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

FOR I TE RMEDIATE OR ADVANCED PILOTS For years our flight Parl on lookout ~ountain has been recognized as

the leading soaring site in the eastern United States And nO\'\. 11 ·s possible to tly lookout at no cost Just bring three mends Oogerher or one at a time) ror beg1nn1ng hang gliding lessons . and you ·11 rece1\.e a FREE one·vear Flight Pass -

a S6S value. Call or \Hite tor more inrorma11on

FO R BEGI

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In add111on to opera11ng a rull-rledged Fhght Park "e teach lessons daily year-round . Our 100-acre tra,mng center otrers ™-O superb hills allo1,,1ng you to learn in a minimum of time Under the expert superv1s1on or our rra1ntng pro1ess1onals ou ·11 advance quickly to mountain rlying. Ir you have the desire to learn ...... e ha,e the plan to Tit vour budget and personal schedule Write or call ror more 1nrormat1on Whether you ·re an ad\anced pilot looking tor a "'a y to earn a Free Flying Pass. or a beginner seei...ing expert tnstrucl!on. we have a program tor you So include us in your vacation plans this )"ear

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I/ O I I I I I I

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Rt. 2, Box 215H • Rising Fawn, CA 30738 • 404 / 398·3541

Innovative Hardware: Progressive Aircraft Company's introduction of the ProAir is the result of an extensive engineering program that has produced a high performance hang glider a generation ahead of its contemporaries. Initially, a commitment to the objective re-examination of design parameters revealed the necessity for an entirely new approach to ultralight hardware. Material and tooling processes largely unknown to the industry were investigated and ultimately tested in prototypes, each component carefully considered in relation to the whole. The resultant final design sets an unequalled standard of integrity. The labor-intensive production process required to maintain the highest degree of quality and precision limits m·ass production. Thus each glider receives the critical attention to detail that sets the ProAir above all others. Photos by Wink

Optimum Performance: The ProAir's remarkable performance range begins at a mild, predictable stall, and extends to a top end of high speed that still retains an excellent glide. The unique cable-restrained floating cross bar, in conjunction with the short wing span results in a superior roll rate. The low twist and carefully defined semi-rigid airfoi I utilizes the moderate aspect ratio planform to attain the superior performance that the competition pilot demands. Enclosing both the crossbar and the floating tip struts reduces parasitic drag to a minimum. This efficient utilization of higher wing loading capabilities opens new horizons in cross country flying. Perfect static balance and tight lower wires allows for ease in ground handling and launch. The choice of two alternate set-up/ breakdown procedures means greater flexibility in the field. And, for shipping or storage, the package quickly breaks down to 12 feet or less.

Specifications: Model

180

140

area leading keel span nose

185ft. 2 17.5 ft. 8.75 ft. 31.4 ft. 124° 5.33 63 lbs. 160-220

142 ft. 2 16.0 ft. 7.75 ft. 28.6 ft. 124° 5.76 54 lbs. 100-175

air weight pilot lbs.

Standard Features: zero billow, double surface sail • cable restrained, enclosed cross bar with safety wire • deflexorless leading edges • aluminum/ Lexan® composite ribs • lower surface battens • bubble batten pockets • mylar leading edge inserts • breakdown triangle bar • fully enclosed washout struts • adjustable upper rigging & quick tensioner • sail tension adjustors • coated cables with heat shrink & Never Kinks'" • perfect static balance • two alternate set-up/ breakdown procedures • breakdown leading edges for shipping & storage • complete with suspension loop, batten bag & fully zippered glider bag

Fully USHGA certified to 1981 standards

,a,..•,.•••lve aircraft company

4544 E. Industrial St., Simi Valley, CA 93063 • 805/583-1014

EDITQR: GIi Dodgen MANAGING EDITOR: Glenn Brinks ASSOCIATE EDITOR LAYOUT & DESIGN: Janie Dodgen STAFF PHOTOGRAPHERS: Leroy Grannis, Bettina Gray, Stephen Mccarroll ILLUSTRATORS: Cathy Coleman, Harry Martin OFFICE sr:.i..FF: -MANAGER: Carol Velderrain Cathy Coleman (Advertising) Amy Provln {Ratings) Llni;Ja Stahlberg (Membership) Tlr1? Gertsch (Accounting) USHGA OFFICERS: PRESIDENT: David Broyles VICE PRESIDENT: Lucky Campbell SECRETARY: Ewart Phillips TREASURER: BIii Bennett

