GLIDERS - Mid South's 011/y factory authorized representative for: .i\·\anta, UP, Bennett. Comet, Fledge II - in stock! Phil and Oliver. Shop: (901) 526-0790. 454-l 706 anytime. 382 Washington, Memphis, TN 38105. Dealerships available.

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

TENNESSEE

HELP \YI ANTED - USHGA certified ultralight and hang glider instructors needed at East or West 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.

TEXAS AUSTIN HANG GLIDER CENTER - Foot launch and boat tow instruction. (512) 255-7954. ELECTRA-FLYER DISTRIBUTORS. South MidWestern distributors for: Electra Flyer Corp., UFM Products, Sky Sports, Seagull Aircraft. Now accepting dealership inquiries. Call or write: LONE ST AR HANG GLIDERS, 2200 "C" South Smithbarry Rd., Arlington, TX 76013. Metro. (817) 469-9159.

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.

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

NORTH CAROLINA

WASHINGTON

KITTY HAWK KITES, INC., - P.O. Box 386, Nags Head, N.C. 27959 (919) 441-6247. Learn to fly safely over soft sand dunes through gentle Atlantic breezes a few miles

CAPITOL CITY GLIDERS - New & used glider sales, accessories, service. Owner, instructor Jim Brown. (206) 456-8130, (206) 456-6333, Lacey, \YI A.

Emergency Parachutes 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.

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

$1295 °

HGMA CERTIFIED

SPECIFICATIONS Sail area . . . . . . . . . . . . . . . . . . . 180 ft.2 Glider weight . . . . . . . . . . . . . . . . 64 lbs. Span . . . . . . . . . . . . . . . . . . . . . . . 32' 6" Pilot weight . . . . . . . . . . . . . 150-210 lbs. Nose angle . . . . . . . . . . . . . . . . . . . . 121° Pilot rating . . . . . . . . . . . . . . . . . . Ill/IV PERFORMANCE Specific claims of sink rate and LID 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)

Top speed ..... 47 mph

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

Write or call: MONARCH PRODUCTS, INC. P.O. Box 473 Draper, Utah 84020 (303) 572-2141

Double surface Smooth, extra stiff leading edge Fixed camber airfoil Preformed aluminum/graphite ribs No deflexors Double reflex bridles Floating tips Velcro rib tensioners Howe & Bainbridge sailcloth

1.1 Vs-1.5Vs ... accelerate in 2.2 seconds

FEATURES Shifting 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

HANG GLIDING

'(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

Parts & Accessories FLEX FAIRINGS - Produced and sold by Fly-Right. Same high quality streamlining previously produced by Laminar Systems. Sizes available for all crossbars, kingposts and downtubes. Complete crossbar-kingpost set $51.75. Contact your local hang gliding dealer or write for information. Fly-Right Hang Gliding Accessories, 3024 Belmont Ave., San Bernardino, Calif. 92407.

Publications & Organizations

TEE-SHIRTS with USHGA emblem $5.50 including postage and handling, Californians add 6% tax. Men's sizes S,M,L,Xl.. llLUE/ORANGE. USHGA, P.O. Box 66306, Los Angeles, CA 90066. TORREY PINES 1979. Text by Don lletts. Photos by Bet· tina Gray. Pictorial review of hang gliding at Torrey Pines. 40 pages of photos, maps, flying regulations, and history of the area. Excellent booklet for those who have only heard of Torrey Pines. Booklet can also be purchased at site. $2.50 each (encl. pstg.). USHGA, P.O. Box 66306-HG, Los Angeles, Calif. 90066.

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

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

ALPHA 215 WITH SOARMASTER. Also, Sensor 210D. Trade for good acoustic guitar, trainer, Cincinnati. (513) 251-8649. SOLO FLIGHT - Wisconsin's first ULTRALIGHT AIRPORT/CAMPGROUND, is already expanding. Because oflast summer's heavy rains, and the increasing interest of Ultralight enthusiasts, major improvements are now underway. \Y/e intend to re-open for flying around May 1st. Until then, camping and sales remain open. Solo Flight, Rt. 2, Box 127B, Lyndon Station, WI 53944 (608) 666-3261.

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.

