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

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

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

Features • Lightweight, rugged and reliable Altimaster altimeters have been popular with hang glider pilots and skydivers for over 1O years. • Mounts practically anywhere - on your wrist, your harness or your glider. • Easy to read. Reads to 12,000 feet; needle sweeps second time around for higher altitudes. 100-foot increments below 1,000 feet. • Quickly adjusted to launch site elevation. • Compact. Actual size is 3 11 dia. x 1114 11 thick. • Resistant to dust and moisture .

..........................•.•••.•... Please send me an Alllmaster II. D Enclosed is my check or money order for $89.95. D Please charge my D Visa D Mastercard Acct.#---~-~--

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

EDITOR: Gil Dodgen MANAGING EDITOR: Glenn Brinks ASSIST ANT EDITOR LAYOUT & DESIGN: Janie Dodgen STAFF PHOTOGRAPHERS: Leroy Grannis, Bettina Gray ILLUSTRATORS: Cathy Coleman, Harry Martin OFFICE STAFF: MANAGER: Carol Velderrain Cathy Coleman (Advertising) Amy Provln (Ratings) Janet Meyer (Memberships) Tina Gertsch (Accounting) USHGA OFFICERS: PRESIDENT: David Broyles VICE PRESIDENT: Lucky Campbell SECRETARY: Ewart Phillips TREASURER: BIii Bennett EXECUTIVE COMMITTEE: David Broyles Doug Hildreth Dennis Pagen USHGA REGIONAL DIRECTORS REGION l: Doug Hildreth. REGION 2: Pat Denevan, George Whitehill. REGION 3: Rob Kells, Mike Turchen. REGION 4: Lucky Campbell, Carol Drage. 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 Rikert. 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 (NAA) which is the official U.S. representative of the Federation Aeronautique Internationale (FA!), the world governing body for sport aviation. The NAA, which represents the U.S. at FA\ meetings, has delegated to the USHGA supervision of FAlrelated hang gliding activities such as record attempts and competition sanctions. HANG GLIDING magazine is published for hang gliding sport enthusiasts to create further interest in the sport, by a means of open cummunicotion and ta advance hong gliding methods and safety. Contributions ore welcome. Anyone Is invited to contribute articles, photos, and illustrations concerning hang gliding activities. If the material is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility far the material or opinions of contributors, HANG GLIDING magazine is published monthly by the United States Hang Gliding Association, Inc. whose malling address is P.O. Box 66306, Los Angeles, Calif. 90066 and whose offices are located at 11423 Washington Blvd., Los Angeles, Calif. 90066; telephone (213) 390-3065. Secondclass postage Is paid at Los Angeles. Calif. HANG GLIDING magazine is printed by Sinclair Printing & Litho. Alhambra, Calif. The typesetting is provided by 1st Impression Typesetting Service, Buena Park, Calif. Color separations by Scanner House of Studio City, Calif. The USHGA is a member-controlled educational and scientific organization dedicated to exploring all facets of ultralight flight, Membership is open to anyone interested in this realm of flight. Dues for full membership are $25 per year ($26 tor foreign addresses); subscription rates are $18 for one year, $31 for two years, $44 for three years. An introductory six-month trial is available for $9.00. Changes of address should be sent six weeks in advance, including name, USHGA membership number, previous and new address, and a mailing label from a recent issue.

ISSUE NO. 100

MAY 1981

Hang Clldlng CONTENTS FEATURES

16 22 27

36 38

40 42

GLIDER EVALUATION Monarch II HANG GLIDING'$ TENTH ANNIVERSARY GENERAL METEOROLOGY Part V HANG GLIDING RANGER

Article and photos by Ric Lee

by Gil Dodgen

©by Rick Jesuroga

by Howard Stapleton Photos by Howard Stapleton and Raye Galindo

THE FEMININE POINT OF VIEW HIGH SIERRA HANG GLIDING DOING A HANG CHECK IS NOT ENOUGH USHGA R&D COMMITTEE REPORT THERMALLING

by Elizabeth Barton Article and photos by Gary Wood

Article and photos by George Whitehill

by Dick Heckman by Don Clutter

DEPARTMENTS 4 INDEX TO ADVERTISERS 4 ULTRALIGHT CONVERSATION 7 CARTOON by Harry Martin 11 NEWS AND NEW PRODUCTS 13 POSTER GRAPHIC 15 CALENDAR 21 USHGA CHAPTER NEWS 44 POWER PILOT by Glenn Brinks 45 BOOK REVIEW 45 USHGA REPORTS 47 THE RIGHT STUFF by Erik Fair 49 CLASSIFIED ADVERTISING 55 STOLEN WINGS COVER: The late Bob Wills soars a standard Rogallo at Point Fermin, California in 1974. This month we officially commemorate our sport's tenth anniversary. Photo by Leroy Grannis. CONSUMER ADVISORY: Hang Gliding Magazine and USHGA, Inc., do not endorse or lake 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.

Dear Editor,

,\ILTRALIQMT ·. CONVEKJAT10N ·

On Power And USHGA Dear Editor, It is now obvious that the honorable task which the USHGA took on several years ago, that of sheparding the ultralight powered aircraft craze through its infancy, has been successfully accomplished. The time is overdue for the representative organization of those who practice the art of hang gliding, the USHGA, to regain its focus and return exclusively to the pursuit of its original purpose. Two powerful factors are working to estrange the USHGA from its defined path. The first is economic. The market potential for small powered aircraft is much greater than for hang gliders. Predictably, the hang gliding industry is rushing to fill this need. Caught up in this rush are a great many of those who are responsible for guiding hang gliding through the years to its present astounding level of accomplishment. Now blind with enthusiasm, they tend to pressure the USHGA down a different road. The second factor has to do with the desires that motivate people to fly. Powered ultralight aircraft provide the pilot with unlimited airtime and unlimited mileage. The majority of pilots have no desire for engineless flight. Even hang glider pilots are turning to powered flight in droves. Screaming through the sky, motors snarling scant inches from their heads, they choose their destinations at will and claim they are hang gliding with engines. Blind with enthusiasm, they would take the USHGA with them. It is indeed a sorry day that I must remind the members and officers of the USHGA, and the staff of its publication, Hang Gliding magazine, what hang gliding is. Hang gliding is the simplest form of flight. Our wings are light and maneuverable. Micrometeorology holds great meaning to us. We challenge the wind to games of skill. When we win, our rewards are airtime, distance and tremendous exhilaration. We desire the serenity of the sky. We are a breed apart. Get power out of the USHGA, or get the USHGA out of hang gliding! Richard Masters San Luis Obispo, CA 4

I am really tired of people trying to be considerate about this whole powered thing and I want to come right out and say what real hang glider pilots think of power people. We consider you power people to be a crass collection of scum-suck rat-bags - a conglomerate of weak, lazy, fat, and ignorant leach heads whose only brain functions are uncontrollable muscle spasms. Your type is easy to spot; all you have to do is start one of those noisy, rude and smelly little chain saw motors in a crowd and look for the guy who is salivating uncontrollably as visions of buzzing sporting events and spoiling hang gliding sites pass before his gin-glazed eyes. Well look, damn it, we've had enough. The last three surveys taken of the hang gliding community have all agreed. We don't want you. Get out. Take your nasty, loud and obtrusive machines to Nebraska and crop dust the sugar beets, consider voluntary euthanasia, but get out.

INDEX TO ADVERTISERS Aerial Techniques .............................................................. 49 Bennett Delta Wing Gliders .......................... IFC, 30, BC Benson Aircraft ..................................................................... 51 BJ Aircraft ................................................................................. 11

Crawford ................................................................................ 38 Eco Nautlcs ............................................................................ 51 Flight Designs ...................................................................... IBC Glider Rider ............................................................................ 31 Goldwlng ............................................................................... 1O Hall Brothers ........................................................................... 14 Hang Gliding Press ............................................................. 24 Hurst .......................................................................................... 52 Kitty Hawk Kites .................................................................. 20

Sky Man Sacramento, CA

Leaf ........................................................................................... 53 Lookout Mt............................................................................. 14 Maklki ...................................................................................... 53 Manta Products .................................................................. 54 Odyssey ................................................................................. 50

Dear Editor,

Pagen ....................................................................................... 8

I recently received the notice that my dues for another year's membership were due. I have been a member of the USHGA for a number of years, and it is with regret that I decline to join for another year. I feel that the USHGA is, in its support of powered ultralights, doing the sport a severe disservice, and until such time as the two separate and distinct sports are separated I will not be a member. I will miss the magazine, but feel that this individual protest is worth the cost. I will be looking forward to rejoining the USHGA when and ifit once again becomes an organization of hang glider pilots.

Para Publishing .................................................................... 53 Pterodactyl ........................................................................... 1O Snyder Ent. .............................................................................. 2 Soarmaster .......................................................................... 20 Southern Propellers .......................................................... 10 Spectra Aircraft ................................................................... 41 Sprague Aviation................................................................ 8 Stratus ...................................................................................... 14 Ultralight Library .................................................................. 48 USHGA ............................................................ 1, 14, 25, 26, 56 Whole Air Magazine .......................................................... 25 Wills Wing, Inc ................................................................ 32, 33

David R. Sabey

AD DEADLINES

Dear Editor, I agree completely with Mike Ziaskas' letter "USHGA and Motors" and also the letter in Glider Rider by Richard Cassetta, "Fuelless Self-Launched Flight." If, in fact, the California Corporation Code requires a vote of members to change the goals of our corporation then we must take one to see how many of us want to include the powered flyers.

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

Bob Lafay Tujunga, CA HANG GLIDING

1981 Southern California Cross Country Competition.,. . . $1000.00 a USHGA sanctioned meet 1st Place Class A $1000.00 1st Place Class B Plus over $10,000.00 in contingency prizes offered! 1st, 2nd, and 3rd place in each class receive beautiful stained glass trophies donated by Wills Wing, and will be on display at Southern California Hang Gliding Schools.

and membership in the USHGA is not requirE;id. Glider Requirement: Only foot-launched, non-powered hang gliders are allowed. There is no glider certification requirement for either class. ---~=""'=-... Location: All flights must originate in Southern runs approximately from Santa Maria to Needles. Documentation: At least two take-off and two landing witnesses are required. A camera or barograph is optional. All documentation must be submitted to the Verification Board which is comprised of the Meet Director (Rich Grigsby), George Worthington, Board Chairman (Chris Price) and one representative from each of the So. Cal. hang gliding manufacturers.

STARTS TODAY!

(upon postmarked entry)

Official rules on request

- ---------------------------------------- The Competition is hosted by Southern California Hang Gliding Schools. Monthly results will be published.

1981 SOUTHERN CALIFORNIA CROSS COUNTRY COMPETITION PILOT ENTRY FORM

Pilot name _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Age _ _ _ _ Class entered _ _ _ _ USHGA # _ _ _ _ __ Address _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Tele( _ _ _ _ _ _ _ _ _ __ Have you ever flown in any Owens Valley XC meet? yes/no All entrants receive: Official rules, sectional map, landing forms and a competitor T shirt. T shirt sizes: S, M, L, XL (circle one) Entry Fees: Class A ........ $75, after July 1st ........ $100 Class B ........ $25, after July 1st ......... $50

Make checks payable to: 1981 So. Cal. XC Competition Send check or money order to: 1981 SO. CAL. XC COMPETITION c/o SO. CAL. HANG GLIDING SCHOOLS 5219 SEPULVEDA BLVD. VAN NUYS, CA 91411

Amount enclosed $_ _ _ __

I, the undersigned hereby request permission to enter and participate in the 1981 Southern California Cross Country Competition. I acknowledge that my participation is voluntary and that I know the rtsks and dangers of cross country flying, and that unexpected dangers may arise during the Competition. The decisions regarding when and where to fly and where to land are my own. and I accept all risks of injury to my person or others and/or property that may be sustained during the competition. In consideration of the permission granted to me to participate in the Con-petition, I do hereby, for myself and my heirs. release the officials and sponsors of the Competition, Southern California Hang Gliding Schools. Inc. and the sanctioning body, the United States Hang Gliding Assn. from all claims for injuries sustained by my person and or property during my participation in the Competition due to negligence or any other fault. I HAVE READ AND UNDERSTAND THE FOREGOING REQUEST AND RELEASE.

Signed:

Witness signature: _ _ _ _ _ _ _ _ _ _ _ Dale: _ _ __

March Comments

AIAA Conference Review

Dear Editor,

Dear Editor, Dear Editor, I realize that letters are supposed to be limited to 400 words, and I'll try, but I feel constrained to comment on several items in the March issue of Hang Gliding. First of all let me congratulate you on an exceptionally good issue ... it was a joy to read, cover to cover, and the cover photo itself is beautiful. My first comment is in regard to Mark Kenyon's letter. Hey, take it slow, fella! Amateur and professional pilots can compete in the same competitions, side by side, just as it is done in a number of other competitive sports, including golf, sports car racing, tennis, some forms of competitive skiing, etc. A format can be devised which includes both classes of pilots, if necessary, with money to those who want it (and tell me the name of one competition hang glider pilot who would refuse a purse if he won a 'money meet') and cups to those who don't. Hang gliding meets are certainly not the most exciting spectator sport around these days, but they would be infinitely less exciting without the presence of the thirty or so 'professional' pilots who provide, if nothing else, a touch of class to what otherwise might decline to be the dullest spectator sport since professional bowling. Those 'professional pilots' by the way, are your friends and mine, and damn few of them make enough money to interest the IRS, and most are hard-pressed to get through a season without hardship. Hey, Mark, get off their case ... we have much more important and pressing problems in our sport. Which brings me to Mike Ziaskas' letter. Right on, Mike! Both of our lead publications are becoming saturated with powered ultralight news, articles and pictures. It's high time they got their own publication and their own national organization. Like most bigots I can preface what I say with, "some of my best friends are (whatever)" ... in this case it is lamentably true. All or most of my early idols have become involved with power, including, God help us, Tom Peghiny ... who's next, George Worthington? My position is the reflection of most of my flying companions ... not all, to be sure. But most agree that our noisy cousins should go their own way. With our blessings for happiness, success, and safe flying, I might add. Why isn't the Board of Directors listening to us!! If things go on the way they are we will soon be, like the native Hawaiians, strangers in our own land. Off it! Loved Frank Samples' poem ... far above the norm for that oft-neglected corner of our magazine. Whew ... made it.

On February 22, at the University of California San Diego, George Worthington, Eric Raymond, Tom Price and Steve McCarroll donated their time and expertise by participating in a conference on hang gliding, sponsored by the American Institute of Aeronautics and Astronautics. This group of hang gliding specialists presented an impressive overview of our sport that only they could provide. Special thanks are extended to Rob Kells and Steve Hawkhurst for allowing the program to begin with the film, "The Hawk and John McNeely." Mr. Hugh Morton and Piedmont Airlines are to be equally commended for making the film possible. Following the film, Mr. George Worthington presented a personal and inspirational prepared program of man's dream of flight and the reality which exists today, because of hang gliders. He emphasized the recent improvement and safety of today's hang gliders. And who is going to dispute Mr. Worthington's accomplishments? If Mr. Worthington's "romantic" affair with hang gliders needed any technical credibility, Mr. Tom Price provided it. T~e master designer spoke non-stop, using slides and graphs, illustrating the evolution and data innovators like himself have created and provided others, making hang gliders what they are today and will be tomorrow. Eric Raymond may be the product of Mr. Worthington's experience and Mr. Price's research. However, Mr. Raymond has gone one step further. Displaying his own design and equipment for long distance, cross country flights, Eric mesmerized the audience with brilliant slides of Owen's Valley from 20,000' ASL. (See April centerspread -Ed.) He exposed a new and dynamic perspective of our planet and ourselves. If anyone needed their imagination provoked more, professional photographer Steve McCarroll did that. Mr. McCarroll's own experiences in hang gliders reflects vividly in his work and lifestyle. Mr. McCarroll demonstrated his talent and ability to focus and capture a broad and elevated interspection of flight and life. His slides and musical selections were superb. It is not often one has the opportunity and pleasure to be truly entertained by such a distinct group of flight artists. Thank you again, gentlemen. I'll never forget what you did for hang gliding and the American Institute of Aeronautics and Astronautics.

Burr Smith Region IX

Bill Armstrong San Diego, CA

Military Ultralights

Nerve gas, hollow point bullets, napalm, laser guns, neutron bombs, hang gliders ... hang gliders?!! Hey, wait a minute, Brinks! (Re: Power Pilot, March 81). If you're going to insinuate that what the ultralight movement (not to mention the people of the world) needs is an American Eagle with M-16s mounted on it, why don't you just come out and say it instead of trying to slip it in sideways? In case anyone missed it, the military is now testing four ultralights - the Pterodactyl, Mitchell Wing, Quicksilver and Eagle at the China Lake Naval WEAPONS Center. I realize the world is full of ironic paradoxes. The grandest desire of the very first aviators was to sell their machines to the highest bidder in the military market place. Graphite developed for the nose cones of nuclear warheads permits a man powered aircraft to fly the English Channel. I, for one, see a P-51 Mustang, in civilian colors, at 500 mph on a clear day in Reno as a dazzling creation of man's ingenuity and imagination. The same plane painted olive drab is a tool of death. And maybe the ultralight industry could use an economic boost. The olive drab boys will buy our low-speed tech and return it in the form of what? Every ultralight manufacturer will want to create new jobs, expand the business, send the children to the university. All that is asked is a contribution to the War Machine. I still wonder whether the F.A.A. will be impressed. And I thought we were doing pretty well on our own. Maybe they'll figure out a way to kill with paintings and poems and the arts will flourish. But if hang gliding is our art, may it spawn peace. I'll boycott the gliders being sold for war and make a homebuilt one the color of the sun! Mike Potvin Winona, MN

Weapons designed to kill people are abominations, sickening to any civilized person. But we need them to protect our freedom - our ability to fly freely, to say what we want, to live as individuals. My hands can play an instrument, draw a picture or caress a loved one, but to protect myself or my f amity, I would use them to kill. So too, with hang gliders. An armed hang glider may be a repugnant idea, but if it will help preserve my freedom, so be it. But I don't foresee armed hang gliders. At the speeds we fly, they would just be flying targets. Most likely, ultralights would have a more humanistic mission, probably in search and rescue, helping to save lives. For the price of one search helicopter, you could buy dozens of HANG GLIDING

THE':>E ARE THE HANG "32: "PILOT':!. THeRE AR~ ONL'1' A HAND FULL OF THE":lE l'lLOi~ 1 ANP R\C.HTJ..'l' ;:,O, Fol\ 1'1-IE'r RE'i'l!.ESEm i•lE i=L!TE OF Tl-lE HAN<:r 6-LIDiN& C.OMMVN 11 1{

THE MA~iE\\ R.ATINc:; \Nt>ICAT!.~ iHAi T~f. 'PILOT 1$ 51',IL\.E'I) ANO HA~"TH'E.MA'l'URIW .t,N'C O'Ut>HMV.N"T 10 ACT "PP..Vt>i.!'lil'! 50 A<:, NO"i To e,e: A t\A'Z.At'C io HIMf>E\J OR Tl-It .5iTE

"Tilt~ A'i\t AL':>o C:,oo'P AT fLilNC. FAN'TA~TIC. 1)1~1"ANCc.':>, AND LANt>IN6' OUT \N Tl-IE. M\!>'01.E. oi: NOwJ-lE:ll..c..