ISSUE NO 105

Hang eliding CONTENTS FEATURES

5 6

EXECUTIVE COMMITTEE:' David Broyles Doug HIidreth Dennis Pagen USHGA REGIONAL DIRECTORS RE$10N 1: Doug HIidreth. REGION 2: Pat Dehevan, George Whitehill. REGION 3: Rob Kells, Mike Turchen. REGION 4: Lucky Campbell. Carol Droge, REGION 5: Steve Baran, REGION 6: Dick Turner. REGION 7: David Anderson, Ron Christensen, REGION 8: Charles LaVersa. REGION 9: Les King, William Richards, REGION 10: Richard Heckman, Scott. Lambert, REGION 11: Ewart F/hllllps, REGION 12: Paul Rikert. EX-OFFICIO DIRECTOR: Everett Langworthy, HONORARY DIRECTORS: BUI -Bennett, John Lake, John Harris, Hugh Morton, Vic Powell. DIRECTORS-ATLARGE: David Broyles, Jan Cdse, Phil Richards. Keith Nichols, Dennis Pagen. The United States Hang Gliding Association - Inc, Is a division of the National Aeronautic Assoclatiqn (NA.A.) which Is the official U.S. representative of the Federation Aeronautlque lntetnatlonale (FAI), the world govern-·ing body for sport aviation. The NAA, which represent~ the U.S. at FAI meetings, has dele- , galed to __ the USHGA supervision of FAI-_ - reldted hang gliding activities such as recor<:I attempts and competttlon sanctions, HANG GLIDING magazln<1 ls publ)shed fOf hang gUdlng sport enthusiasts ta create fllrther Interest In the sport, by a means of OJ)lln communication and to advance hang gUdlng methods and safety, Contrtbullons are welcome. Anyone Is Invited to contribute articles, photos, and-Illustrations concerning hang gliding, activities, If the material Is to be returned, a stamped, _self-addressed return envelope must be enclosed .Notification must be mode of submission (o oth<,r hang gliding publications, HANG GLIDING magazine reseNes the right to edit contrl- _ bunons where necessary, The Associatto11 and puollcatlon do not assume responsibility for the material or opinions of contributors, HANG GLIDING magazine is published monthly by · the United States Hang Gliding Association, Inc. wh9se mailing address is P.O Box 66306, Las Angeles, Calif 90066 and whase offices ore located at 11423 Washington Blvd, Los Angeles, Caflf. 90066: telepho00 (213) 390-3065. Secondclass postage is poio at Los Angeles. Calif HANG GLIDING magazine is printed by Penn Lithe. Cerritos, Cail The typesettin,J is provided by 1st lmpra;sloh Typeset!ing S,arvice. Buena Park; Calif. - (/61ar separations by Scanner Hause of Studio City_ Calif. The USHGA is a member-controlled educational and scientific organimtion dedicated to exploring all facets of ultralight flight. Membership is ap,;,n to anyone interested in lhis realm of flight. Dues f¢r full membership are $29.50 per year (S-32.50 for foreign addresses); subscription rates are $22.50 for one yeai S40.00 for two years, $57 50 far three years. Changes of address should be sent six weeks in advance, inclyding name, USHGA membership number,cpreviOljS and new address, and _a mailing label fr6rn a recSnl -issue.

OCTOBER 1981

by Gil Dodgen BOARD REPORT USHGA's RESPONSE TO FAA NPRM ON HANG GLIDERS AND OTHER ULTRALIGHT from the USHGA Board of Directors VEHICLES THE 1981 USHGA/BLUE by Kirk Russell STRATOS NA TIO NA LS photos by Bettina Gray

1981 GROUSE MOUNTAIN INVITATIONAL

OSHKOSH '81

GLIDER EVALUATION ProAir180 LOOP DROOP (Singin' The Tumblin' Blues)

by Lynn Miller photos by Leroy Grannis by Glenn Brinks photos by Dave Terry

by Ric Lee

by Alan Chuculate

DEPARTMENTS 8 ULTRALIGHT CONVERSATION INDEX TO ADVERTISERS 8 CARTOON by Harry Martin 11 USHGA REPORTS 13 NEWS AND NEW PRODUCTS 14 15 MILESTONES 16 THE RIGHT STUFF by Eric Fair USHGA CHAPTER NEWS 29 41 CONSUMER INFORMATION 42 POWER PILOT by Glenn Brinks 43 BOOK REVIEW by Glenn Brinks 44 CLASSIFIED ADVERTISING STOLEN WINGS 50 COVER: Gary Wood and on aerial view of the takeoff on Ml. McClellan near Carson City, Nevada at the recent U.S. Nationals, Pr,oto by Leroy Grannis. CONSUMER ADVISORY: Hang Gliding Magazine and USHGA Inc., do not endorse or take any responsibility for the products advertised or mentioned editorially within these pages. Unless specifically explained, performance figures quoted in advertising 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.