Miscellaneous BUILD YOUR OWN GLIDER PLANFOR/1'1 COLOR SCHEME, all colors in reusable and rearrangable adhesive strips. A must for custom color buyers. See what it looks like first with Delta Wing kit, $5.00. Bill Bennett, Delta Wing Kites & Gliders, Inc., P.O. Box 483, Van Nuys, CA 91408. (213) 787-6600. Bumper Stickers - "HAVE YOU HUGGED YOUR HANG GLIDER TODAY?" White w/blue letters. $1.40 each (includes postage). P.O. Box 66306, Los Angeles, CA 90066.

TYPE: 1977 Seagull 10.5 Meter. WHERE AND WHEN: May 18, 1980, Dog Mt., WA. SAIL PATTERN: Black leading edges, black tips, black keel pocket. All other panels white. DISTINGUISHING FEATURES: Two tubes had been replaced with new black anodized tubing. Bag was not stolen. CONTACT: John Elliott, 6549 24th Ave., N\X', Seattle, \'(I A 98 l l 7 (206) 783-4529.

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, Rlack 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,

CUSTOM EMBROIDERED PATCHES. Made to suit your design. Order as little as one piece. Any size, shapei colors. Hein Specialties, Inc., Dept. E205, 4202 N. Drake, Chicago, IL 60618.

TYPE: 1978 Seagull Sehawk 190. WHERE AND WHEN: Carson Citv, NV. SAIL PATTERN: Keel out; white, It. blue, dk. l;lue, blue leading edge. CONT ACT: High Sierra Hang Gliders, Box 865, Carson City, NV 89701.

,\.1ETAL LICENSE PLATE FRAMES - 'TD 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: l'P 149 Firefly 28. SAIL PATTERN: White sail with yellow, orange, brown tips. WHERE AND WHEN: Potrcro Hill at 18th and Connecticut in San Francisco, Oct. 26, 1980. CONTACT: Christina Walsh, 426 Bartlett#-!, SF, CA 9-ll 10 (415) 285-,1516.

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. OUT-O'SIGHT SAIL-0-MATIC MIDNIGHT FLYER - The hottest new flying toy to come along since the Frisbie! 20/l L.D. 15 10 20" span, 15 minutes to build, hours of flying fun! Complete plans and drawings S2.00 S.A.S.E., A.C.E. Press, Box 2785 Winston-Salem, NC 27102. PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - SI. Decals, 31/," dia. Inside or outside ap· plication. 25¢ each. Include 15¢ for postage and handling with each order. Box 66306, Los Angeles, CA 90066. SECRETS OF THE KASPER WING REVEALED! Complete patent drawings and full details on the only wing capable of safe and controlled flight at zero airspeed. $7 .00 10 A.C.E. Press, Box 2785, Winston-Salem, NC 27102.

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 11h months preceding the cover date, i.e., Feb. 20 for the April issue. Please make checks pa1,able to USHGA: Classified Advertising Dept., H1\NG GLIDING MAGAZINE, !lox 66306, Los Angeles, CA 90066.

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

Ultralight Powered Flight

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.

WANTED: Grn1111d Skimmer magazines Numbers l-18 any or all. Call Walt collect evenings, (415) 994-5849.

TYPE: Orange Cloudbase harness # l l 8 with orange Odvssev chute. White bell helmet and instamatic camera. CONTACT: Gar,· Maddox, 2714 Murtresboro Rd. #118, Antioch, TN 37013. (615) 367-2441. TYPE: SST 1008. WHERE AND WHEN: Sloan, Ne,·ada, l 5 miles south of Las Vegas. SAIL PATTERN: Dk. blue keel, It. blue, vellow, white tips. Yellow bag. CONTACT: i\lark A. Sevilla, 1900 E. Tropicana #42, Las \'egas, Nevada 89 l 09. (702) 798- 782 l. TYPE: Atlas. WHERE AND WHEN: Julv 15, 1980. Rutland, Vermont. SAIL PATTERN: White sail, blue tips. CONTACT: J.J, Lamarche, Box 6H, Proctor, \'t 05765. (802) -!38-5789. TYPE: Ra1'en. WHERE AND WHEN: Cantamar, ,\lexico. SAIL PATTERN: Center out: dk. blue, red, orange, ;·ellow, white. CONTACT: Rod Newton, Box 3009, Chula Vista, CA 92001.