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iHf:: MA~TE.P,~ ARE. $0 TAL.E:NTE.t) .. ., f'Loe,K$

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WILL FOLi-OW Tt\EM IN OR'OcR 10 FIND T~[e. BEST J..IFT

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A HANG- "5[ ?IL01 WILL BE IN SP.!.C.E B£Fo1l.E. NA5A ~ SHVTILE. PP,o&f!.A M

ultralights. A 3-axis control ultralight could also be used as an incredibly inexpensive primary flight trainer. Whatever the military decides, even if they don't buy any ultralights, just the fact that the military is testing them could help lead to ultralights being taken seriously in the aviation community and eventually, by the general population. When ultralights are regarded as legitimate aircraft, and not as toys for daredevils, the sport will benefit. And I sincerely hope they are never jlov.m in anything but peace. Glenn Brinks

Brazil Masters Results

Flying over water Flying low over a National Park Flying low over a house Flying low over clouds Flying over a major airport Flying over mountainous areas

While these activities may not all be illegal they all represent poor judgement. I believe that ifUSHGA is going to stay involved in the ultralight movement it must give more than lip service to flying safely and legally. I suggest that Hang Gliding establish a policy regarding the publication of ultralight articles to prevent this problem in the future. If illegal or unsafe activities continue in this sport let's not inform the world in our showcase magazine.

Dear Editor, I would like to inform you of the results of one of Brazil's most prestigious competitions. This February I witnessed the III Masters of Bocaina Tournament. The location (Serra da Bocaina) is the hottest and best known crosscountry site in Brazil. The launch is 3,800 feet above the landing area in the valley below. Landing on top is also very easy with a large grassy launch. This competition was an open window out and return. The object was to fly out to a pylon about 12 kilometers away from takeoff and return to pass over a second pylon on the launch. Pilots had 1 hour to attain the first pylon. The fastest time to round both pylons won. In the finals there were 13 Comets, 3 Megas, 3 Atlases, 1 Lazor and 1 Harrier. Flying these gliders were the best cross-country pilots in Brazil. The results are as follows: I) Haakon Lorenteen 2) Rich Williams 3) Guto 4) Carlos Niemayer 5) Paul Gaiser 6) Paulo Linhares 7) Pepe 8) Arnalso Borges 9) Piui I 0) Paulo Falcao

Comet Mega 190 Comet Comet Atlas Atlas Comet Comet Comet Comet

Brazil U.S.A. Brazil Brazil Brazil Brazil Brazil Brazil Brazil Brazil

Nixon Beltrao Rio de Janeiro, Brazil

Bad Judgement Dear Editor, The March issue of Hang Gliding contained a glaring contradiction. Glenn Brinks' "Power Pilot" contained a column on bad ultralight publicity. Glenn's point was right on target in that rule breaking and bad judgement by ultralight pilots is one ofour worst problems. Then starting on page 24 you have a six-page story with pictures that graphically depict: 8

Gary Evans Waukegan, Illinois

I also would very much enjoy some separate competitions for women pilots. Lynn Miller Glendale, CA

Vote of Approval Dear Editor, Though I don't think I approve of some of the situations he's flown himself into, I found Tom Kardos' piece on Pfledge-touring (March '81 Hang Gliding) very exciting reading. And I almost slobbered on the pictures. Kudos to Hang Gliding for running the feature - and giving such a generous number of pages to it, and color to boot. Please balance my vote of approval against one vote of a nonpower purist. Thanks, and keep up the good work. Jan Steenblik Arlington, VA

New Logo

*** NEW ***

Dear Editor,

THE ONLY COMPLETE MANUAL ON THE SPORT OF

In regards to the letter by Terry Ferrer,

POWERED

"New Logo," in the March 1981 issue, I was impressed with the present logo when I saw it back in 1974, and I'm impressed with the way it has kept up with the present times. It was obviously designed by an insightful individual. Unless the USHGA decides to take a new tack, I think the logo is as appropriate now as it ever was! In regards to the letter, "USHGA and Motors," by Mike Ziaskas, I disagree completely with his third paragraph. I fly because I like to. We have an enormous amount of common ground. There is only one thing that makes motorized flight different: the ability to overcome drag. A.L. Courtines Cotuit, MA

Separate Events

UL TRALlGHTS OVER 90 PHOTOS AND ILLUSTRATIONS

DETAILS ON: CHOOSING THE RIGHT CRAFT-BUYING USED EQUIP·

MENT-FOOT LAUNCHING-WHEEL LAUNCHING-CONTAOLSAIRMANSHIP-AEAODYNAMICS-MICAOMETEOROLOGY-ENGINE CARE AND PLACEMENT-MEDICAL FACTORS AND MUCH MOREONLY $7.95 + SO¢ POSTAGE.

ALSO BY THE AUTHOR:

• FLYING CONDITIONS - $595 + 60< POSTAGE SPORT AVIATION MJCROMETEOAOLOGY

• HANG GLIDING FLYING SKILLS - $5.95 + so, POSTAGE A BASIC TRAINING MANUAL

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

$10.95 + 60: POSTAGE FOR ANY TVi'O

$14.95 + 90C POSTAGE FOR ANY THREE $21.95 + 90C POSTAGE FOR ALL FOUR SEND CHECK OR CASH TO: DENNIS PAGEN, DEPT. H

P.O. BOX 601, STA1E COl.LEGE, PA. 16801

DEALER INQUIRIES INVITED

Dear Editor, I found Mark Kenyon's ideas concerning separate competitive events for amateur pilots to be most intriguing! It really isn't realistic for those of us who hold down a five day-aweek job to be competing against people who get to fly every day. Perhaps we should have some events only for people who work full time. This would also exclude those pilots who not only don't work for a hang gliding manufacturer, but who don't work at all and who have even more time to fly than a hang gliding professional.

HANG GLIDER OXYGEN SYSTEM Here is the proven best system available for hang gliding. It consists of: a. A 7 cu. ft. cylinder (45 min.-2 hrs. depending on allitude) b. An attached, tested and certified constant flow ex· mililary regulator where the gauge simultaneously shows both tank pressure and flow rate vs. altitude. c. A regulator low pressure outlet tubing adapter fitting. d. 3 It. clear PVC tubing for insertion into mouth for simple easy delivery method. The above complete 7 pound SPRAGUE system for only $175.00. Aviation For optional Scott constant flow mask add $25.00. 2550 Pleasants Valley Rd. Send check or money order to: Vacaville CA 95688 (707)446-0152

HANG GLIDING

Hang Gliding Reader Survey Are you satisfied with the US HCA? If you are, great. Tell us what you like about what we're doing. If you're not satisfied, we'd like to know th~t, too. Just fill out the survey form and tell us what you'd like the US HCA to do for you. The US HCA is a service organization. Our whole reason for existence is to help our members in the sport of hang gliding. If there are new programs you'd like to see us start, old one's you'd like to see discontinued, new ideas for the magazine or anything else on your mind, just put it down on the survey form and ship it in to us and we'll do our best to make the USHCA the kind of organization you want.

Age _ _ _ _ _ __ When did you learn to fly a hang glider? _ _ _ _ _ __ How did you learn?

D taught yourself

D instructor

D very good

How good was the instruction?

D good

D USHGA cert. instructor

D poor

D fair

D very poor

Was a USHGA certified instructor available when you learned? _ _ _ _ __ Is there a USHGA certified instructor in your area now? _ _ _ _ _ __ Have you ever had a major accident/incident (other than the usual hard landing) _ _ _ _ _ __ If yes, what h a p p e n e d ? - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - ~

What is your USHGA rating? _ _ _ _ _ __ Are USHGA ratings required for the advanced sites in your area? _ _ _ _ _ __ How many hours of hang gliding time do you have? _ _ _ _ _ __ How many hours do you average per year? _ _ _ _ _ __

How often do you fly? _ _ _ _ _ __

What glider(s) do you f l y ? - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - How much have you invested in your present glider, parachute, instruments, etc. _ _ _ _ _ __ Do you fly in competition?

Do you also fly power? _ _ _ _ _ __

How long does it take to reach the flying sites in your area? (If more than one site, list the ones you fly regularly.) Site 1 _ _ _ _ _ _ _ _ hours (each way) I Site 2 _ _ _ _ _ _ _ _ hours (each way) Site 3 _ _ _ _ _ _ _ _ hours (each way) If you are a USHCA member, please circle the years you have been a member. 1972

'73

'74

'75

'76

'77

'79

'78

'BO

'81

If you are not a member, what services could USHGA provide to induce you to join? If you were a member, but didn't renew, what made you give up your m e m b e r s h i p ? - - - - - - - - - - - - - - - - - - - - What would you like to see more of in Hang Gliding m a g a z i n e ? - - - - - - - - - - - - - - - - - - - - - - - - - - - - D Feature stories D Book reviews

D Flying techniques, weather, etc. D How-to-do-it articles (modifications, etc.)

D Product reviews D Competition

D Design and technical articles D Powered ultralights

What would you like to see less of? _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~

What is your favorite part of the m a g a z i n e ? - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - ~

Mail to US HCA, PO BOX 66306, Los Angeles, Cal. 90066 • (213) 390-3065

11111111!

I INFO PAC $6.00 I COMPLETE KIT $3895.00

BOX 1123-H I AMADOR COUNTY AIRPORT JACKSON, CA 95642 DEALER /NCWIRIES INVITED

BORN: Monte Joe Mills, Olathe, Co., 1946 OCCUPATION: Horseshoer, Country western bandleader RECENT FLIGHT ACCOMPLISHMENT: "I've flown to a couple gigs. You can't beat a Pterodactyl for a grand entrance. I flew to a barndance in Creston, course the rest of the boys had to bring the amps. Another time I went to a dance in Santa Ynez. I just followed 101 and turned left at Cachuma Pass. Susie, my wife, drove the pickup down and I beat her by about ten minutes. Someday I want to 11y to a job wearing a tuxedo under my flight suit Mostly, I just fly around the ranch here in San Luis Obispo, along those mountains and down to the beach." MOST RECENT BOOK READ: Illusions by Richard Bach NEXT CHALLENGE: "Fly back to visit my folks in Olathe and let my mom put a few pounds on me." PREVIOUS FLIGHT EXPERIENCE: "They took me to Viet Nam in a transport plane and a college buddy took me for a ride once. He let me take the wheel for about five minutes." WORDS OF WISDOM: "Don't let crowds and cameras get you doing something foolish. One time I was taking off in formation with a bunch of other 'dactyls. We were coming back from Bakersfield and there was a TV crew and lots of people watching. I had a fouled plug and my engine wouldn't rev up all the way but the cameras were rolling and it felt like enough power, so I took off. It had just enough to get me into a cotton field with a broken axle. If something's wrong, fix it before you fly." QUOTE: "Dancing is social foreplay, the Lucky Horseshoe Band and I try to do our part." HIS AIRCRAFT: Pterodactyl Fledgling For current information on Pterodactyl products, send $5 to: PTERODACTYL, LTD. P.O. BOX 191 H WATSO~NI CA 95076

On the afternoon of March 10, 1981 Bob Thompson flew his Comet 165 from Shaw Butte to Sugarloaf Mountain and then back to Fountain Hills a 35 mile out and 15 mile return. off at the late hour of 4:30 p.m. Bob hooked a I00--200 fr./min. thermal and climbed to 10,600 feet AGL, a of over 10,400 feet from 820-foot high Shaw Butte. Bob immediately headed cast with the prevailing drift, between a low of7,000' ASL to cloudbasc at l 0,200' to 10,600' ASL. Pass· over Fountain Hills at l 0,400' Bob envisioned the likelihood of 80 miles. The of a very rapidly storm over Four Peaks and Mount Ord soon had Bob with a westward ground track while pointed east, with a few snow flakes whizzing past. An about face over Sugarloaf Mountain provided a downwind run. Ground· with that wind and with the bar all the way in (Bob flies supine) was astounding! A large American flag helped facilitate a safe in a restaurant lot with 35 mph north winds. Local patrons were startled when they could not find a motor on the And, once again Bob was late to dinner.

/\II ultralight pilots are invited ( JO hour air .. time minimum) and the general public is welcome. For information and registration material comact: Mike Miller (days) (714) 678-2050 or Steve Grant (evenings) (714) 968-6129 or write: Elsinore Ultralight Fly-In, c/o Steve 9681 Bickley, Huntington Beach, CA 92646.

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Charlotte, N.C.

The story of John gliding Red Tail .Hawk became even more amazing this week when the bird that had been missing for seven months was turned over to McNeely by naturalists at the Charlotte Nature Museum who had nursed the :Hawk back to health after it had been shot along Interstate 85 between Charlotte and Gastonia in late November. When McNeely reclaimed the Hawk on March 10 he was only willing to say he was 90'Yo sure it was "the Hawk," but since that time the bird has responded in several tell-tale ways to make the hang glider pilot absolutely certain that it is the one. Although the left wing is stiff and still recovering from the wounds, Cornwell of the Charlotte Nature Museum and McNeely believe he will folly recover and f1 y The happy ending to one of the most intensive hunts in history for a specific bird is a great relief to the staff at Grandfather Mountain where the bird's hang gliding experiences took place. Literally hundreds of persons inquired at the travel attraction asking: "Did the boy ever find his Hawk?" Now the answer is 'tYes." M,cNeclv and his

This meet will be held at the south .. eastern comer of Lake Elsinore. The meet will feature the "state of the art" in ult:ralight aviation, with foll by most ultralight manufacturers of their latest aircraft and ac .. cessories . .Events will include a pylon air race, spot landing contests, bomb and a pos .. sible cross country flight to a local for breakfast. Fun will be possible throughout the meet. Besides of this sector of sport avrnt10n, spectators will be treated to an ultralight air show top names in the ultralight, hang and communities. facilities will be provided and entertainment is as well. Past meets have been both educational and and this should be even better, to the excellent lake .. side location and the exciting schedule of events.

MAY1981

On June 20 and 21 Dog Mountain will host its Dive-In and harbcque. There will also be a bang gliding and skydiving accuracy contes1 with prizes. There will be two classes: student, Hang II or below (or under 100 jumps) and Hang III or above (more than 100 jumps). For information on the hang gliding meet contact Dave Harrell, 37557 Enterprise Ct., Suite H, Newark, CA 94560 (415) 791- 7363. Skydivers contact Boeing Skydiving Club, Box 3707, Mail Stop 61-69, Seattle, WA 98124. For the ~ barbeque contact Al (Jibson, 22106 Cedar ~ View Drive E., Sumner, WA 98390 (206) -~ 897-8434.

Region 9 will hold a two part qualifier this year. The first part is to be held May 22 through 2'5 at View, PA. The top 24 pilots from that meet will compete July 3 through 6 at another site to qualify 6 or 7 pilots for the Nationals. Contact John Crockett (814) 696 .. 1242 or Les (30 l) 840-9284 for further information. Rating days and an observer/examiner sym .. posium will be held May 16 and 17 at Short West Virginia. Hang H's and III's going for Intermediate and Advanced ratings are en .. couraged to come out and get rated. Observers and examiners are invited to sharpen their skills. Contact Les (Sport Flight) at the above number.

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and photos by Ric This month we take a look at the new kid in town, the Monarch II. The Monarch II is a wide-nosed, def1exorless design featuring a tight, low-twist, one-third double surfaced sail with preformed ribs.

LAUNCH The Monarch is an easy, forgiving glider to launch. It has excellent static balance and posed no problems in any wind conditions.

Fl.YING CHARACTERISTICS SET-UP Unzip the bag and unfold the triangle bar toward the nose. Secure the bar assembly with the comer bolt. Attach the lower wires at the nose and stand the glider on the control bar. Remove the cover and rib bags, as well as the sail ties. Plug the kingpost in and secure it with the Eipper-style tensioner. Spread the wings. Insert the preformed ribs into their pockets and tension with the vclcro flaps. With the crossbar anchor bolt in hand, push the crnssbar box into position and bolt in place. Place the floating tips in place and preflight a five to eight minute job.

The glider is an easy one to fly as well. The handling is very straightforward and predictable. Pitch control is fast and effective, with light pressures. Roll response and pressure are variable with this glider. At low (10°-25°) bank angles, roll response is quick, roll pressure light. At moderate to high angles of bank (30°-60°) roll response is good; roll pressures range from moderate to heavy. This is mainly noticed on the roll-out rather than the roll-in. Overall I rate the handling good, just not as light as a Challenger or Comet. Stalls on the Monarch are very gentle. Approaching one at

slow speed the sail starts to rumble as the flow separates from the trailing edge. ff you keep your arms extended, you can prevent the nose from falling through. A zoom into a stall produces a clean, moderate break with no tendency to fall off on a wing. Spins are possible on the Monarch with the right coaxing. Recovery is rapid once you release the back pressure on the bar. The performance of the glider is right up there. l was flying at the maximum wing loading and was staying very near the top of the pack. No complaints in the LID or speed departments either.

SPEED RANGE The Monarch has a good usable speed envelope. Stall speed was an indicated 17-18 mph with minimum sink occurring at 20 mph. The top speed was a very respectable 48 mph with a decent LID to boot.

APPEARANCE/CONSTRUCTION The finish on the Monarch II is amazing. Here is a glider built by a small company that looks better than some of the big name brands. All spar components are bright dip anodized and flawless. All the cables are coated and have Never Kinks. Hardware on the Monarch is supplied by Sunbird and Wills Wing and is first rate. The airframe is beefy, yet the overall weight is reasonable. In short, the glider is well polished and hard to find fault with.

THE SAIL The sail on the Monarch II is made by Dick Cheney. He's the wizard who makes sails for the Fledge, Comet, Hummer, Humbug, racing yachts and who knows what else. Dick's craftsmanship is superb. The uppc:r and lower surfaces of the Monarch are wrinkle free. At slow to moderate speeds the sail is very clean. At higher speeds tip panels two and three start to vibrate but they don't break up. At top speed the tip and root sections shake a lot but a rnost impressive sail. do not flap 12

Planform and set-up procedure. HANG GLIDING

LANDING CHARACTERISTICS The Monarch lands as easily as the butterfly it's named for. Come in at best glide speed and flair just below minimum sink speed. You'll land right on your feet and you won't drop the wing or nose.