WE THOUGHT ~ · YOU'D LIKE To KNow If it has to do with flying, look to

FLIGHT DESIGNS: What you need now And even more in the future. • Custom cocoon harnesses, with internal chute bag, 2 stage ballast containers, glider-bag storage pockets. • Top quality helmets. • Full line of instruments. • Boat-towed para sails for water fun. • Complete stock of T-shirts, flight suits, hats, etc. • Wallets, windsocks, posters. Send for your $2. TOTAL FLIGHT catalog today Refundable with first purchase.

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USHGA BOARD REPORT and Comment by Gil Dodgen At the August 14-16, 1981 Board Meeting of the USHGA the following resolution was passed: 1) That a hang glider be defined as a fuelless, foot-launchable aircraft. 2) That it be reaffirmed that the USHGA's primary function is the promotion of hang gliding in the best interests and according to the desires of the membership of USHGA. 3) That the USHGA file an exception to the FAA's NPRM that defines hang gliders to be the same as ultralight aircraft. 4) That the USHGA transfer any information that it has pertaining to ultralight aviation to groups representing ultralight pilots. Plan B insurance, which covers tandem and powered flight, will still be available to USHGA members who wish to pay the additional premium. George Whitehill proposed that we, the USHGA, devote one year to the transfer of material, information and programs that the organization has developed to those interested in the powered ultralight movement, and that we help and encourage groups representing the movement. As of September 1, 1982 all USHGA involvement will cease. As far as this publication is concerned this issue will be the last to contain material relating directly to powered ultralight activity. The material contained in this issue was planned and prepared prior to the meeting and so appears as planned. After this issue you will see no more articles on two-stroke engines or propellers. We will publish articles containing information on power only when it relates to the piloting of foot-launched fuelless hang gliders. Such information might include the towing of hang gliders by powered ultralights or the use of power as an alternate means of launch to attain soaring flight in a hang glider. We will continue to publish consumer advisories that relate to safety problems with ultralights in order to give that information maximum exposure. It was clear that our organization had reached a crossroads. It was my feeling that if the USHGA was to cater to the ultralight movement that we would have to provide services and a publication that would not only service the needs of power pilots, but also compete with the other groups that are organizing. Essentially that would mean that the OCTOBER 1981

U.S. Hang Gliding Association would have to become the U.S. Ultralight Aviation Association. The Board voted, appropriately I feel, to return to the sport of hang gliding. It is clear that, had we taken the former route, we would soon have been overwhelmed by the power movement; there is no question that it will totally overshadow hang gliding in participants and money. The smart businessman will head in that direction, but it is not our function or purpose to be a big business. In the end I think we are enviable. The things that people stick with in life are the ones that present a challenge; they are the things at which we keep getting better. Soaring a hang glider is such a challenge. It's the big chess game in the sky. I think we'll be seeing converts after some power pilots tire of driving around in the air.

NEW OFFICERS The following officers were elected by acclimation. President - Vic Powell; VicePresident - Doug Hildreth; Secretary - Liz Sharp; Treasurer - Ken Koerwitz. The executive committee will be comprised of Dave Broyles, Vic Powell and Doug Hildreth. Directors at large for 1982 will be: Keith Nichols, Jan Case, Dennis Pagen, Vic Powell and Liz Sharp.

COMPETITION COMMITTEE Keith Nichols pointed out that most USHGA Regionals had insufficient communication with members. In the future, mailing labels and ratings should be requested early. Regional Directors are responsible for the meets, so contact your Director early next year if you were left out.

ACCIDENT REVIEW Doug Hildreth is our new accident review chairman and he has been doing a super job since the retirement of R.V. Wills. He will be submitting reports to be published in Hang Gliding magazine at regular intervals and will keep us up-to-date on any accident trends in the sport. He emphasized at the meeting that

pilots should not assume others have filed accident reports. Any and all information is important to us.