TYPE: Seagull 10.5 i\.letcr. SAIL PATTERN: Center out; light hrown 1 drirk brown, black 1 white, white leading edges. DISTINGUISHING FEATURES: l/8" side flying wires, yellow fairings. WHERE AND WHEN: April 26, 1980, Phoenix, AZ. CONTACT: U.S. Hang Gliders, 10250 N. 19th Ave., Phoenix, AZ 85021, 944-1655. $250 reward. TYPE: Electra Flyer Spirit 200 #S002414. WHERE AND WHEN: Near P;n Ark Lodge, Leadville, CO., ,\lay 24, 1980. SAIL PATTERN: Dark blue and white. CONTACT: Steve Johnson, P.O. Box 1818, Leadville, CO 80461. SI 00 Reward. ~~~~--~~~~~~~~~~

TYPE: Condor 178. Chassis No. UPC-178046. WHERE AND WHEN: Lost on Pan Am Oct. 15. SAIL PATTERN: Brown, gold, white, red. DISTINGUISHING FEATURES: Gold and white delta on nose. CONTACT: J,R. Ulloa, P.O. Box 01-354, San Salvador, El Salvador, C1\. TYPE: 230 Nova. WHERE AND WHEN: Mav I l, 1980 near San Bernardino, CA. 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: Randi· Novak (714) 885-5923. TYPE: 1979 Sunbird Nova 230 #143. WHERE AND WHEN: March 11, 1980 Solimar Beach, near Ventura, Ci\. SAIL PATTERN: Center out: purple, dk. blue, It. blue, white, red, purple leading edge. DISTINGUISHING FEATURES: Brown bag, red Oag. Center panel with glider colors, zipper. Patch on left LE. near nose plate. CONTACT: Chuck McLaughlin, 831 Ann Arbor, \'en· tura, CA 93003 (805) 647-4M7. 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 the hang gliding community, HAXG GLIDING Magazine publishes free information on stolen gliders. If your glider is missing, send us a complete description along with ;-our address and phone number to: l'SHGA, Box 66 306, Los Angeles, CA 90066. New listings appear at the top of the column in bold.

HANG GLIDING

Please Send More Info on the:

MK Ill RAP ID DEPLOYMENT B.U.S.

Street - - - - - - - - - - - - - - - - - - City - - - - - - - - - - - - - - - -- --

State-Zip

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

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

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

*** NEW ***

THE FUTURE IS NOW ...

THE ONLY COMPLETE MANUAL ON THE SPORT OF

POWERED

ULTRALIGHTS OVER 90 PHOTOS AND ILLUSTRATIONS

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

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• HANG GLIDING FOR ADVANCED PILOTS - $6.95 + 60¢ POSTAGE

... GOLDWING INFO PAC $6.00 I COMPLETE KIT

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

$3895.00

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

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

DEALER INQUIRIES INVITED

..-~~~~~~~~--..w""4ii:

Newr heard of a guarantee on a new hang glider! NCN, you have. Leave it to Kitty HaVvl~ Kites to be the first to tal~e the insecurity out of buying a new hang 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~ rate and broad speed range I'm expecting? Are launch and landing characteristics docile or unnerving?" Worries lil~e these can mal~e buying a new hang glider a nightmare. [3ut not any more. R.ead the text of our new JO-day guarantee. If you buy a new hang glider from us you have JO days to decide that the glider will do everything we say it will, or you can exchange the glider for another model. We can 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 can stal~e our reputations on.

._ ______\,v, {:'r~Jl~2"~"''*"

For more information and brochure write:

P.O. OOX J40HG NAGS HEAD. N.C. 27959 (919) 441-6247 or 441-7575

POWER YOUR WING!! With a DELTA WING

'TRIKE' * STRONG 3S0 + FT/MIN CLIMB SINGLE SOLO * OR TWIN CHRYSLER ENGINES * STEERABLE NOSEWHEEL

POSITIVE CONTROL AUTHORITY

SIMPLE I SAFE PERFORMANCE CARTOP TRANSPGRT I BOLT INSTALLATION TO ALMOST ANT GLIDER POWER BT SOARMASTER POWER TOUR WING on those downwind· no thermal days! Enjoy a new world ol flying lun with a DELTA WING TRIKE! german industrial engine 1000 hr tile