The following poster graphic was inspired by a 1909 French airshow poster. Artist Terry Ferrer has included 18 recognizable powered ultralight silhouettes. See how many you can identify. Key on page 48.

SUMMARY The Monarch II is an exciting new entry in the field. It's well made, fun to fly, certified and costs $1,295.00.

GLIDER EVALUATION SPEC SHEET Glider Make, Model, Size: .............. Monarch Products, Monarch III - 175 ft.2 Price: ........................................... $1,295.00 Frame and Sail Specifications Leading Edge: ........................ 1 7/8" x .058" and 1 3/4" x .049" Keel: ..................................... 1 1/2" x .049" Crossbar: ............................... 1 7/8" x .058" Control Bar: ........................... 1 1/8" x .065" Nose Angle: ......................................... 121 ° Span: .................................................. 32.5" Aspect Ratio: ........................................ 5.87 No. Ribs per Side: ...................................... 7 Sail Area: .......................................... 180 ft.2 Billow: ................................................... 35 ° Recommended Pilot Weight: ...... 150-210 lbs. Net Airtime for Evaluation: ..... 9 hrs. 31 min. Wing Loading: ............................ 1.5 lbs./ft. 2

...

FUl1NGS

CONVERT YOUR DIVER TO A GLIDER

Streamlining of exposed tubing will: • Reduce parasitic drag • Increase LID • Increase speed range

GRANDE.

ANNE.E.

Competition pilots get more out of their ships with fairings - you can too. Durable foam and dacron construction - unlike plastics - is not ruined by rough treatment. All crossbar, kingposts and downtube sizes available. Complete set with crossbar and kingpost is priced at $54.25. Write for information, or contact your local dealer. FLY-RIGHT H/G ACCESSORIES 3024 BELMONT AVENUE SAN BERNARDINO, CA., 92407 MAY1981

C FOR INTERMEDIATE OR ADVANCED PILOTS ror yc>ars our f-light Park on Lookout Mountain has beN1 mog1111r•d the leading soaring sill' in tlw e.istem fly Lookout at no cost. Just bnng thrPC' friends (toi,plhPll'Or· orr<• ,1,t .1tin1PI beginning hang gliding Jpssons, and you'll rr•, "'''"a ml I a $65 valut!. Cal! or writP for rnor<' infonnation,

FOR BEGINNERS ln addition to operating a iull-flc,dgnl flight PMk, WP lPach )pssons d.1ily, yt~ar-rou.nd. o.u ~ 100-a( re ~raining ct•ntN of fprs two supt~rb hills allow1 ng you to \pam. m ~ minimum of tinw U_nder ttw PXfWrf. of our traininp protess1onals you'll arlvancP ~1u1ckly to mountain lf you have tlH' ' des_1re to l_earn we have_ thp plar: to ftt your budget pPrsonal ,,d1pdulP WnlP or call for rnorf' information. Whetlwr you're an advancPd pilot

to earn a free Flying PaG.s, or a beginner st•,:cK01!lgcx1Hm instruction, we have a program for you So your vacation plans this year.

Yes, I'm interested in a FRLI I LYINC l'ASS. Send me the details [] Yc•s, I want to know rnore about your liang glirling lessons. Spnd nie your rR/1 brochure. "AMI

Al)DRIC,'-,

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Rt. 2, Bex 215H

DON'T M[SS THE LATEST ISSUE BY FAILIN(:; TO NOTIFY USHCA OF YOUR CHANGE OF r111,,"'"'''' USHGA #

NAME OLD ADDRESS CITY

STATE

ZIP

STATE

ZIP

NEW ADDRESS CITY LAST ISSUE RECEIVED ALLOW FOUR WEEKS FOR

office that you will pay Please Note: You must notify your class mail or you may miss forwarding postage on your an issue. USHGA, Box 66306, Los Angeles, CA 90066.

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MAY 15-17. 6th East Coast Championships, White Lake, NC. Tow meet, limited entries. Contact: Tommy Faircloth, 8·8 Oakdale Apts., Fayetteville, NC 28303 (919) 424-4302. MAY 16-17. Flight Realities basic and advanced instructor clinic. Contact: John Ryan, 1945 Adams Ave., San Diego, CA (714) 298-1962 or 455-6036. 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 23-25. Round 2 of 1981 Southeaster League (formerly Lookout Mtn. League). The second in a series of 5 meets designed to help Intermediate and Advanced pilots develop competitive skills. Contact: Lookout Mtn. Flight Park, Rte. 2, Box 215H, Rising Fawn, GA 30738 (404) 348-3541. MAY 28-31. Gala international des "Rochers de Naye." Contact: Delta Club Lausanne, Case Postale 108, 1000 Lausanne 6. JUNE 11-14. Elk Mtn., CA Class I and II plus experimental Region 2 qualifier. Entry fee $60 until June 1. USHGA member ship and Intermediate or better rating required. Contact: Bones Strickland, 3931 Primrose, Santa Rosa, CA 95401 (707) 548-7088. 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, Huntington 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. CANADA HGA MAY 9-10. Byron Buchanan Memorial Fly-in, Cochrane, Alberta. MAY 16-18. Vedder Meet, Vancouver, B.C.

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 3-5. Region 7 qualifier at Hagar City, WI. Contact: Northern Sky Pilots, P.O. Box 364, Minneapolis, MN 55440. JULY 6. Parachute riggers convention, USPA Nationals in Muskogee, OK. Contact: Elek Puskas, Para-FLite, 5801 Magnolia Ave., Pennsauken, NJ 08109. JULY 23-26. Grouse Mountain Hang Gliding Contest. Contact: A. Harvey Blackmore, c/o 1368 Burnside Road, West Vancouver, B.C. Canada V7S 2P5. AUGUST 5-9. Cypress Gardens eighth annual World Cup TowLaunch Championships. Practice Aug. 1-4. Contact: Matthew Bablltz, Box 1, Cypress Gardens, FLA 33880. AUGUST 19-30. Blue Stratos/USHGA National Championships at Slide Mountain, Nevada. SEPTEMBER 15-20. Masters of Hang Gliding Championships. Contact Joe Foster, Box 331, Linville, NC 28646. Contact Joe for Region 10 qualifier as well. 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 MAY 2. Quicksilver clinic. MAY 15-17. 9th Annual Gliding Spectacular. MAY 23-24. Hang Ill mountain clinic. JUNE 3-5. USHGA Instructor Certification Program. Contact Randy Cobb. JUNE 13. Tow clinic and fly-in.

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

JUNE 27-28. Hang Ill mountain clinic.

JUNE 20·21. 9th Annual Cochrane Meet, Cochrane, Alta.

JULY 25-26. Hang Ill mountain clinic.

JULY 23-26. Grouse Mountain Invitational Meet, Vancouver, B.C.

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

MAY1981

by Gil Dodgen This May 23 we celebrate not only the birthday of Otto Lilienthal, aviation pioneer and veteran of more than 2,000 hang glider flights before the turn of the century, but the rebirth of our sport as celebrated by the first "Universal Hang Glider Championships" at Corona Del Mar, California on that date in 1971. This month we recognize our tenth anniversary. As I write these comments I am reminded of the day in the spring of 1973 when I sat in the student lounge of the Washington State University Music Department and listened to the local not-so-reliable story teller recount obvious fiction about people who were foot launching small, light-weight gliders from hillsides and flying away. "If it were possible it would have been done long ago," I thought. "After all, we've gone to the moon." I had always been fascinated by things that fly; I had read The First To Fly numerous times and had gone the gamut from toy rockets to RC models. A couple of months later I was referred to the June issue of Argosy magazine in which, to my amazement, I found an article on "hang gliding." In it was listed the address of the Southern California Hang Gliding Association (later to become the United States Hang Gliding Association). I was later to discover that that summer the membership of the association had grown from 1,400 to 2,800 in one month! Like many others in those days I ordered a kit for a standard Rogallo with a white dacron sail, plus a fur-lined harness. Total cost: $400. While waiting for the dacron sail I put a six-mil plastic one in its place and promptly went out to teach myself to fly the four-to-one glider on an eight-to-one slope in no wind. Deciding that the problem was inadequate wind I went out the next day in a 30 mph gale and destroyed my glider. Deciding that wind was bad I opted for steeper hills. As a consequence I developed the best no-wind launches in the Pacific Northwest. Having mastered takeoffs and landings in no wind on 30-foot hills I finally got up the nerve to fly from halfway up a local 1,000-foot butte. The wind was 15 mph that day. I was nervous but I flew - for the first time really. It was 60 seconds I'll never forget. The ground dropped away to 50 then 200 feet. It seemed as though I were in a dream. I was dazed for a week. My experience was typical for pilots of that era. We built our own gliders and taught ourselves to fly. We learned by experimenting about coordinating turns, rotors and the difference between groundspeed and airspeed. No one talked about performance or handling. Who cared? We would make ten or fifteen 1,000-foot sled rides in a single day. We were flying and that was all that mattered. It's fun to reminisce about the adventure and tempting to think that those were the best days of the sport. But the good ol' days really were not what they seem to us now. The early hang glider pilots learned about full-luff dives and downwind stalls by trial and error. No, the best days of our sport are here now. We understand, at least to some degree, what we are doing. We have competent designers and instructors, safer and higher performing gliders and parachutes. I envy those who are just now discovering the miracle of hang gliding. It's still a frontier with a long way to go. ..,. CENTER: Aviation pioneer Otto LIiienthai In a biplane design (late 19th century). INSETS CLOCKWISE FROM UPPER LEFT: Soaring standards at Torrance beach, C111ifornl11 In 1974. Photo by Leroy Grannis. - Jack Lambie flying a remarkable bowsprit bamboo bomber In 1972. Photo by George Uveges. - Otto and a monoplane design. - Bob Thorneburg soaring Waimanalo, Oahu, 1974. Photo by Leroy Grannis.

MAY1981

LEFT: standards at Point Fermin, 1974. Photo Leroy Grannis. BELOW: Bob Wills jumping his motorcycle kite at Escape Country, "1975. Photo by Leroy Grannis. BOTTOM: A Chandelle standard ridge soaring in Colorado, 1973. Photo by Peter Menzel.

CLOCKWISE FROM ABOVE: An early clear plastic Rogallo. Note width of duct tape along left leading edge. A replica of a Montgomery "tandem biplane" hang Photo by Leroy Grannis. An 1883 Montgomery biplane hang glider. Photo courtesy George Uveges. The infamous Portawing. One of the early attempts at modifying the standard which proved catastrophically unstable.

THE TRIKE . POWERED ULTRA LIGHT OR HANG GLIDER? -

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NOW YOU CAN HAVE THE BEST OF BOTH WHAT IS A TRIKE? A trike is a self-contained motorized landing gear that attaches to the keel of the glider. The primary advantage of this arrangement is that the cage is connected just as a pilot would be, allowing the conversion from hang glider to power glider in a matter of minutes. Since the cage moves about the control bar as a pilot would in a standard hang glider harness, a rigid seating arrangement allows the pilot to buckle-in securely.

THE STANDARD PP-106 IS STILL AVAi LAB LE 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 AHE ALUM. 6061-Tfr

DEALERSHIP INQUIRIES WELCOME

FEATURES OF THE TRIKE: • •

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

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Set up to glider takes only 3 minutes Steerable nose wheel

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Large 16" wheels on rear axle Standard single Chrysler with 2 carburetors Standard 1.2 gallon gas tank Optional additional gas tank (1.2 gal.) Optional twin Chrysler engines Web seat with safety belts

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

~r. . Never of on a new hang glider! ~r,"1.

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heard

Q guarantee

Leave it to l<;itty Hawi~ 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 brood speed range I'm expecting? Are launch and landing characteristics docile or unnerving?" Worries lil,e these con mal,e buying a new hang glider a nightmare. Gut not any more. Read the text of our new JO-day guarantee. If you buy a new hong glider from us you hove JO days to decide that the glider will do everything we say it will, or you con exchange the glider for another model. We con offer this new l~ind of guarantee because we l~now wihot our gliders will do and because of the excellence of the brands we carry-gliders we stal~e our reputations on. For more information and brochure write:

P.O. [30X J40HG NAGS HEAD. N.C. 27959 (919) 441-6247 or 441-7575

by Glenn Brinks Free Spirit News Free Spirit H.G. Club, Inc. (#78) P.O. Box 13 Elmira, N.Y. 14902 We may be getting a road up to the SE launch site. Harold Bennett, the land owner, has been notified that the club will cover up to $300.00 of his costs to put a road in. [At the last meeting] it was suggested that a company be formed of representatives from Free Spirit Flight, EAA and any other local aviation clubs to approach the county to acquire land for a flight park. One area that was mentioned was South Mt. in Southport. We would build a strip for the airplanes and motorized ultralights and have the hill for hang gliding. New Site: Bennett Hill has now been soared by several club members. Pilots that have flown the site suggested that it be limited to Hang III pilots in winds of five mph or more. Dansville Site: Registration info is available from Tom Dodge. The fee is $10.00 per year. The local club is paying a hefty lease on the site, and the $10.00 is a bargain. Site rules are also available from Tom. Dansville is a 760-ft. ridge, SW, with a drive-in launch. It is controlled by the Genessee Valley Hang Flyers. We have a new pilot in the area. Ten year old Tommy Cassetta has begun training. His father is teaching him on a 15-ft. standard (the way most of us learned) and he is doing great. He has had several good flights at Draht. Tommy is our first second-generation pilot. Scott Poley learned about radical conditions when he was caught in "cloud suck" for 11h hours at Harris. Scott was 4,400' over the landing field under a cloud street that looked like it could take him to England. The rub is that he wasn't dressed for the altitude and turned blue. Until someone claims otherwise, 4,400' (3,600' gain) will be accepted as the Harris altitude record. The club has been invited to attend the Great Wellsville Balloon Rally, July 17, 18 & 19. Our prez will probably be doing balloon drops again.

The Flocker Newsletter Rocky Mountain H.G. Assn. Inc. (#50) P.O. Box 1775 Boulder, Colo. 80306 Name Change: (from Fellow Feathers of Denver, Inc.) The main reason for the name change is to give us a more professional image, especially when dealing with government MAY1981

agencies and land owners. In the past, any time the name "Fellow Feathers" was mentioned, it drew a snicker! Fellow what??? Therefore, the most suitable name we could think of was Rocky Mountain H.G. Assn., Inc. We felt this name would help give us stature in the community and would enable us to incorporate more than the Denver/ Boulder area into our club - possibly the entire Rocky Mountain Region. The public relations committee will embark on a program designed to bring our activities to the public on a professional level. Future plans include the production of a slide presentation to be given before civic and private organizations within the community. A colorful, narrated presentation will offer the positive aspects of our great sport, including the benefits of public commerce from spectators at hang gliding events. As close ties with the media are established, the public will be continually informed. Rep. Kathleen Sullivan in the State House of Representatives has agreed to sponsor an amendment to include hang gliding and aerolight flying in an existing state law limiting public liability to private land owners. Your letters supporting the addition of the words "hang gliding or aerolight flying" to the definitions in C.R.S. 33-41-102, Privately Owned Recreational Area - Liability, should be addressed: The Honorable Kathleen Sullivan, House of Representatives, State Capitol Building, Denver, Colo. 80203. Founded and unfounded rumors and halftruths within USHGA: Eric Raymond has a new, double surface Fledge with longer root chord and drooping tips with 3-axis control. UP pilots will not be flying Comets. Keith Nichols shaved his beard; Jim Handbury grew one. Pro-Air Series I, eight prototypes now flying; production commitment of 30 has been entered. Quicksilver with 35-45 hp motor climbs with two people to 1,000 ft. in 31/2 min. Mike Quinn no longer heads UP sail loft. Earl Helm heads UP sail loft night shift. Chani UP sails from Utah best, also sails made in England. Trampenau working on glider with 145 degree nose angle.

Ridge Runner Rogue Valley H.G. Assn (#45) P.O. Box 621 Grants Pass, Ore. 97526 Flight director Kyler Diershaw reports having found an access route to Grizzley Mt. It has a SW face and we can expect a lot of ther-

mal activity. There are several landing areas and there's only one thing missing, a launch. Jeff Van Datta reports the Sportsman Park Association has an open calendar for July and August. They are asking for 30% of the gate admission, 10% of the beer and food and $6.00 per person for camping. If that sounds high to you, fear not. That wild man, Jeff Van Datta is arguing our case for us. The plywood ramp at Hidden Valley Ramp obviously meant more to someone else than it did to us, so they decided to take it home with them. It was decided to disassemble the rest of the ramp and use the wood for future projects, namely the Talabox launch. Jeff Van Datta, being the active member that he is, has found a potential new intermediate site. The owner has 80 acres off Highway 99 and he wants to keep his privacy, so it is advised that we take it nice and slow and hope he comes around. Gary Duries of Advanced Air gave a talk on back up chutes. Some excerpts: Heat and sunlight are your parachute's greatest enemies. These two elements break down the Nylon very rapidly. If you were to leave your chute out in such a place that it received three weeks of direct sunlight, it would lose 94% of its strength. If Joe Schmuck accidentally placed his parachute in the oven at 355 degrees, it would only be half as strong when he took it out. Even prolonged exposure to temperatures in the 120-150 degree range can weaken the material. These temperatures can easily be reached inside your car on a summer day. Make sure to keep your chute out of the sunlight and remember that the damaging ultraviolet light can go right through your container, so additional protection is needed. There is a very important part to your back up system that is constantly exposed, the bridle cord. If your chute is getting a few years on it, it might be a good idea to closely examine the bridle on it. Replacing it is cheap insurance. Don't forget your hang loops. (I hope you are using a back up loop.) They should be replaced at least once a year. Also, the rubber bands used to repack the chute need to be replaced at least every six months as they tend to become weakened with age.

Chapter newsletter editors, now that Chapter News has been revived as a feature in Hang Gliding, remember to send us a copy of your newsletter. If you don't send it, we can't print it.

General Meteorology PartV Lifted Index and Soaring Forecasts by Rick Jesuroga As the days grow warmer and warmer, we find ouselves at the beginning of a great new flying season. Considering the latest glider design innovations which have evolved since last year, we may experience one of the most astonishing years of hang gliding ever. The new gliders are not the only thing evolving, however. Through much knowledge and experience, we, as pilots, have also evolved. While learning is a continuous process, experience is a collection of adventure and understanding. Both are needed to ensure a safe and exciting future within the sport. While you gain more and more knowledge of the atmosphere, your flying experience will add substance to your understanding of this new element. Within this section I will conclude the series with a discussion of the Lifted Index and soaring forecasts. Let's begin with a brief explanation of atmospheric stability. Atmospheric stability refers to the potential for vertical displacement of air, either upward or downward. A stable atmosphere is conducive to sinking air while rising currents are suppressed. Clear skies generally result. An unstable atmosphere, however, is conducive to rising currents with compensating downward currents. The vertical motions are active and if sufficient amounts of moisture are available, clouds form. If I were to lift a parcel of air upward into the atmosphere, the temperature of the air surrounding it would determine the stability of that parcel. As the parcel is lifted, it cools at a fixed rate (as long as no condensation has occurred). But the air surrounding the parcel may now be cooler or warmer since the surrounding air is subject to the day-to-day changes in the weather. If the displaced parcel is colder than the surrounding air, it will cease to rise and begin to sink. This is an example of a stable atmosphere. If the displaced parcel is warmer than the surrounding air, however, it will be more

buoyant and continue to rise. This would be an example of instability. We know that temperatures generally decrease with altitude in the troposphere. This decrease in temperature with altitude is called the Environmental Lapse Rate. It changes day to day. But the fixed rate at which dry air changes temperature as it is lifted or lowered is 5.4 °F per 1,000 feet. This is called the "Dry Adiabatic Lapse Rate." Saturated air cools a little more slowly as heat is being released in the condensation process. The rate at which saturated air changes temperature as it is lifted or lowered is between 2 °F to 5 °F per 1,000 feet. This is called the "Moist Adiabatic Lapse Rate." Ifwe check the difference in temperature between 5,000 feet and 10,000 feet, we can compute the Environmental Lapse Rate between these two levels. By comparing it with the Dry and Moist Adiabatic Lapse Rates, we can determine the stability for dry or saturated conditions, respectively. In order to predict the stability or instability of the atmosphere, the National Weather Service uses two measures of stability called the Lifted Index and K Index. The Lifted Index is a chart which illustrates the stability of the atmosphere. It is calculated by lifting a parcel of air near the surface to about 18,000 feet. Here's how it works. We know that as air is lifted, it cools due to expansion. By using the dry or moist adiabatic lapse rate which we discussed earlier, the Lifted Index calculates the expected temperature an air parcel would have if lifted to 18,000 feet. By subtracting the expected temperature from the actual existing temperature at 18,000 feet, we arrive at a figure called the Lifted Index. The equation is rather simple. (TIS,000 feet - Tcalculated) = Lifted Index To help clarify this process, let's look at an example. First, let's suppose we're at an elevation of 4,000 feet. The air is relatively dry, and the

temperature is 60°F. By using the dry adiabatic lapse rate of5 1/z °F per 1,000 feet, we compute the parcel temperature at 18,000 feet to be -17 °F. We find out, however, that the actual existing temperature at 18,000 feet is not what we computed, but is -25 °F instead. By subtracting our calculated temperature from the actual temperature at 18,000 feet, we arrive at a value of -8°F. Table 1 shows the Lifted Index value of -8 to be highly unstable.

TABLE 1

Lifted Index

Atmospheric Stability

20 ............................................... Very Stable 15 ............................................... Very Stable 10 ............................................... Very Stable 5....................................................... Stable 4 ..................................... Marginally Stable 3..................................... Marginally Stable 2 ..................................... Marginally Stable ! ..................................... Marginally Stable O.................................................... Neutral ! ................................. Marginally Unstable 2 ................................. Marginally Unstable 3................................. Marginally Unstable 4 ................................. Marginally Unstable 5 .................................................. Unstable 6 .................................................. Unstable 7 .................................................. Unstable 8 .................................................. Unstable 9 .................................................. Unstable -10 .......................................... Very Unstable

Had the actual existing temperature at 18,000 feet been warmer than our calculated temperature, our subtracted value would have been a positive number. Table 1 shows us that positive Lifted Index values represent a stable atmosphere while negative numbers indicate instability. An unstable atmosphere is generally reHANG GLIDING

quired for hang glider pilots to achieve really high altitude gains. Instability allows thermals to rise off the surface more consistently as well as travel higher in the troposphere. One other Index Chart, called the K Index, is used to determine the probability of thunderstorms. It is calculated in much the same manner as the Lifted Index. The difference is that the K Index takes humidity into account while calculating the stability of the atmosphere. We won't get into detail here, but Table 2 provides an illustration of the K Index values and their corresponding thunderstorm probability. Negative K Index values are usually observed in winter under stable, cold and dry conditions. On the other hand, a high K Index may indicate the presence of high humidity, thereby increasing the possibility ofa thunderstorm. When the Lifted Index and K Index appear on a map, they look much like the one shown in Figure 1. Here we see two Index values plotted one over the other across the map. The upper value is the Lifted Index while the lower value is the K Index. Enclosed within a box for illustration we see a - 2/15 over the Rocky Mountain region. The Lifted Index of - 2 indicates an unstable atmosphere while the K Index of l 5 indicates almost no chance of a thunderstorm. Over the East Coast we see a 1/31 enclosed, also for illustration. The Lifted Index value indicates a marginally stable atmosphere while the K Index indicates a 60-80% chance of a thunderstorm. This is due to the more humid climate in that region. Look over the rest of the map carefully and be certain you understand what the indicated values represent. Now for the big question. Where can we get our hang gliding hands on one of these maps? The National Weather Service produces a Lifted/K Index chart every 12 hours. Your local National Weather Service Office can provide you with this information. Check their phone number in your local telephone directory. If your local flying club is near a National Weather Service Office, perhaps an appointed member could be responsible for obtaining and disseminating soaring information. Table 3 will help simplify your understanding of how to use the Lifted and K Index map. Now let's combine basic concepts to determine soarable conditions. I think it's important that you be continually informed of the 24-hour weather forecast for your general area. As a surface map will usually appear on televised forecasts, it would be beneficial to catch this forecast on at least a daily basis. The more information you have regarding the approaching weather, the better results you'll have in determining flying conditions. As you are made aware of significant weather approaching, you can observe atmospheric MAY1981

changes in the sky. Let's outline some general weather characteristics associated with different weather systems. Then we can see which characteristics are most commonly associated with soarable conditions. We've learned that the weather associated with high pressure systems is quite different from that of low pressure systems. We know that high pressure systems rotate in a clockwise direction. The vertical movement of air within a region of high pressure is a sinking motion. Thermals may still develop along the surface within an area of high pressure due to surface heating. Air sinking within high pressure areas, however, will tend to suppress significant thermal development. While most days that are dominated by high pressure are more than flyable, we can conclude that high

TABLE 2 K · Index

Thunderstorm Probability

15 - 20 21 - 25 26 - 30 31 - 35 36 - 40 Over 40

Less than 20% 20 - 40% 40 - 60% 60 - 80% 80 - 90% 100%

pressure systems are not conducive to super thermal soaring. Low pressure areas are generally more conducive to lifting conditions. We know that low pressure systems rotate in a counter-clockwise manner while the vertical movement of air is generally rising. As air rises and expands, it may cool to its saturation point. This is called the condensation level and is usually the approximate location of cloudbase. If the relative humidity is high, a low pressure

system may bring significant cloudiness along with precipitation. If the relative humidity is low, a low pressure system may pass through a given area bringing only partly cloudy skies and no real significant precipitation. Generally, I find it more useful to pay closer attention to the warm and cold fronts within a low. Warm and cold fronts can change the local weather sharply during a frontal passage. Warm fronts are associated with widespread uniform cloudiness with light, continuous precipitation. A cold front, however, may contain more violent weather. Gusty winds, localized heavy precipitation and, during the summer, thunderstorms (known as "boom booms" around here) may be associated with cold fronts. In previous sections, we learned about the air motion within and around warm and cold fronts. Further, we also learned that clouds can often illustrate the air motion that is taking place above the surface. Clouds of different types represent different weather phenomena. Cirrus clouds are found in the upper regions of the atmosphere and are under the influence of stronger upper level winds. Because of this, cirrus clouds have a thin, wispy or streaky appearance. Cirrus clouds may be an indication of an advancing warm front. Stratus clouds are generally found in the lower to middle troposphere. Stratus may be a general indication of a stable, saturated layer. Stratus clouds can be associated with warm fronts as they are gray and uniform in appearance. Cumulus clouds generally originate in the lower to middle troposphere but may grow to heights within the tropopause. Cumulus clouds indicate instability and the presence of thermals. Cumulus clouds are puffy in appearance with darkening bases as the cloud grows. FIGURE 1

LIFTED INDEX KINDEX

12/-4

. \/30

EJ -5/25

-l

Lifted Index

K Index

23/IO

-3/20

Clouds are one of the most important factors to consider while determining flying conditions. It takes a lot of time and practice of observing all kinds of clouds to determine what they actually mean. Refer back to Part 4 of this series to refresh your understanding of clouds. Now let's go through a list of considerations regarding weather characteristics to determine soarable conditions. I) By observing televised weather forecasts, determine the location of high and low pressure systems in relation to your area. This will help you determine the predominant wind direction, as well as which system may dominate your weather. 2) Note carefully the location of warm and cold fronts within a low pressure system. As a particular front approaches, note the cloud formations in the sky and try to determine the air motion above the surface. If you happen to be the proud owner of a barometer, use the barometric tendencies I've illustrated in Part 4 to give information about a frontal passage. 3) Be sure to check the relative humidity of the air as a front approaches. If the humidity is high, the front may be associated with precipitation. 4) Determine the type of clouds you are ob· serving in the sky and make a generalization about the air motion creating them. 5) The shape of a cumulus cloud will give you an indication of how active the thermal is under it. If the base of the cloud has a concave

appearance (rising in the center) and the sides and top of the cloud are firm and sharp, respectively, the thermal below is highly active and the cloud is still growing. As the thermal ceases, the cloud base will take on a convex shape and the sides and top will lack definition. 6) The Lifted Index will give you the general stability of the atmosphere within the lowest 18,000 feet. If you could gain access to this chart regularly, it would be a great help while trying to determine soarable conditions. 7) Finally, wet ground is not conducive to thermal development. If a cumulonimbus cloud containing localized showers passes over, it may soak the ground in scattered areas.

Sink will almost always occur in these rainsoaked areas. This will conclude our discussion of the Lifted Index and soaring forecasts as well as complete the entire series. It is important to point out that by forecasting soarable conditions, we are actually forecasting the "ability of the atmosphere" to become soarable. I hope this series has enlightened your understanding of at least some aspect of the atmosphere. Perhaps some may even continue their learning of the atmosphere in more detailed areas. As your knowledge of the environment in which you fly increases, you'll become a better and safer pilot. Enjoy the flying season ahead; most of all, fly safely. GOOD LIFT! ~

TABLE 3 Lifted Index

K Index

Probable Weather

Soaring Forecast

Zero or negative (unstable)

High (wet)

Instability; showers or thunderstorms

Turbulence; may be hazardous; soaring plagued by clouds

Zero or negative (unstable)

Low (dry)

Limited cumulus ac- Bumpy but not hazardous; good for thertivity; little if any precipitation ma! soaring

Positive (stable)

High (wet)

Stratified cloudiness; Smooth air; no thersteady precipitation mals

Positive (stable)

Low (dry)

Predominantly fair

Smooth air; weak thermals if any

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Legalized hang glider flights from Glacier Point in Yosemite ational Park began in I 974 under a program administered by the Park superintende nt. Since then there have been nearly 5 000 takeoffs for the scenic tenminute sleigh nde. In 1975 the Park ernce decided it wanted an experienced hang glider pilot in charge of the program, and there has been a hang gliding ranger eve r since. Rich Romero is now beginning his four h season as Yo emite's glider rider ranger. Romero fo rmerly an aircraft mechanic, started his hang gliding career at Coyote H ills, outside Fremont, California in 1973. H e ha been flyi ng from Glacier Point ever since it was legally opened to gliders a year later. When Romero heard that the Park' fir t glider pilot/ranger was transferr ing to another area he signed up for a Park ervice law enforceme nt course got a " road patrol" commission became a seasonal ranger and was gi\·en the hang glider assignment . The hang gliding season and Romero's job, begin every spring as soon as weather permns opening of the Glacier Point road. That is usually at the end of May or the first of June. MAY1981

For the last th ree ea ons hang gliding has terminated at he end of eptember. Romero remarks, " T hey used to keep the ranger on usually until the road clo e be au e of snow, but because of budge ing hey lay me off about eptember 30. ' And he flight stop with Romero 's departure. Only 12 flights are allowed pe r day pilots must have a H ang I\' (!\d\·anced) rating, and no one may ake off afte r :30 a.m. The rnlley floor some 3 200 feet below, ha not had time to. warm up by hat time of morning so flight are typically short because of the absence of thermals.

SAFETY EMPHASIZED Du ring the first four easons of ha ng gliding at Yosemite here were 14 accidents repo rted. During the last th ree seasons, while Romero has been ranger-in-charge, the re were only two accidents, and both of hose we re during his fir t year. In 1979 and I 9 0 the re ha\·e been over 1,000 flight without an accident. Romero comments, "I contribute that to my being so stri ngent . I pre-flig ht every glider,'

in a area about 200 yards from the takeoff site . Or if someone shows up late, or if Romero gets rushed because of the 8:30 deadline he wi ll assign another pilot to check out any glider he's missed . Rome ro always does a fin al check of glider and pilot at the point of takeoff. This function i never delegated and no pilot will take off without his approval. Among other things he alway check fo r proper rigging of a parachu e. Romero says " I make sure the parachute is on the ba r side of the carbiner rather han the gate." ome pilots have their chutes, " ... on the gate side . If they ever had to deploy their parachute and (it) pulled in that direction i could open up the gate and they could lo e the pa rachute." Parachutes have not been required at Glacier Point but Romero says they wi ll be in 19 I. " I check out their p yche too " he says. " If they' re standing there and they look a little nen·ous I say a couple of encouraging words to mellow them out a linle bit. T ake off at G lacier Point is from a 30% slo pe which extends for 400 or 500 feet before the granite face of the cliff above Camp Curry

the way things are being run he can just shine the guy on. It's unfortunate because a lot of times you have problems and accidents." Romero grants flying permits verbally. There i no charge but it's nece sary to make advance resen-ation because of the limited number of flights. He keeps a stand-by list in case of no shows. In past seasons some pilots would squeeze in two flights per day before the :30 a.m. curfew. Romero remarks, "There used to be a time when we could set up a glider in lO minutes. They'd take off about 6 a.m. There'd be a mad dash from the landing area back up here - that was the most dangerous part of the whole flight, trying to get back up in time to get off again by :30. It was a real burn out you wouldn't even enjoy your first flight because the whole rush coming back up was just too intense. So we've pretty much cut that out. If someone really wants two flights and they prearrange it I'll be glad to get up and do it but I wouldn't want to make a practice of it because that kind of eats into my sleeping time a little bit." ~ sheers off to a vertical fall of ome 3,000 feet. This terrain causes Romero to use a nonstandard technique for the final checkout. "If people start laying down here (in the harne s, for the pre-flight check) it puts both of us in a kind of precarious position. o rather than do that I either have them walk through the control bar so I can check the lines, or else they turn around and walk away from me, whatever they feel best doing. I stay there until they get totally set up. ometimes pilots get a little huffy. I guess it's their ego getting in the way. They really don't want the ranger standing there in front of them while they're picking up their glider because they are 'totally capable.' But I've seen plenty of times when I've been helping them and they stumble just a little bit and start to fall forward. If I wasn't there to stop them they'd stumble and trip a couple feet, probably grind their hands into the rock and maybe their nose. So I just stand in front of them until they get totally set up and ready to run and then I bounce out of the way and let them go."

ABOVE: Ranger Romero inspects gliders prior to takeoff. LEFT: Launch. BELOW: A Seagull pilot lilts off the 30% granite slope for a 3,200 vertical foot sled ride. OPPOSITE PAGE, TOP: The long glide with Halfdome in the distance. INSET: Romero performs a final check. BELOW: Set-up area at the end of the Glacier Point Road . Takeoff is behind the rocks at left.

AUTHORITY OF THE RANGER Relating his job and the authority of a ranger to flying Romero says, "I think one of the best ways of preserving a (flying) site is to have somebody there to monitor it. ome flying sites just appoint a pilot for a day to stand there and do what I'm doing. The problem is he doesn't have the authority to shut someone down. That's the unique thing about here . .. .I'm an extension of the (park) superintendent saying I'm going to give you a permit to fly today and if there's anything that's not right I have the authority to revoke that permit. A lot of flying sites don't have that, so if somebody comes in and decides he doesn't like

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P.O. Box 6009 • DepL HG-3 • Olattanooga, TN 37401

RAVEN SPEC IFICATION S AREA

229

209

179

149

SPAN

36.2'

34 .5'

31.5 '

28.3 '

LEADING EDGE

21 '

20 '

18.2 '

16.5'

PILOT WEIGHT

170-230

150-210

115-170

90-140

GLIDER WEIGHT

62 lbs.

58 lbs.

49 lbs.

45 lbs.

HARRIER SPECI FICATIONS AREA

177

147

SPAN

33.3 '

30 '

LEADING EDGE

18.5'

16.7'

NOSE ANGLE

130°

130 °

PILOT WEIGHT

150-250 lbs.

105-205 lbs.

GLIDER WEIGHT

63 lbs.

53 lbs.

ASPECT RATIO

6.3

6.1

PILOT SKILL LEVEL

Ill

Dealer

Invited

1208-H East CA 92701 ,547-1344

a woman,,

Kris and Joe's wedding day plans include marriage in the morning and flying in the afrer· noon. Finally, Kris offers some advice to begin· ning pilots: "The only real problem I have be· ing a girl comes from my being short. I can't reach a glider that's on a car You don't need 10 be really strong when you start hang gliding. You grow very strong as you progress, although like any sport you should be in good shape. As fi.Jr fear, there are certain times when I'm a little apprehensive, but as you learn to enjoy it more and more, it doesn't take balls, it doesn't take guts, it just takes your love of fly·

who made it the farthcsl out into the landing area, which was covered with giant rocks, cac· tus and ""•"M,., .. What Kris didn't know was that the $5 was meant to cover only the basic introduction to hang nothing more. Unaware that there was more 10 flying than this, K.ris dog· took lessons every week for a year in this manner until she finally met nther more advanced pilots who "took her under their and helped her start to become the proficient pilot she is today. "T knew nothing about stalls, airspeed, or turns," she sighs. "I didn't even know enough

While the presence of women in is there is still only a hand· ful of women seen at our sites. This is because it's still harder for women to learn, harder for them to strong·arm a and harder for them to get up the guts to do it. In some ways, a life of is a very difforcnt kind for women than it is for the males who dominate the sport. In the follow· ing pages, three advanced lady pilots from the area talk abont the hang gliding ex· from a woman's of view and how it has cliangcd their lives. Kris Hartinian learned to in 1976 when both equipment. and instruction were not near·· ly so as they are Her firs! obstacle to overcome was one experienced all pilots, but she was ignorance. bit more vulnerable 10 it: Kris got the urge to after trying parasailing, and a poor student, sought out the cheapest flight school she could find. Hvnass111P the good schools' course, Kris went for the cheap comsc another now non· existent school offered, unaware of what she was into. "Our instruction consisted of the instructor hooking us into a standard and saying 'run!' she says. "We gol three tries a for $5! crashed, although luckily nothing major. I didn't understand at all what I was doing wrong and why it wasn't real easy like "The person who was considered the best was he who flew the farthest down the hill," Kris recalls, laughing at the absurdity of it all. "Not the person who bad the best takcofI~ the best cont.rol, or the best landing bnt the one

Sue Hansen's flying

have really

~ been unique; for the past five months she has

"" been flying while and has just recently resigned herself to giving up for the duration of her pregnancy. "I made an agreement with my husband to stop flying after l was five months along," she sighs. "But flying pregnant has been a fan·· tastic experience. The prone position is very comfortable and relieves my backache. All the time I'm in the air and off my feet it feels wonder fol!" How did Sue get up the energy to Hansen moves Challenger to the side Sylmar landing area.

to wear a helmet until my new friends told me to! I'm so appreciative of the kindness of these fliers who helped me. It seems 10 me that men in are a lot more gentlemanly than those outside the hang communi· ty. While I don't expect or ask for it, they arc so willing to give help!" K.ris is also fortunate in that she is one of the few, people in the sport who will live life mar· ried to a fellow pilot. She is engaged to world· class pilot Joe Grebin, and looks forward to a life with someone who shares her obsession with Kris envisions the advantages of her marriage: "l'm so lucky to have found someone that I love so much that shares the same interest I have. It really helps a relation· ship to grow a lot more when two people's main interests are the same. I love flying tandem with Jne because it allnws us to be together even while we're in the air. I think our will be more likely to stay together because there won't be any arguing about what each of us wants to dn on a given Of course, we'll bnth just want to fly!"

Lynn pulls her Nova up to launch. Art Dar-

11111 photo. get ont and fly at a time when most women feel terrible? regular exercise in the gym, lifting small weights to keep up her arm strength, wrist work, and use of the nm· niug machine. I'm determined not to let a baby in· tcrfere with my flying," she insists. "Everybody tells me 'just wait and sec; you'll stop flying when you have a baby,' but that's not to happen to me!" Sue is now busy H/\NG GLIDING

making arrangements for babysitters to take over on upwind afternoons, and has an agreement with her husband that if necessary one of them will one day while the other Oics the next. Sue is originally from Australia and as an Australian female pilot is something of a wonder because of the lack of opportunity for women to fly there. While she was learning to fly, Sue was one of ony two active female pilots in her state. "A few other women had tried and up," she says, "and I think it's because their men don't cnconrage them to take it up. They're told 'you're not strong enough to learn,' and 'it's too dangerous for females.' I think it would bother male egos if their women flew!" Fortunately, this altitude did not extend to Sue's husband, who she says "took me to a sand dune, strapped me in, and off I went!" She was hooked, and went on to become a highly skilled pilot. She found she was helped and encouraged by the other 11icrs in Australia and was readily accepted as a pilot, especially since she wasn't their girlfriend. "A woman needs to be encouraged by her man, Sue states. "My husband actually insisted that I learn to fly. I was tired of sitting around while he flew, so it was a natural conclusion!" Lynn Miller, a pilot of four years, laughs as she considers the ways in which hang gliding has altered her life. "The reverberations arc endless," she claims. "When you become involved in hang gliding yonr entire life remains the same it's all much, much better! "first of all, you mec1 so many new friends. And somehow they're just better than your non-flying friends; pilots are more interesting, often kinder, more amusing, and in arc much more dynamic people than non-fliers.

MAV1981

at Sylm11r. ABOVE: Sue and Condor. BELOW: Kris over a glacier in the Franch Alps. "Most men involved in hang gliding really arc, like Kris says, more gentlemanly. That's so in this world! I remember one day I was about to lug my glider, harness, helmet, altimeter and vario up the steep link climb at Sylmar. Some pilots from Mexico arrived, announced 'we're the Mexican team!' and snatched my stuff away and marched it up the hill for me. Other times regulars on the hill will offer to do the same. You rarely sec that photo ily /(ris Hartin/an

kind of graciousness in the non-hang gliding world anymore." is an elementary school teacher who has brought gliding into the classroom. She has her students making 1issuc paper and pipe cleaner gliders for their artwork. "One day as my students were leaving school, in ecstasy because they had made these silly little tissue paper gliders, the principal appeared and bellowed at them: 'Did your teacher tell you about how you can kill yourselves on those things?!' I pretty much keep quiet now my flying in non-flier company because just think I'm real strange and have a wish. "It seems wuffos think this much more of a woman who flies than they do of a man. I used to date non-f1icrs and they were really threatened and intimidated by the fact that I flew a hang glider. It got so that if I started talking hang gliding it inevitably ruined the date. It's very sad to have to be quiet about the subject dearest to a pilot's soul: flying." As a pilot, Lynn says she tries to be "both aggressive yet considerate of other pilots in the sky." She flies every clay she possibly can and also helps out Sunbird Gliders by test flying their small gliders. "I find that the imensity of the flying experience gets greater and greater all the time," Lynn comments. "The better I get, the more deeply absorbing it becomes. I think about my areas in which I could improve constantly, and practice flying without a vario to improve my instinctive feel of the air. I have my boyfriend, who's an expen pilot, come om to the hill with me and just watch. He criticizes every minnte detail of my flight and he doesn't forget to mention one mistake, even if my flight is a couple of hours long. Often I'm in tears and he starts to let up, but I insist on hearing every detail. It's really helping me a lot, and I find myself getting more determined and more obsessed with every flight. It makes one's life very ful!illing to have a sport you love and goals to strive for within that sport." ..,.

I photos by Have you ever dreamed of living in the flying area? up here in the Sierras we think we have just that. rabbits of Nevada exists some the crap tables and of the best flying Whether it be soaring, thermalling or there is a mountain facing every wind direction. The flying the best in the but the if you don't mind for it. area is flyable of some of the nearby flying sites and some information each. SUDE MOUNTAIN Site of this Nationals, an cxcellem thermalling site. 3,200-.ft. faces S and NE. Paved road to ski resort, top landing in parking lot, 30 minutes from either Carson or Reno. Four-to-one to landing area, great cross-country potential. Davis Creek Park recreation and area 200 from the landing area. EDMONDS soaring, 600-ft. faces WSW and WNW. Four-wheel drive to launch, unlimited

Wood

landing area. Five minutes from downtown Carson Good thermals in summer. Top landing tricky. Good cross-country potential. "C" Hill 900-·ft. vertical overlooking Carson Three takeoffs, 400, 600 and 900-ft., respectively. Faces NE. Five minutes from downtown Carson City. Rough two-wheel drive or easy four-wheel drive to launch. Tight landing area. McCLULLEN PEAK Faces S, SW and SE. 2000-ft. vertical ridge soaring with thermals in summer. Ten minutes from Carson City, six-to-one to landing area. Unlimited landarea. Cross-country potential good. PEAK 600-ft. vertical faces W only. Four-wheel drive to launch, unlimited landing area, 10 minutes from Carson PEA VINE 20 minutes north of Reno. 3,400-ft. vertical, faces NE and N. A backside westerly takeoff is possible when the west wind comes up. Great cross·

country potential. Limited set .. up area so don't be in a hurry. Good launches and unlimited landing area. Road to top is good two .. wheel but is snowed in during the winter months. and some soaring. Faces W, flyable WSW, and WNW. (food set .. up area and top landing. 600 .. ft. vertical ridge soaring mixed with thermals. Good two .. wheel drive road to top. 30 minutes north of Reno to set up area. or So next time you come up to Lake Tahoe, Carson Reno to do some gambling, skiing, or whatever, bring your glider and give Wood a call at (702) 885 .. 1891. I'd be glad to show you around. Note: None of these sites is rated, but one should hold a USHGA III (Intermediate) rating or the equivalent.

OPPOSITE PAGE CLOCKWISE FROM UPPER LEFT: Author from Slide Mt Slide set-up area. Zulu Ridge. "C" Hill. THIS PAGE CLOCKWISE FROM UPPER LEFT: Edmonds Drive. Sunset flight from Edmonds. landing area at Slide Mountain. At Incline Peak. lake Tahoe in background. Landing at Peavine. Author with student at Peavine Mountain.

and photos by Over the yciirs I have observed the problem of pilots taking off not having hooked into their gliders. I've also read about and seen the tragic results. Some pilots have gotten away lucky; most have not. Since I believe that the only person responsible for my personal safety is myselJ~ I've developed habits to insure that I won't make such a careless error. Wire assistams, launch assistants and my friends can never be to blame if I am forgetful. I must take the full responsibility. You must, too.

made a habit, this tragic mistake could be eliminated. Habit is the key word here. This prncticc 1mm be subconscious on rbc pan of the pilot. As we know, there arc many things on the pilot's mind before launch. Especially in a compel it ion or if conditions arc radical the flyer may be thinking about so many other things that something as simple as remembering 10 hook in is forgotten. Relying on memory won't work as well as a deeply ingrained subconscious habit. In 1hc new USHGA rming system, for each

Pete Lindquist stepping through the bar to check that straps are untangled and that he's hooked in.

lines. Pull and look! In each method, look, touch, and llnow! Do this at launch time when you arc just about to go. If anything delays your launch, do it again. Make this check a habit. By taking responsibility for our own safety we arc truly sc!(regulating our sport. Isn't this the way it should be? . . Dan Rae doing a hang check, just prior to launch.

Just doing a hang check is not enough. Don't get me wrong, a hang check is a very important step that should be done prior to every launch. A hang check shows the pilot that he/she is hooked in and is the correct height above the bar. It also assures the pilot th,lt harness lines and straps arc untangled. The point I'm trying to make is that every pilot should make a second check to be very certain of this integral pan of every Hight. In many flying situations a hang check is per· formed and then is followed by a time interval prior 10 actual launch. In this time interval the pilot may unconsciously unhook to adjust or check something and 1hcn forget to book in again. This has happened many times! If, before committing to a launch, a second check is done ei!ery time and this is

flight of' each task "the pilot must demonstrate a method of establishing that he/she is hooked in, just prior to launch." The purpose here is obvious. It is left up to the pilot to demonstrate whatever method works best for him. Herc arc some suggested methods: Walk forward through the bar until the srraps get snug, holding on to the front wires. Then turn around and !ooll at everything. Pull on straps. Lift up the glider to prepare to launch and feel the snaps pull tight on your harness, turn around and loo/, up. Turn towards the back of the glider prior to lifting yom wing and hold on to the rear wires. Turn around and look. While squatting under 1he glider at launch reach up and yank on your suspension

HOW TO ... START/CHECK/ANALYZE IMPROVE YOUR ULTRALIGHT DESIGN Use A Practical Gulde to Airplane Parformanco and Design by Donald R. Crawford to organize ttie planning of your design, (8V2"x11" page side, 224 pages, 102 illustrations, template, nomograms). $15.95 plus $1,00 postage and handling (CA: add $.96 tax.) (Overseas Airmail Charges $8.00 MCN\SA Accepted. (Include exp. date.) Crawford Aviation P.O. Box 1262, Dept. HG

Torrance, CA 90505

Phone: (213) 375-9227

HANG GLIDING

SUN BIRD

·\fa

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• Multi-Colored Sail • Quick Set-Up Airframe

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• Deluxe Zipper Glider earring Cover

• 36% Double Surface

• Vinyl Coated Cables with Never-Kinks

• Breakdown Leading Edges

• Leech Line Trailing Edges

• Preformed Aluminum/Lexan

• Fixed Plug-in Washout Tips

Composite Battens

• Velcro Glider Ties

.... and of course, Sunbird Craftsmanship throughout

12501 GLADSTONE AVE. # A4 • SYLMAR, CALIFORNIA 913·42 (213) 361-8651

by There is a materials laboratory that has agreed to informally analyze any materials fail nres that come to the attention of the USHGA, in order to provide information to help reduce accidents. This report is the result of the first test by the laboratory.

and prop11g11tion direction.

Before I start into the body of the report, let me outline what is necessary to do if you have a case in which analysis might be useful. 1) Provide as much information as possible about the use and actual configuration of the item at the time of failure. When and where it occurred, history of the aircraft along with any repairs or modifications, type of flying when it broke straight and level, banked turn, wingovcr, etc. Photographs are very helpful. 2) Don't fit the broken pieces together. This can destroy vital microscopic data (grain structure, etc.) about the reason for the failure. 3) Box carefully in newspaper or styrofoam pellets and send to me, Richard Heckman, 340 l Lookout Dr., Huntsville, Ala. 35801. The report concerns the failure of a Gemini Power System, in which an engine separated from the glider in flight. In the Gemini

system, two engines arc mounted to aluminum tubes which also serve as fuel tanks. One aluminum tube failed just below the clamp that held the engine. (Fig. 1) The failure was a fatigue failure caused by fretting of the clamp on the tube. (Fig. 2) For those who arc not familiar with the term "fretting," it is the unintended rubbing together of two pieces of metal due to vibration. The relative motion is very small and the two pieces of metal tend to adhere to one another. The adhesive nature of the phenomenon causes microscopic tears in the metal which are highly likely to cause fatigue cracking. In this case, no motion between the clamp and the tube was intended, but engine vibration caused very tiny cyclic movement between the parts. Microscopic tearing of the softer aluminum by the steel clamp was the

2. Darkened area Is fretting damage (10X).

HANG GLIDING

Figure 3. Fracture origin. Note laint pattern emanating from origin (15X). stress riser that started the fatigue crack. 3) What could have the failure? l) There was indication of deformation of the tube around the clamp area that may have been caused by ovcrtightcning the clamp. This

could have added to the problem by creating more stress on the metal in this area. 2) Pro· tecting the two metal parts from rubbing against one another would have made a dif· ference. An absorbtivc layer of some protective material would probably have eliminated

the fretting. 3) This crack was there for some time before the final failure and a dye pcnc· trant test or other method of crack detection would have shown it. Visual inspection would have shown the fretting and in later stages, the fatigue crack. Visual inspection would have re· quired removing the engine mount 10 see the fretting (the darkened area around where the clamp had been). Lying where it did, the crack would probably not have been visible without complete disassembly. This underscores the requirement to perform detailed periodic in· spcctions of any aircraft. They are mandatory by natural, if not human, law. One fact that developed during this investigation was the relationship between anodiz· ing and fatigue strength in aluminum. The tube in question had been clear anodized. Although it was not a factor in this failure, the anodizing was cracked throughout the area. This sets up a microscopic stress condition at the surface of the metal. This is common under high vibration conditions because of the difforence in elasticity between the very hard anodized coating and the aluminum substrate. For a one million cycle fatigue life, 6061-T6 aluminum has a strength of 15, JOO psi without anodizing, but only 6000 psi with anodizing.

....

1 cross country, you have of 3 to 4 hours of lift to help you In the it was not thi::,rm,i:il<:: that limited r1i.::ti::ir11"'A but the aaE~auate soeied with an The limi· Aolus tations to a range. Its soeiea allows you to pass through thermals minimum of lift, .it allows · rapi<;ily for the

MAY1981

Thermalling Techniques for Hang Gliders by Don Clutter

The most common method of thermalling for hang glider pilots is the "straighten up in lift" method, similar to the "surge" method used in sailplanes. This method has several advantages for the hang glider pilot: it is simple and easy to remember and works well in turbulent thermals or thermals with small, powerful cores and well-defined limits. Upon entering the thermal the glider will "surge," or lift up, perhaps to one side or the other if entering on the side of the thermal. The pilot immediately straightens up and flies into the direction of lift, turning when the variometer FIGURE 1 SURGE METHOD

vario reads the least lift after doing several 360's. At least two complete circles should be made because a thermal is rarely perfectly smooth, and areas of sink are often found within a thermal. This allows a pilot to determine if he is going outside the boundaries of the thermal. The pilot should note the glider's heading at this point by relating to an appropriate reference point, (into the sun, peak under the left wing, etc.) and continue the circle through 90° past this point, then straighten up for several seconds and resume turning in the same direction and at about the same bank

..... ;. ,:: ':':':':' :': ···:··:··:":··.·: ·....

.....

... ...

B ...

'•

...

POINT A POINT B POINT C -

begins to drop. The turn should be in the direction of the wing that was lifted, as this is the direction of stronger lift and toward the core of the thermal. See figure 1. This method is not as effective, however, in larger, smoother thermals. In these mellower thermals the "best heading" and "worst heading" methods may prove more useful in centering the core. In the "worst heading" method the pilot determines at what point his 42

Glider surges up and is turned left by thermal Pilot turns into direction of lift and straightens up Vario begins to drop and pilot turns

angle as the previous 360's. See figure 2. If the pilot has trouble drifting with the thermal and finds most of the 360 outside the thermal and in sink, it will be difficult to determine which is the worst heading. In this case the "best heading" can more easily be determined. After determining the heading at which the vario is reading the best lift, continue the 360 through 270°, then straighten up for several seconds, or longer if more of the

circle was in sink. Continue turning in the same direction as before. Reversing direction should be done only after a lot of experience in thermalling because it is easy to turn out of a thermal. See figure 3. The tendency for a glider to try to change its bank angle while in a thermal can help the pilot relate himself to the position of the thermal's core. Also, it can help in thermalling without a vario. While circling in a thermal there will be a constant force on the glider trying to reduce the bank angle; the stronger the lift the stronger the force. If the core is within the glider's circle but the circle is eccentric to the thermal, there will be two points at which this force is reduced, and the glider will not have a tendency to reduce its bank angle. These two points are found when the glider is farthest from the core. If the core is outside the glider's circle this force will occur while the glider is farthest from the core, and when closest to the core the glider will try to increase its bank angle. The pilot will feel lift, bank angle increase, surge down and bank angle decrease. In this case the pilot should use the "surge method," straightening up when he feels the lift. See figures 4a and 4b. It should be noted that it is not always best to increase the bank angle and tighten up the circle. About a 45° bank is optimum in terms of amount of altitude lost versus time and distance around the circle. This should be adjusted according to the individual thermal: it is usually better to make about a 30 ° bank turn in larger thermals. This is because the higher the bank angle the higher the sink rate, and less of the thermal's lift is being utilized. No soaring method is meant to be a substitute for good pilot judgment and skill. Pilots should first concentrate on learning to make smooth, even 360's at a constant airspeed and bank angle. Practice at making steady coordinated 360's is the only way to acquire the necessary skill. As a pilot gains experience he will develop the techniques best suited to his own flying style.

HANG GLIDING

..... . : .....

_·_":·····:·.-·.·..

-::,.

. ... _.:,

·.· .

. ·_::.

FIGURE 2 WORST HEADING METHOD

. ·.·.· ·. ·.·. .·:.·:..

··...

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.·.·.

·.·:.

--·

FIGURE 3 BEST HEADING METHOD

'JO

:--

·:.·

........ _

•,.

'•-

...... . . ·. ·. ;_-_ -.-.: .-.-_.-_: :. .-..--:-·.- :•:::.

POINT A POINT B -

POINT A POINT B POINT C -

Vario reads least lilt, pilot notes heading of glider at this point 90 ° past worst heading, pilot straightens up Pilot resumes turn after a few seconds

....

. .: .... . : ·.• :"' .... ·. ·.. ·. ·... ·. : .. .

POINT C -

resumes turning

.... :._:: ·. . .

FIGURE 4A

POINTS A & B - Moment to decrease bank angle is lessened at these points, glider has tendency to decrease bank angle throughout rest of circle .

. ..

.. · ·=··

. ·.·

. . : ·. •. ·..: ·. ·:_: ~; _: :: : :.. : : : : : :: : .. . ·:-· '

·.. . ',•

.....

...

.....

·.··

Vario reads most lift and pilot notes heading Pilot straightens up 270° past Point A After several seconds pilot

.·..·. .\ . . ,',

... ..

.: :•:.· .. -·.::.: ..·,:-

.. : ·.."·.··. :.:.. .....·. ·.. : : : : .: : ...

FIGURE 4B POINT A - Glider surges up POINT B - Bank Angle increases POINT C - Glider surges down POINT D - Bank Angle decreases

..·-·-

•,

.c\t;!?tf •<> A

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.·.· .·.·

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. : : :··.:,. ~ .·. . . .. ·... :::::: ·...·.;: .... <·. ·.: ..

MAY1981

POWER PILOT by Glenn Brinks TWO-STROKE CARE AND FEEDING As aircraft engines, two-strokes have a reputation for being less than reliable. Certainly they can be finicky if not treated properly, but two-stroke engines respond well to preventative maintenance and can be made about as reliable as any other engines. Preventative maintenance is especially important on the tiny, highly stressed engines used on many ultralights. The time to start caring for an engine is when it first arrives, before it is run. An absolute must is to remove the carburetor float bowl and make sure it contains no metal shavings or other crud that can plug a jet and lean out the mixture. It is an even better idea to take the carburetor completely apart and clean it thoroughly. Blow out all the jets with compressed air. If any are plugged, use something soft, like heavy nylon fishing line to clean them, rather then a hard wire that could scratch the jet and alter its flow characteristics. If you must use a wire, use one of soft copper. While the carb is off, a good idea is to strip the rest of the engine and flush it out to remove any metal shavings. Double check all of the parts. Occasionally a wrong one will crop up, and they can be costly ifleft in place. Take a close look at all of the oil holes in the crankshaft and connecting rods. The edges should be very slightly rounded off or chamfered. Sharp edges can flake under stress and vibration and those metal flakes can plug oil lines or damage the bearings and cylinder wall. If you find any sharp edges, lightly chamfer them with a fine file and then clean the part to get rid of any remaining grit. The edges of the cylinder wall ports should also be slightly chamfered. This not only prevents flaking, but helps keep the rings from

hanging up on the ports and breaking or wearing out quickly. It has the additional benefit of preventing the sharp edges from hot spotting. Sharp edges on the exhaust ports can be heated glowing hot by the passage of the exhaust gases. The edges then act like spark plugs and ignite the fuel mixture, but at the wrong time, leading to preignition, loss of power, overheating and possible engine failure. Any time a cylinder is rebored, the port edges should be chamfered again. The chamfering should be just enough to remove the sharp edge and round it off a bit. Too much of a chamfer will reduce the accuracy of the port timing and cause a slight loss of power. Another good idea after having a cylinder rebored is to scrub it out with hot soap and water and then give the cylinder wall a coat of spray silicone or WD-40. This will get rid of any grit remaining from the bore job and reduce wear on the rings and cylinder. If the connecting rod has any scratches or gouge marks, these should be removed with very fine grade sandpaper (use a file only if necessary) and then the sanded area should be polished. Scratches create stress concentrations, so removing them can strengthen the connecting rod and prevent it from breaking at high rpm. For best results, remove only the bare minimum amount of material to avoid weakening the rod. While you have your files and sandpaper out, take a look at the intake, exhaust and transfer passages in the cylinder. Often, flow can be increased a little by removing any molding "flash" and smoothing any casting flaws. It's very important to leave the shape of the passages unchanged. Don't try to increase the flow by making the passages larger, or by changing their shape. They are tapered or contoured very precisely to achieve specific effects such as reduction of boundary layer growth (which can restrict flow) or to increase the velocity of the gases to create a swirling effect in the combustion chamber. Just opening up the ports without taking these other effects into account can drastically reduce the power output. A judicious bit of filing can make an engine run cooler (and therefore, more reliably) by removing any molding flash or other obstructions from in between the cylinder fins. It takes a small round file and a lot of patience, but perhaps the added cooling flow will make the difference some hot day between normal running and overheating. Before reassembly, check any gaskets in the intake manifold against both of their mating surfaces. The openings in the gaskets should exactly match the manifold and the matching opening in the cylinder. If not, and any gasket extends into the intake passage, trim it off so the intake passage is as smooth as possible. Another good trick is to polish the surfaces on the crankshaft where the seals rub.

This reduces wear on the seals and extends their life. Torque values for cylinder head bolts and the like are selected to give the maximum clamping action without crushing the aluminum or stripping the bolt holes. To achieve the correct value of torque, the bolt should be tightened slowly and smoothly. Don't use any oil on the threads as this reduces the friction on the threads allowing the bolt to be overtightened. It's not a good idea to use oil on the spark plug threads either, as it slows the flow of heat from the plug into the cylinder head, making the plug run hotter. Once a bolt is tightened to a certain value, it takes a little extra torque to break it loose, so to check that a bolt is properly torqued, it should be loosened about a quarter turn and then retightened to the correct torque. When the engine is assembled, the head gasket or gaskets should be replaced, as well as any gasket or seal that isn't in perfect condition. I like to use a little Silicone Seal or RTV on the intake manifold gaskets as an extra protection against air leaks. When the engine is back together, run it at low to medium rpm just long enough to get it up to full operating temperature. Then shut it off and retorque all the bolts after it cools down. Because of the vibration, bolts in the engine mounts and surrounding area have a tendency to work loose. Safety wire will fix the problem, but when there is a nut involved, it's more convenient to use Nyloc nuts (the ones with the nylon insert in the threads). Despite what some mechanics say, the Nylocs don't have to be replaced every time. As long as the nylon provides too much friction for the nut to be turned by hand, it is safe to use. The oil you use is a matter of preference. I've used synthetics and conventional oils with no apparent difference except that the synthetics can often be run at very lean ratios (sometimes up to 80: 1 or 100: 1). The important thing is to use one kind of oil consistently. Gasoline does make a difference. Leaded regular is usually the worst, followed by premium. Unleaded fuel will usually result in the fewest sparkplug deposits and better running at high rpm. Electrons flow more easily from a sharp corner than a rounded one, so whenever a sparkplug is cleaned and regapped, the end of the side electrode should be filed perfectly square. This reduces the voltage required to fire the plug, giving more consistent ignition performance at high rpm. Air cleaners aren't really necessary on aircraft engines, but if you operate from dry fields or desert, you can suck a lot of dirt or sand into the engine on takeoffs and landings and that can cut down your engine life. Uni makes an oiled-foam air filter (available at most motorcycle shops) that weighs almost HANG GLIDING

nothing and has very little resistance to air flow. The best trick in working with a two-stroke is to know what you're doing. The easiest way to do that is to read the book, "Two-stroke Tuner's Handbook" by Gordon Jennings. This is a classic work in the field, covering everything from carburetor tuning to expansion chambers. It's not a textbook, but rather a manual that shows how to tune or modify a two-stroke to improve its performance. It's available at motorcycle shops and accessory stores. Is it necessary to follow all these hints and suggestions? Of course not. If you feel lucky, you can just buy an engine, bolt it in place and go flying. But if you've ever had an experience with Murphy's Law ("Anything that can go wrong, will go wrong.") you'll probably want to take precautions. And don't forget Murphy's Corollary ("If it can't go wrong, it will anyway.").

BOOK REVIEW by Glenn Brinks

Gossamer Odyssey, The Triumphs of Human Powered Flight, by Mor• ton Grosser, Houghton Mifflin Co., Boston, 298 pages, hard cover, $14.95. In writing Gossamer Odyssey, Morton Grosser accomplished a nearly impossible feat. He took a subject that has been covered to saturation in all the media from aviation publications to the 11:00 news, and made it new and interesting. This is no dry, chronological history, but a very human drama as engrossing as any novel. MAY1981

It's a story with some surprises. Think the first prize to be won for a successful human powered flight was the Kremer prize? Wrong. It was the Prix Peugeot, established in 1912 and won in Paris for flights of 11.8 and 10. 9 feet. Since that time, there have been many projects and a few prizes, the second and third Prix Peugeot, the Prix DuBois, the Prix Michelin and others. After WWI, the activity shifted to Germany and their MuskelflugInstitut, where a 1937 design anticipated the Gossamer Condor's lightweight structure and actually looked like a half-scale condor. Following WWII, Great Britain became the center of HPA (human powered aircraft) activity, with Japan also producing some successful HP As. Grosser details all of these with remarkable flair. But all of the other prizes and other projects are prologue to the Kremer prizes and the team of Southern Californians that won them. They came from model building, hang gliding, soaring and aircraft building and they succeeded where other teams failed. Why? Other teams were well financed, well organized and had personnel of equal calibre. But the MacCready team took a different design approach and used an informal, "get it done" philosophy to radically change the state of the art and it makes a fascinating story with lessons for anyone interested in aviation or design. Grosser writes with the style of a novelist and the technical accuracy of an engineer. (He holds degrees from M.I.T. and Stanford.) Without boring the layman, he presents some of the more important design problems and their solutions, such as how to homebrew accurate carbon fiber tubes, a task some experts said was impossible. He also brings to life the members of the crew, many of whom are familiar names in hang gliding, such as Taras Kiceniuk, John Lake, Sterling Stoll, Ted Ancona and Jack Lambie, and some who aren't, such as the first woman to fly an HPA. (Clue: She was nearly 60 at the time.) From the cover photo by Taras Kiceniuk to the forward by Prince Charles to the appendices at the end, it is a classy effort and a delight to any flyer. Read the Gossamer Odyssey and savor it.

comes from the series of detailed drawings of the Gossamer Condor and Albatross at the end of the book. For a technical paper, it is noticeably lacking in engineering information. For example, there is no information on the airfoil section and dimensions of the propeller developed for the project at M.I.T. Throughout the paper, the descriptions are mostly verbal, with few hard numbers for would-be designers to sink their teeth into. It is something of an oddity, a technical paper written for laymen. In some ways, Burke's paper is in competition with Morton Grosser's book. The book reads better, but the AIAA paper has better drawings and both give some construction details. Any HPA fan will want to read both. The Gossamer Condor and Albatross: A Case Study in Aircraft Design is available for $15.00 from the AIAA and a limited number are available for $10.00 plus $2.00 shipping from Gossamer Ventures, Dept. H, 4685-3H Industrial St., Simi Valley, CA 93063.

USHCA REPORTS

USHGA COMPETITION POINTS SYSTEM by Mike Meier

The Gossamer Condor and Albatross: A Case Study in Aircraft Design, by J.D. Burke, American Institute of Aeronautics and Astronautics, New York, 86 pages, soft cover. For anyone contemplating building an HPA or other very low speed aircraft, this book is a valuable reference. But most of that value

BACKGROUND The Competition Points System is a system for awarding points to pilots competing in hang gliding contests on the basis of their performance in those contests. Its original purpose was to provide a means for objectively selecting the most successful competition pilots. 45

About a year ago Steve Pearson, Rob Kells and I spent a few hours working out a simple mathematical formula to replace the current system, and address what we felt were some of its shortcomings; mainly that it did not analyze meets accurately on the basis of dif. ficulty or validity. We felt that the points earned by a pilot for winning a meet should accurately reflect how hard it was to win that meet and how well did that meet format work to pick the best pilot as the winner. During the 1980 competition season, we circulated our proposal among the competition pilots and received a lot of encouragement for the idea of a new system, as well as many ideas on what factors to consider in the system. At the February, 1981 meeting of the USHGA Board of Directors, I was given the job of working out the final details of the new system, and it is now in its final form. What follows is a brief explanation of the new system, which will be used at least for this coming year. I am indebted to many people for their help on this system, but especially to Chris Price, who worked out many of the original concepts of format and task validity on which this system is based. These concepts were proven in several meets in 1980, and it seems that now for the first time in the history of hang gliding, we know how to run a valid closed course hang gliding contest. The second purpose then of this new system is to serve as a definition of what constitutes validity in competition format and to encourage meet directors to use it to design valid tasks and meet formats. Space limitations prevent a complete explanation of the new system here. I will try to send a copy of the more complete explanation to each of the meet directors of major meets. Anyone I miss, or anyone else who is interested, is invited to write to me, c/o Wills Wing, and I will send you a copy of the more complete explanation.

THE SYSTEM 1)

To each contest, a number of points is assigned, based on the contest's difficulty and validity:

Difficulty Factor

The Difficulty Factor is computed as follows: DF = TA + TB/2 + TC/3 + P/5 TA = number of pilots in meet who are tanked in the top ten in the points system going into the meet.

4) Duration with no time limit.

TC = number of pilots ranked 21st -30th

The exact structure of these tasks is very important if validity is to be maximized. Those interested are urged to study the complete explanation of the system for details on task validity, as well as format validity.

P = number of pilots in meet. 3)

Validity Points: The "Validity Points" is a somewhat complex mathematical function which measures contest validity. It is based on three things: a)

The Launch-Matching Format

How pilots are launched, and how opponents are matched. The most valid format is one-on-one or one-and-one where the only scoring is on a win/lose basis; each pair of opponents is matched from within a win/loss group. For example, after two rounds, there will be a group of pilots who are 2 and 0, a group who are 1 and I, and a group who are O and 2. This system quickly eliminates the field down to one undefeated pilot. In each additional round, he sets to fly those top challengers he has not already defeated.

Computing a Pilot's Points a)

Points for a meet:

The top 25 pilots in a meet get points based on the following schedule: FV is a "stretching factor," which gives the winners of more valid contests a small bonus in points for having proven their winning ability in a valid meet. FV is a function of VP, the measure of meet validity. As the meet approaches perfect validity, FV approaches 0.1 (10%). 1st 2nd 3rd 4th

25 x MP + FV X MP 24 x MP + .81FV x MP 23 x MP + .64FV x MP 22 x MP + .49FV x MP

The second most valid type of format is a true open window, where each pilot has a legitimate opportunity to launch at any time during the window. This is only possible if the set-up area can accommodate all the pilots with equal access to launch.

10th 11th 12th

16 x MP + .OlFV x MP 15 x MP 14 x MP

25th

1 x MP

The number of rounds factor

This is a factor which measures validity on the basis of how many rounds are flown. For one-on-one, maximum validity is attained when twice as many rounds have been flown as are needed to eliminate to one undefeated pilot. For true open window maximum validity is reached after 7 rounds.

MP= DF + VP Meet Points = Validity Points.

TB = number of pilots ranked I Ith -20th

The Task Factor

This measures the validity of the task.

Computing a Pilot's Total Points:

A pilot's total points at any time will be the total of his points from those six meets in which he earned the most points. The six meets may be from any time within the current season or the previous season, or the season before that. However, those points taken from the season before the previous season will be valued at only 70%. A minimum of75% of the members of international teams will be chosen directly from the top places in the points standings. The remainder of the team will be elected by those pilots so chosen.

The most valid tasks are: 1) Open Distance XC 2) XC Race to a Goal 3) XC Race to Goal/Duration (So Cal Regionals task) Slightly less valid is:

A review of this system will no doubt suggest many questions or objections regarding its structure. I believe most of these are addressed in the more complete explanation of the system, and interested people are again urged to write to me to request a copy. ~

HANG GLIDING

An instructional column for the new pilot. As promised last month, this month's installment of The Right Stuff is intended to provide the novice pilot a framework which can be used to schedule and implement new learning experiences. The framework presented is basically a summary of the new pilot proficiency rating system recently enacted by the USHGA · Safety and Training Committee. Space and time considerations, as well as my desire to emphasize the rating system as a learning tool, have made it necessary to edit the material slightly. As a professional instructor I was greatly pleased to find that the general structure and specific content of the new rating system make it an ideal training tool. It is set up with specific required witnessed tasks and recommended operating limitations for each proficiency level. As you progress from beginning to advanced levels the tasks become more exacting (a reflection of your increased skills) and the operating limitations become less restrictive (a reflection of your increased knowledge and experience). Also, the system is up to date! In its organization and progression it deals with today's equipment, knowledge, and training methods. If you read, understand, and follow this system, you will maximize your chances of developing safely as a hang glider pilot. The first thing the new rating system does is require that all participating pilots, no matter what their proficiency level, consistently demonstrate good judgement and maturity. The Safety and Training Committee defines good judgement as: The ability to make decisions, as a pilot, so as never to endanger other people, nor interfere with their rights, nor jeopardize the use of a flying site. They define maturity as: The consistent practice of good judgement. The Right Stuff maintains that the definition of good judgement should include not being a danger to yourself as well. And now, the specifics of the new, updated Pilot Proficiency Rating System.

BEGINNER Required Witnessed Tasks: I. Setup and preflight glider and harness. 2. Demonstrate proper ground handling, including familiarity with glider owner's manual. 3. Demonstrates method of confirming hook-in just prior to launch. 4. Unassisted launch with aggressive run, proper angle of attack, directional control, smooth transition from running to flying. 5. Proper airspeed reco'gnition and smooth control of airspeed well above stall.

MAY1981

NOVICE Required Witnessed Tasks: In addition to

by Erik Fair

6. Safe, smooth landing on feet into the wind. 7. Shows ability to recognize and understand effect of varying wind conditons at training site. 8. Demonstrates understanding of proper breakdown, packing, transportation, and storing of glider.

Recommended Operating Limitations: I. Fly only in winds of 12 mph or less with gust differential of 5 mph or less. 2. Launch only on slopes of3-l to 6-1 where wind is within 15 ° of straight up slope. 3. Launch only where there are no obstructions within 60° to either side of intended flight path and when pilot may fly straight from launch to landing with no need to maneuver and no possibility ofout-flying landing area. 4. Should maintain flight heading within 15 ° of straight into wind. 5. Should fly appropriate sites so as to maintain altitude below 100' AGL. 6. Should exceed these limitations only after thoroughly mastering all required tasks and after acquiring a full understanding of the potential problems and dangers involved in exceeding these limitations.

NOTE: Pay special attention to operating limitation #6. It forces you to anticipate the dangers involved in progressing as much as you anticipate the rewards.

beginner requirements.

I. Successful, aggressive, confident launches on a slope shallower than 4-1 with less than 6 mph wind. Can launch where wind is crossing 15 ° from straight uphill in winds not exceeding 5 mph. 2. Demonstrates flights along a planned path alternating "S" turns of at least 90 ° change in heading. Flight heading not to exceed 45 ° from straight into wind. Turns must be smooth with controlled airspeed. 3. Demonstrates 3 consecutive landings within 100' of a target. Landings must be safe, smooth, on feet and into wind. Target must be sufficiently close to launch that turns are required to set up approach and must be at least 100' below launch point. 4. Demonstrates flights with smooth variation in airspeed between minimum sink speed and fast flight. Should not mush or stall glider at any time. Should approach minimum sink only in smooth conditions with at least 75' ground clearance.

Operating Limitations: I. Fly only in smooth winds of 18 mph or less. Gusty winds of 11 mph or less. 2. Launch only on slopes of2-l to 7-1 where wind is within 25 ° of straight up slope. 3. Maintain flight heading within 90 ° of directly into wind, and within 45 ° of directly into wind below 60' AGL. 4. Should not attempt to fly slowly (minimum sink) when encountering lift but instead concentrate on maintaining altitude, heading, and airspeed. 5. Should exceed these limitations only after thoroughly mastering all required tasks and after acquiring a full understanding of the potential problems and dangers involved in exceeding these limitations.

NOTE: The Safety and Training Committee strongly recommends that all beginner and novice flights be made under the direct supervision ofa USHGA certified basic or advanced instructor, or observor. INTERMEDIATE Requirements: I. Novice rating for 4 months. 2. At least 30 logged flying days, 90 logged flights, and 2 hours logged airtime. 47

Required Witnessed Tasks: In addition to beginner and novice tasks. 1. Has received and understands the importance and or significance of: a. Right of way rules. b. FAA regulations and sectionals. c. Airspeed control, stalls, spins, adverse yaw. d. Glider owner's manual. e. USHGA accident report results currently in print. 2. Can give verbal analysis of conditions on the hill demonstrating knowledge of wind shadows, gradients, lift, sink, laminar air, turbulence and rotors, and the effects of these on intended flight paths and turns. 3. Can give verbal flight plan for each observed flight. 4. Differentiates between airspeed and groundspeed. 5. Demonstrates linked 180° turns along a predetermined ground track showing smooth controlled reversals and proper coordination at various speeds and banked angles. 6. Explains stall warning characteristics. 7. Has practiced and demonstrates gentle stalls and proper recovery under the direct supervision of an instructor or observor, at least 500' from any object. 8. In 8-15 mph wind demonstrates ability to maintain airspeed at or near minimum sink. No evidence of stall during crosswind and upwind legs. 9. Demonstrates 3 consecutive spot landings within 50' of a target after flights requiring approach turns. 10. Demonstrates proper airspeed control when descending through a gradient. 11. Demonstrates proper airspeed for maximum distance flown into a significant headwind. Recommended Operating Limitations: 1. Fly only in winds of 25 mph or less with gust differential of 10 mph or less. 2. Initiate downwind turns only with 500' clearance outward from terrain in winds between 10-18 mph. 3. Upon mastering the above skills, the Intermediate pilot should pursue new maneuvers, sites and conditions with the guidance of a USHGA certified advanced instructor or observer.

ADVANCED Requirements: 1. Intermediate rating for at least 8 months. 2. Logged at least 250 flights, 5 flights at each of five level III sites (at least 3 inland), 80 flying days, one 60-minute flight, one 30-minute flight in thermal lift without sustaining ridge lift, 50 hours airtime.

by doing two consecutive coordinated figure eights in a wind sufficient to cause drift. 2. Demonstrates 3 consecutive spot landings within 25' of a target. 3. Demonstrates smooth, coordinated 360° turns in both directions, with reversals at various speeds and bank angles. 4. Demonstrates intentional stalls straight ahead and in turns showing smooth, confident recoveries. Ground clearance of at least 500' AGL. 5. Demonstrates ability to soar above a low point for five minutes on each of three different flights. 6. Demonstrates an altitude gain of at least 500' in thermals. Recommended Operating Limitations: 1. Should not fly within 30' of another glider in smooth air or 100' of another glider in moderately turbulent air. Due to space limitations the Special Skills and USHGA Master Rating will not be discussed in this column. As a point of interest, you should know that the Safety and Training Committee is developing updated oral exams for the Beginner and Novice ratings and updated written exams for the Intermediate and advanced rating. Anyone having questions, comments, or feedback as to the Pilot Proficiency Rating System's utility as a learning framework are invited to write: The Right Stuff 1208 E. Walnut Unit K Santa Ana, CA 92701

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Required Witnessed Tasks: In addition to Beginner, Novice, Intermediate tasks. 1. Demonstrates ability to allow for clearance and drift when doing 360 ° turns. Does so

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SKYSPORTS BOBCAT II - 205 sq. ft., excellent condi. tion, w/bag, good trainer. $450. or offer. Call (201) 835-2566. SPYDER 180 - Wt. range 156-192. Spectrum sail. Can ship anywhere in rugged container. $595. Others available - call! (801) 572-1537 evenings. THE PIEDMONT SPECIAL - 230 Floater, tandem glider, or great for big man. $750. (805) 541-1275. Mike Sanders. WILLS ALPHA - Intermediate 185. Brand new and never flown, $950. o.b.o. Also new Price prone harness, $50. John (714) 545-9964. CONSUMER ADVISORY: Used hang gliders always should be disassembled before flyingfor 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 torn or torn loose from their anchor points front and back on the keel and leading edges. If in doubt, many hang gliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect.

Rogallos ANT l 9' 964-1204.

Good cond. Must sell. $495. Call Bill (805)

CAN'T AFFORD A NEW OR USED GLIDER? With only 100/o down we will finance the balance or rake anything in trade. 10% off of any new glider, power pack or parachute with this ad! Contact LEADING EDGE AIR FOILS, INC. (303) 632-4959. CAN WE HELP YOU GET INTO THE AIR? Do you want to fly, but are short of funds? We will trade anything to help you fly. Contact Delta Wing Kites & Gliders, (213) 787-6600. CIRRUS 5-A 1980 - All options. Aviation orange and white. Used little. ,'v1ake offer. (602) 995-2627. 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. CONDOR 194- Wt. range 145-210. Rainbow sail. Unsur· passed beginner-intermiedate glider. Can ship anywhere in

rugged container. $795. Others available-call! UP/UT AH (801) 572-1537 evenings. CONDOR 224 ([980) - Excellent cond. Yellow, orange, brown. $1000. (213) 894-3985. CONDOR 224 - $750. LAZOR I 190, $500. 250' B.F.G. 42' wing span, needs a little work to complete. (805) 962-646 l eves., (805) 962-2588 days, Dave. EIPPERFORMANCE FLEX! II - 18' excellent condition with UP prone harness, $400. Ask for Kim (213) 378· 3318. HIGHSTER 200 (1980) - $900. Exe. cond. Day: (415) 772-7127, Eve: (415) 533-9662. LEAF TALOW - 170 sq. ft., like new. 1980, low time. Black L.E., blue, red, orange, yellow & black keel. Prone or seat. $750. (904) 893-3915. MOSQUITO 166 - It's beautiful and flies GREAT! Excellent condition! Call (801) 572-1312. MOYES MAXI III - White with red leading edges and tips. Super clean! Pennsylvania. (717) 584-5275. MOYES MEGA II, 1980 - White. Excellent condition. $1100, cheap. Charlie (801) 254-6141. OLY 160 - Excellent condition with modified tips, colored panels, new harness. $550. Joe (208) 832-7574. RAVEN 179 - Good condition, colorful. $900. Mike (805) 496-5549. (Thousand Oaks) RAVEN 179 - '80 custom glider. Ex-WW sailmaker, very clean sail. Asking $1,100. Sharon (714) 641-1024. · SEAGULL SEAHAWK 170 - Never flown. Cover and prone harness included, $900. Ron (406) 292-3249. SKY SPORTS - Former factory employee has 168 Sirocco III for sale, $800. Also trick Osprey 118, only been test flown. $850. Ask for Dave (714) 636-8734.

MAY1981

WILLS llOG - Good condition. Pilot wt. 200+. Flies great, new bag. Dwyer tow bar - like new. $875. Jim (313) 554-1455. Must sell. WILLS WING RAVEN 229 - Like new ($975). Also Price prone harness ($80). Unused Advanced Air Sports chute ($350). Variometer ($175). Altimeter ($95). California (805) 484-0332, Arizona (602) 993-2330.

Rigid Wings A MITCHELL B-10 PLAN - US $65. - in perfect condition. Charles Chang, G.P.O. Box 322, Hong Kong. QUICKSILVER B with tip extensions, 35 ft. span, A.R.8. Professionally built in 1981. $575 with harness. (717) 428-3437, PA.

Schools and Dealers ARIZONA DESERT HANG GLIDERS - 4319 W. Larkspur, Glendale, AZ 85304 (602) 942-4450. FREE PILOT'S SUPPLIES AND HANG GLIDER CATALOG. Textbooks, kites and accessories. Weedhopper dealer, write: Pilot's Haven, P.O. Box 39287, Dept. G, Phoenix, AZ 85069. 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 pro· gram, beginning to advanced levels. Featuring Wills Wing and Ultralight Products gliders and accessories. Raven, Comet, Harrier demo flights available to qualified pilots. 1208 E. Walnut Unit K, Santa Ana, CA. (714) 542-7444. HANG GLIDER EMPORIUM OF 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),

TRYING TO SELL YOUR GLIDER? Try Hang Gliding Classifieds. They get results!

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Largest, most complete Hang-glider Shop in the Northeast! SALES • Distributors and Dealers for U.S. Moyes, Highster Aircralt, Wills Wing, Ultralite Products and Manta Products • Large selection of accessories, instruments, new and used gliders

SERVICE • Complete parts department & repair facility • 90 day free service warranty with every new glider purchase, excluding parts

INSTRUCTION • Personalized training program - beginner through advanced • USHGA Certified Instructors

lllfr;11ite lti,isitt11 • Dealers f o r ~ • U.S.H.G.A. certified power instructor • Factory trained personnel CALL OR WRITE:

~~1·i;1I r1"~l111it111~~ ROUTE 209, ELLENVILLE, N. Y. 12428 (914) 647-3344 Open Thursday thru Monday 9:00 A.M. • 6:00 P.M. •oealer inquiries invited

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In our catalog you•llfinda ; ~ • ~ complete and up to date • • • collection of the finest hang gliding equipment and accessories available anywhere. More people today than ever before are relying on Odyssey for fast efficient service ,competitive prices, and quality gear. Check it out for yourself. Send $2.00 for your catalog today, and get it COMET together with ... OWNER'S

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Seahawk (200), Alpha (185), Raven (149, 179, 209, 229), Fledge IIB (Demo-excellent condition), Mosquito (146, 166), SST (lOOB, Mini), Lazor, 10 Meter, 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 Way, 92407 (714) 886-6454. HANG GLIDERS OF CALIFORNIA, INC. USHGA certified instruction from beginning to expert levels. All brands of gliders, a complete line of instruments & equipment are available! For information or catalog, write or call: Hang Gliders of California, Inc., 2410 Lincoln Blvd., Santa Monica, CA 90405. (213) 399-5315. HANG GLIDERS WEST-DILLON BEACH FLYING SCHOOL. We sell and service all major brands, parts, accessories. USHGA certified instructors and observers serving northern Cafifornia since 1973. Complete lesson programs. All major brands. After the sale it's the SERVICE that counts' Call or write for brochure. 20-A Pamaron Way, Ignacio, CA 94947. (415) 883-3494. Now o!Tering ULTRALIGHT POWERED FLIGHT INSTRUCTION. All equipment provided. MISSION SOARING CENTER - Test fly before you buy. Demos, new & used gliders in stock. All major brands available. At the base of Mission Ridge in the "Old School." 43551 Mission Blvd., Fremont, CA 94538. (415) 656-6656. THE PRICE CO. - The Price harness, recognized world oer 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 "E. 11 Write for free catalog and information. 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 Wills Wing. All other brands available. Large inventory of parts and accessories. Beginner to advanced instruction with USHGA certified instructors. 5219 Sepulveda Blvd., Van Nuys, CA 9141 I. (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 ouly to powered ultralights. \Xie have a flight simulator which allows you to learn basic flight maneuvers before committing to free flight. Call or \\'rite for more information. Ultra Sport, Inc., 12780 Pierce #14, Pacoima, CA 91331. (213) 896-1805. COLORADO ASPEN HANG GLIDERS & ULTRALIGHTS Lessons, sales, service. Dealers for Manta, Bennett, Wills, U.P., Lancer. Also, Kasperwing & Soarmaster motorized ultralights. Box 7115, Aspen, CO 81611 (303) 963-1504.

HAWAII TRADEWINDS HANG GLIDING - Open every good day. USHGA instructors, observers. Rental gliders. Moyes, Wills Wing. Box 543, Kailua, Hawaii 86734. Ph. (808) 396-8557. ILLINOIS FARSTER HARNESS - RR#3, Dixon, IL 62021 (815) 652-4589. Designer and builder of all types of harnesses. Write or call for size sheet and price list. Serving Region 7 since 1976. Dealer for Stratus and U.S.1Vfoyes. NewJ demo and used gliders in stock. RUSSELL AVIATION INC. - Mitchell Wing dealers. Suppliers of completed airframes, spar & rib subassemblies, rudder & stabilator assemblies, hang cages, engines, controls. Call for quotes. Greater Kankakee Airport, Kankakee, IL (815) 932-0291. MICHIGAN

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.

ECO-FLIGHT HANG GLIDERS - Visit our shop in the Frankfort area, hang gliding capital of Michigan. Learn in the safety of the dunes or soar the many coastal bluffs. USHGA certified instruction. Wills Wing, Seagull, Moyes, Bennett, UFM with other brands available. Parts, accessories, repairs, ratings. 826 i\-1ich. Ave., P.O. Box 188, Benzonia, lv1ich. 49616 (616) 882-5070.

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

SOUTHEAST MICHIGAN HANG GLIDERS - We have what you want! A 400-ft. soaring site, a SO-acre park for ultralights and a Yarnall skyhook for towing. Dealers for UP, Electra Flyer, Delta Wing, Weedhopper, Soarmaster and the incredible Eagle. Since 1975- 24851 Murray, Mt. Clements, MI 48045. (313) 791-0614.

CONNECTICUT AIRWISE, 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.

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

fu-sHGACLAssii=1EDADVERT1SING-ORDERFORMj I 30 cents per word, $3.00 minimum. I (phone numbers - 2 words, P.O. Box - 1 word)

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Photos - $10.00. 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) Payment for first three months required in advance.

Which One For You ... Powered Hang Glider Or Gyrocopter? COMPARE

Powered Hano Glider YES YES NO YES NO

Please enter my classified ad as follows:

Bensen Gyrocopter

Can 11 stall? Would 11 spin? Does 11 ma1ntam cont,ol at zern airspeed? ts 11 sensitive to wind gusts? Does 11 land comfol\ably c,oss· wind and downwind? w,11 ,t fly comlol\ably ,n a strnng wind?

NO NO YES NO YES

YES

For more enJoyable recreational flying. your choice should De the Bensen Gyro no doubt about 111 No: only 1s the gyro easy to Hy 1t·s easy to build and maintain Send S10 for Specs

3·view Dwgs and Flight Test Report

Bener yet. order !he $100 Plans and i~y~nu~I ~:~:~dsth;~n~~;r:oye

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,,,,.-BENSEN AIRCRAFT CORP., Dept. HG·S~ - - - - - - .. PO BOX 31047 Raleigh NC 27612

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

Rogallos Schools and Dealers

Business Opportunities

Emergency Chutes

Publications & Organizations

Ultralight Powered Flight Begin with consecutive issue(s).

Miscellaneous issue and run for _ _ __

My check ___ money order ___ is enclosed in the amount of1

$ Name: Address:

I I I f I I

$ l.95 •6% CAL TAX

------------------------1

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~~~~~~~~--------------------~ MAY1981

po. BOX 11!>'1-. RE:PLAIJP£> • CAUF"OS,NIA 9,2.37.3

'(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

North Country stop by and test our line of gliders and enjoy the sites. 628 W. Larpenteur Ave., St. Paul, M)I 55 l l 3 (612) 489-8300. NORTHERN SUN INC. The industrv's most experienced rigid wing builders, ofTers all custom built rigid wings at discount prices. Also dealer for all major factorv built powered ultra-lights. Our Powered Training Course is designed and taught by pilots experienced in both conventional aircraft and Powered Ultralights.· This comprehensive course includes techniques in reading and understan· ding sectionals, FAR's, micrometeorology, and even float and ski use. U pan Completion of course, students receive certification cards. For more details, contact us at: 628 \V. Larpenteur Ave., St. Paul, MN 55113. (612) 489-8300. NEVADA HIGH SIERRA HANG GLIDERS - 1000 N. Plaza, P.O. Box 865, Carson City, NV 89701.(702) 885-1891. The complete hang gliding shop for northern Nevada. USHGA certified instructor/observer Gary Wood. Lessons beginner thru advanced - ratings. Featuring Wills Wing gliders. Complete line of accessories. All major brands available. 30 minutes from Reno and Lake Tahoe. Towing instruction also available. NEW 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 AERIAL TECHNIQUES - at Ellenville. The east coast's largest hang glider shop. USHGA Certified instruction, dealers for all manufacturers, most equipment in stock from our tremendous inventory. A.T. is where it's up ... Rt. 209 - in Ellenville, NY 12428 (914) 647-3344. Ell.STERN ULTRALIGHTS - Fly in the cradle of aviation. Certified instruction, \X'ills: Lancer, Atlas, Sensor, Skysports, Electra Flyer Eagle. Sales, service. (607) 569-2442. Route 54, Hammondsport, N. Y. 14840. NORTH CAROLINA KITTY HAWK KITES, INC., - P.O. Box 386, Nags Head, N.C. 27959 (919) 441-6247. Learn to fly safely over soft sand dunes through gentle Atlantic breezes a few miles south of where the Wright Brothers learned to fly. Beginner/Novice packages and ratings available daily. Complete inventory of new gliders, accessories an parts in stock. SCOTT'S MARINE, INC. Towing lessons spring and summer. Motorized lessons, learn to f1y towing! Parts 1 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.

STARTING A HANG GLIDING BUSINESS!! For a complete line of gliders, pans and accessories contact: LEADING EDGE AIR FOILS, INC. 331 South 14th St., Colo. Spgs., Colo. 80904 (303) 632-4959.

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

Emergency Parachutes

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

LIFE SAVER HANG GLIDER EMERGENCY DESCENT SYSTEM - 24' & 26' in stock. The best available system in the world. DAR Enterprises, Inc_, P_O. Box 3044, Newport Beach, CA 92663 (714) 642-7881. NEW RAPID DEPLOYMENT B.U.S. FLY AWAY CONTAINER SYSTEM is the world's newest, fastest and most reliable system. By the originators of hang gliding parachutes. Bill Bennett Delta Wing Kites & Gliders, Inc., P.O. Box 483, Van Nuys, CA 91408 (213) 787-6600, telex no. 65-1425.

LONE STAR HANG GLIDERS. Electra Flyer, Sky Sports, Seagull, Manta and UFM sales, repair, instruction. 2200 C South Smithbarry, Arlington, TX 76013 (817) 469-9159. UTAH INFINITY FLIGHT SYSTEMS, INC. - Utah's largest and most experienced Hang Gliding School. USHGA certified instruction from first day to mountain thermalling us· ing helmet radios and video tape. Complete accessories, repairs and rentals. 898 So. 900 E., SLC, Utah 84102. (80l) 359-SOAR. WASATCH WINGS INC. - Salt Lake's Hang Gliding Center. Located minutes from the Point of the Mountain. Featuring a fully-stocked repair shop, USHGA Instructors, 2·way radios, lessons beginning to advanced, new training gliders, pilot accessories and glider sales and rentals. 700 East 12300 South, Draper, UT 84020 (801) 571-4044.

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WASHINGTON CAPITOL CITY GLIDERS - New & used glider sales, accessories 1 service. O\lmer I instructor Jim Brown. (206) 786-9255, (206) 456-6333, Lacey, WA. FAIR WINDS INTERNATIONAL is the exclusive Ultralite Products dealer in the Northwest. Comet, Condor, Firefly in stock. Some good used gliders also. l 302 Kings Place, Bainbridge Is., WA 98110. Call evenings, (206) 842-397 l Lyon McCandless, (206) 842-4970 Ken Godwin.

International Schools & Dealers

FLY BETTER KNOW YOUR EQUIPMENT HANG GLIDING, the first book on the sport has been updated 9 times and now includes a special section on motorized flight. 186 pages, 350 illustrations, over 125,000 sold! The complete 1/ying, designing, building handbook and buyer's guide. $6.95 (Californians add 42¢ sales tax).

SUNRISE COUNTRY INC. - Distributor Japan: Manta, Pacific Kites, Delta Wing, Flight Designs, Odyssey, Litek, Hall Bros., Ball Varios, Altimaster, Quick-N-Easy. l 104 Rekku Shibakoan 2111113. Shibakoan Minatoku Tokyo l05 JAPAN. Tel. 03/433/0063.

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

Business Opportunities

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

PENNSYLVANIA

TENNESSEE

CRYSTAL AIR SPORTS MOTEL - Male/Female -HELP WANTED: 15 hrs.iwk. Exchange for lodging. Call or write Chuck or Shari, 4328 Cummings Hwy., Chattanooga, Tenn. 37409. (615) 82l-2546. Home of SKY GEAR, Apparel & Accessories.

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

HELP WANTED - USHGA certified ultralight and hang glider instructors needed at East or West Coast facility. Opportunity for advancement and management positions. If

SKY SAILS LTD Hang Gliding School. USHGA certified instructors. 1630 Lincoln Ave., Williamsport, PA 17701. (7 l 7) 326-6686 or 322-8866.

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.

MID-SOUTH HANG GLIDERS - Mid South's 011/y factory authorized representative for: 1\1.anta, UP, Bennett. Comet, Fledge I[ - in stock! Phil and Oliver. Shop: (901) 526-0790. 454-1706 anytime. 382 Washington, Memphis, TN 38105. Dealerships available.

Add $1 to total order for shipping

SEND FOR FREE DESCRIPTIVE BROCHURE PARA PUBLISHING, Books by Dan Poynter P.O. Box 4232·G, Santa Barbara, CA 93103 Dealer inquiries invited

*··············· ** KITE TUBING -tr

** *

WHOLESALE CATALOGUE

$1.00

,..,__

REFUNDABLE

BRIG ~T

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~ IP

ANODIZED

TUBING

SEAMLESS:

1 5/8 1 x .058 x 12 1 (2-19 LENGTHS} ......... $1.38/FT. 1 3/4:: x .049:: x 12: (2-19 LENGTHS} ......... $1.40/FT. i( 1 7/8 x .058 x 12 (2-19 LENGTHS) ......... $1.73/FT. ~ 2" x .049" x 12' (2-19 LENGTHS) ............ $1.79/FT. ~ 1

Model 1 Vario Readout....$40.

i( LEADING EDGE AIR FOILS INC.~ 331 S. 14TH ST.

i&>eLo'jRADO SPRINGS, co.

303-1132-49119

~ ~

**************** MAY1981

( Flask must be supplied by user)

Model 2 Control Bar Vario. $75. Complete & Ready to Mount

4" X 5%" · Weighs less than one pound

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

MAIL ORDERS: Make payrnent,via check, M.O.,

~:~\~~\~~~~~ 6~~1~;s~af: g;,;,,;:;;,~ii~9 u.s. Monies, include $5.00 extra for air shipment. 0

COD charges $2.50 extra. GUARANTEE: 60 days. Satisfaction or Refund 1 year against manufacturers defects. DEALER INQUIRY INVITED ...

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

ODYSSEY has 24' & 26' emergency parachutes for the hang gliding pilot. Lightweight and inexpensive. Dealer inquiries welcome. Don't fly without us! Send for free details. Odyssey, Box 299, Amherst, MA O1002.

Parts & Accessories FLEX FAIRINGS - Produced and sold by Fly-Right. Same high qualitv streamlining prC\·iously produced bv Laminar Systems. Sizes a\'ailabk for all crossbars, kingposts and downtubes. Complete crossbar-kingpost set SSl.75. Contact your local hang gliding dealer or write for information. Fly-Right Hang Gliding Accessories, 3024 Belmont Ave., San Bernardino, Calif. 92407. PROPELLERS - All sizes. Wood, beech, birch, maple. Buy the best. Factory direct. Southern Propeller Corp., 1114 Hinson Ave., Haines City, FL (813) 422-2335.

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

TORREY PINES 1979. Text by Don Betts. Photos b\' Bettina Gray. Pictorial review of hang gliding at Torrey Pines. 40 pages of photos, maps, flying regulations) Jnd history of the area. Excellent booklet for those who have onl\' heard of Torrey Pines. Booklet can also be purchased at site. $2.50 each (encl. pstg.). l'SHGA, P.O. Box 66306-HG, Los Angeles, Calif. 90066. WANTED: TRAVEL HOST/INFORMATION EXCHANGE - I am planning to come to the U.S.A. this summer LO go hang gliding from as many sites as possible. (I am a recognized Hang 4 level glider by the Israeli H.G. Assoc.) For this purpose I would like to exchange information on sites and experiences with U.S. hang glider pilots.

TYPE: 190 Antares. SAIL PATTERN: Keel out -black, brown, gold, yellow, white, white, black tips. Black leading edges. DISTINGUISHING FEATURES: Bow Sprit, silver down tubes, black base tube. WHERE AND WHEN: My yard, Elsinore, Sept. 20, 1980. CONTACT: Jesston Turner (714) 678-1612. Reward.

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

Ultralight Powered Flight SOLO FLIGHT - Wisconsin's first Ultralight Airport/Campground, is now open. Improved drainage, longer runways, more fun flying area. Camping: Tent to full hookups. Solo Flight, Rt. 2 Box 127B, Lyndon Station, WI 53944. (608) 666-3261.

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

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.

ULTRASPORT, INC. - Dealers for Eipper, Quicksilver, and Pterodactyl fledglings. Our only business is power. Call or write for further free information. UltraSporti Inc., 12780 Pierce #14, Pacoima, CA 91331. (213) 896-1805. U-2 KIT still in crate. $500 off list at $2295. Don (303) 473-2987. VOLMER AIRCRAFT- Established 1925. FIRST to fly three control foot launched glider, 1941. FIRST to construct home built amphibian, 1958. FIRST to construct highest performing foot launched glider, 1971. THIRD to construct powered foot launched glider, 1976. FIRST foot launched glider to fly across the English Channel, 1978. Complete plans available. BROCHURE for all our seven aircraft including our VJ24 W - 10 HP Ultralight, $ 10.00. Volmer Aircraft -Box 5222-G, Glendale, CA 91201.

Miscellaneous BUILD YOUR OWN GLIDER PLANFORM COLOR SCHEME, all colors in reusable and rearrangable adhesive strips. A must for custom color buyers. See what it looks like first with Delta Wing kit, $5.00. Bill Bennett, Delta Wing Kites & Gliders, Inc., P.O. Box 483, Van Nuys, CA 91408. (213) 787-6600. Bumper Stickers - "HAVE YOU HUGGED YOUR HANG GLIDER TODAY?" White w/blue letters. $1.40 each (includes postage). P.O. Box 66306, Los Angeles, CA 90066. CUSTOM EMBROIDERED PATCHES. i'vlade to suit your design. Order as little as one piece. Any size, shape, colors. Hein Specialties, Inc., Dept. E205, 4202 N. Drake, Chicago, IL 60618. METAL LICENSE PLATE FRAMES- "I'D RATHER BE HANG GLIDING." White lettering on a blue background. $4. 50 including postage and handling. Californians add 6% tax. USHGA, Box 66306, Los Angeles, CA 90066. PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, W," dia. Inside or outside application. 25¢ each. Include 15¢ for postage and handling with each order. Box 66306, Los Angeles, CA 90066. TEE-SHIRTS with USHGA emblem $5.50 including postage and handling. Californians add 6% tax. Men's sizes

MAY1981

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 l 1h months preceding the cover date, i.e., Feb. 20 for the April issue. Please make checks payable to USHGA: Classified Advertising Dept., HANG GLIDING MAGAZINE, Box 66306, Los Angeles, CA 90066. center of sky blue panel. CONTACT: Jesston Turner (714) 678-1712.

Publications & Organizations

SUPER SOARMASTER Mac-101 engined 1980 PP-106. Extensively customized. One hour's time. Make offer. (602) 995-2627.

Furthermore, I will gladly host any U.S. Hang glider pilot visiting Israel if he/she should contact and will likewise be glad to visit them on my visit to the U.S. - Hagai Goldfarb, Editor, Sky High, The Israeli Aviation Magazine, P.O. Box 5362, Ramat, Gah, Israel.

TYPE: Harrier #6227. White, blue leading edge, Novice Raven #4822. Red leading edge, center out: red, orange, gold, yellow, white. Comet #165463. White, yellow double surface on top, orange on bottom. Gold leading edge. WHERE AND WHEN: Wills Wing, March 1981. CONTACT: Wills Wing, 1208-H E. Walnut, Santa Ana, CA 92701 (714) 547-1344. TYPE: 179 Raven. Purple keel and leading edge. Center out: Blue, green, yellow, orange, red, white. WHERE AND WHEN: Cerritos, CA March 14, 1981. $100 reward. CONTACT: William Rickles (415) 332-3992 or Lakewood Police Station (213) 866-9061 File #481-07950-1312-696. TYPE: Wills SST lOOB. Center out: Dk. blue, It. blue, yellow, orange, white tips. DISTINGUISHING CHARACTERISTICS: No control bar, duck tape on left leading edge, Eipper quick releases. WHERE AND WHEN: March 19, 1981 at Motel 6 on 3100 block of SE Powell Blvd., Portland, OR. CONT ACT: Jim Wiley, Redmond, WA (206) 883-4336 or (206) 258-3372. $100 reward. TYPE: Atlas less battens and washout tubes. WHERE AND WHEN: Home March 2, 1981. SAIL PATTERN: All red with white double surface and white leading edges. DISTINGUISHING FEATURES: Spliced keel, mylar leading edges, resewn panels and trailing edge. CONT ACT: Michael Skito, 8561-L Villa La Jolla Dr., La Jolla, CA (714) 452-7179. Reward. 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

TYPE: Orange Cloudbase harness # 118 with orange Odyssey chute. White bell helmet and instamatic camera. CONTACT: Gary Maddox, 2714 Murtresboro Rd. #118, Antioch, TN 37013. (615) 367-2441. TYPE: SST lOOB. WHERE AND WHEN: Sloan, Nevada, 15 miles south of Las Vegas. SAIL PATTERN: Dk. blue keel, lt. blue, yellow, white tips. Yellow bag. CONT ACT: Mark A. Sevilla, 1900 E. Tropicana #42, Las Vegas, Nevada 89109. (702) 798-7821. TYPE: Atlas. WHERE AND WHEN: July 15, 1980. Rutland, Vermont. SAIL PATTERN: White sail, blue tips. CONTACT: J.J. Lamarche, Box 644, Proctor, Vt. 05765. (802) 438-5789. TYPE: Raven. WHERE AND WHEN: Cantamar, Mexico. SAIL PATTERN: Center out: dk. blue, red, orange, yellow, white. CONTACT: Rod Newton, Box 3009, Chula Vista, CA 9201. TYPE: Eipper Quicksilver with Yamaha 100cc engine, #7F6 400813. SAIL PATTERN: dk. green, It. green, yellow, gold, blue, black. CONTACT: Ken Strong, 4875 Alondra Way, Carlsbad, CA 92008. (714) 729-7813. $1,000 reward. TYPE: Seagull 10.5 merer. WHERE AND WHEN: Fairfield, CA. July 1, 1980. SAIL PATTERN: From keel: white, yellow, orange, red. DISTINGUISHING FEATURES: Initials "M.S." on deflexor claws and battens. Base tube has clear PVC tubing on it. CONTACT: Solano County Sheriffs Dept. TYPE: 1977 Seagull 10.5 Meter. WHERE AND WHEN: May 18, 1980, Dog Mt., WA. SAIL PATTERN: Black leading edges, black tips, black keel pocket. All other panels white. DISTINGUISHING FEATURES: Two tubes had been replaced with new black anodized tubing. Bag was not stolen. CONTACT: John Elliott, 6549 24th Ave., NW, Seattle, WA 98117 (206) 783-4529. TYPE: Seagull 10.5 Meter. SAIL PATTERN: Center out; light brown, dark brown, black, white, white leading edges. DISTINGUISHING FEATURES: 1/8" side flying wires, yellow fairings. WHERE AND WHEN: April 26, 1980, Phoenix, AZ. CONTACT: l!.S. Hang Gliders, 10250 N. 19th Ave., Phoenix, AZ 85021, 944-1655. $250 reward. As a service to the hang gliding community, HANG GLIDING Magazine publishes free information on stolen gliders. If your glider is missing, send us a complete description along with your address and phone number to: USHGA, Box 66306, Los Angeles, CA 90066. New listings appear at the top of the column in bold.

USHGA MERCHANDISE ORDER FORM

8-2 8-3 8-4 8-5 8-6 8-7 8-8 8-9 8-10 B-11 B-12 8-13 8-14 8-15 8-16 8-17

PRICE

BOOKS

QUANTITY B-1

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 considerations. HANG GLIDING AND FLYING CONDITIONS by Dennis Pagen. Micrometerology for pilots. 90 Illustrations. HANG GLIDING AND FLYING SKILLS. by Dennis Pagen. 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 instruction 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. photos 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. Pocket size. skills signoffs (all levels). glossary of terms. awards.

AMOUNT

S 7.95 S 2.00

S 3.50 S 6.50

S 6.50 S 6.50 S 6.50 S 7.50 S 8.50 S 2.75 S 4.35

S 6.50 S 3.98

S 1.00 S 2.50 S 1.50 S 2.95

ITEMS l-1A

)

1-18 1-2

l-1A---

1-3

I-• 1-5--

1-5

1-11

1-6 1-7 1-8 1-9 1-10 1-11

1-9

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

S 6.50 S 6.50 S 6.50 S 5.00 $12.00

S 1.00

s .25 S 300

s .10 S 4.50 S 8.95 S 1.40

HANG GLIDING/GROUND SKIMMER BACK ISSUES 1-7

"'SPECIFY BY CIRCLING ISSUE NUMBER"'ISSUES NOT NUMBERED ARE SOLD OUT"' PRINTED COPIES: 20, 21, 22, 23, 24, 25, 28. 29, 30, 31, 33, 34, 36, 37. 41, 42, 43. 44, 45, 47, 58, 59, 61, 62. 63, 64, 65, 67, 68, 69, 70, 71

S .40

PRINTED COPIES: 73, 76, 77, 78, 80, 82, 83, 86, 87, 88, 89, 90, 91, 92, 93, 94, 95 through current issue

S 1.50

"'NO TAX OH MAGAZINES .. '

1-6

MAGAZINE SUB TOTAL MERCHANDISE SUB TOTAL

(Californians add 6% tax on merchandise only) TOTAL Ordering Information: All prices include postage and handling. (Prices subject to change without notice.) Enter quanlity and price of each item ordered. Allow 3-4 weeks delivery (8 weeks for Foreign). All orders are mailed by the cheapest available rate. If you wish to re-

NO CHARGE ITEMS

ceive your order faster, please include sufficient postage funds. No C.O.D.'s.

Foreign Orders: USHGA will ONLY accepl foreign checks payable on a U.S. bank in U.S. funds.

NAME _ _ _ _ _ _ _ _ _ USHGA # _ _ __ (Please Print)

l/SHGA MEMBERSHIP APPLICATION FORM (#4)

USHGA POWERED ULTRALIGHT RATING (PART 105)

USHGA MERCHANDISE ORDER FORM (#14)

ACCIDENT REPORT FORM (#15)

USHGA LILIENTHAL AWARD FORM

SOURCES OF DEALERS, SCHOOLS, ETC. (!8)

USHGA BASIC SAFETY REGULATIONS (Par I 1001

Specily state _ _ _ _ _ _ _ _ __

USHGA PILOT PROFICIENCY PROGRAM (Part 104)

ADDRESS _ _ _ _ _ _ _ _ _ _ _ _ __ CITY

STATE _ _ _ ZIP _ _ __

MAIL WITH CHECK OR MONEY ORDER TO: USHGA, PO BOX 66306, LOS ANGELES, CA 90066

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

SL200

34'8" Span 32'8" 120° Nose Angle 120° 200 ft 2 Sail Area 175 ft 2 Y2° Billow Y2° 170-210 lbs 125-175 lbs Weight Range 15 mph 16 mph Stall Speed 47 mph 49 mph Top Speed Fully HGMA Certified The Proof Is In the Performance.

FLIGHT DF.sIGNS P.O. Box 1503 • Salinas, CA 93902 • (408) 758,6896

Flight Designs delivers the goods. We're jam-packed with the stuff you want at bottom line prices!

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