MEMBERSHIP AND DEVELOPMENT Pat Denevan will be our new chairman in this department. He will also head the Site Procurement Committee. His goals will be to promote our current services and to encourage hang glider pilots to support our organization with their membership. With the next issue we will start publishing the names of appointees and those who have attained awards and advanced ratings in order to help recognize those who are active in, and contribute to our association. A resolution was passed to thank Dick and Terry Turner for their efforts on the Membership and Development Committee. They did a terrific job in promoting our organization.

FINANCE REVIEW Inflation has been as hard on us as it has on everyone else. Dues will increase this month to $29.50 with subscription rates increasing to $22.50. Magazine cover price will be $2.00 and Plan B insurance premiums will increase to $25 per year. It has been close to a year-anda-half since our last increase. See Vic Powell's finance report in this issue.

FAA NPRM RESPONSE I won't go into great detail here since the NPRM and the USHGA response and proposed revisions are published elsewhere in this issue. This is perhaps the most important single issue which the Association has ever addressed. Your response is critical. The Board voted unanimously to do a direct mailing to the members to encourage feedback to the FAA. Write a letter today. It was an historic Board of Director's meeting. Our path is now chosen. We hope that you will choose to join us in serving the world's greatest sport. Our strength is in our numbers, energy and enthusiasm. ~

USHGA'S RESPONSE AND PROPOSED CHANGES TO FAA NPRM ON HANG GLIDERS AND OTHER ULTRALIGHT VEHICLES ATTENTION PILOTS! Thi's is it. We have until November 23, 1981 to let them know what we think. Included here is the official response to the NPRM from the USHGA Board of Directors along with the text of the notice and the addresses for your response. Don't put together a form letter and have your friends sign it. Write your own carefully worded letter and be polite and reasonable. If you haven't already done so, sit down and write a letter today.

USHGA's Response To FAA Docket #21631; Notice #81-6 The United States Hang Gliding Association (USHGA) has been involved with hang gliding and ultralights since the beginning of both sports. The membership of our organization is made up of pilots flying either hang gliders, ultralights or both. With this background, we feel that we can provide important information with respect to the recently released NPRM. We do not believe that the NPRM addresses the reality of hang gliding; it seems to be directed at ultralight aviation. In our experience, the differences between the two are so vast that we have decided to terminate our involvement with ultralights. It is our position that the proposed rules are inappropriate for that reason, and that hang gliding should retain its current self-regulated status. The following statement is found in the sup· plementary information accompanying the NPRM: "Hang glider manufacturers, operators, and associations within the U.S. have adopted terms such as 'ultralight,' 'microlight,' and other similar terms to describe hang gliders and powered hang gliders." This is not entirely true. As the only national hang gliding organization, the USHGA makes a definite and total distinction between hang gliders and ultralights. By our definition, hang gliders are unpowered, foot launched air vehicles. Ultralights are powered, lightweight, air vehicles. The definition in 101.l(a)(3) of the NPRM is in accord with our definition of ultralights. The method of sustaining flight in hang gliders consists of exploiting local weather and topography in a manner that is silent and unobtrusive. Hang gliders are slower and lighter than ultralights, they carry no fuel or engine (presenting no fire hazard) and have the 6

capability of landing in an area smaller than every type of aircraft except the helicopter. We are greatly disturbed by the definition "single place" as applied to hang gliders. Tandem flights have had a historical place in hang gliding instruction. The current USHGA rules require that one of the pilots be Hang 4 (Advanced) with a tandem endorsement and that the other pilot be at least Hang I (Beginner) currently under instruction. We would be distressed to lose this valuable teaching tool as the price of regulation. Further, there is a world record category for tandem place gliders. The rule as currently worded would preclude USHGA from participation. The administrative programs of the USHGA have matured greatly in the last several years providing us with better control of our membership through our ratings and programs. We have for several years intro· duced and tested for knowledge of the relevant portions of FAR part 91 subpart B starting at the beginner level. We believe that such information, in conjunction with the pilot/site rating program, facilitates safe operation with respect to general aviation. In keeping with the FAA policy of applying separate rules to airplanes and gliders, we feel that the same distinction should be applied to this new category of air vehicle. We take particular exception to the sections of the NPRM detailed in the attachment and have enclosed appropriate recommendations. USHGA Board of Directors P.O. Box 66306 Los Angeles, CA 90066 (213) 390-3065

USHGA's Proposed Changes to FAA Docket #21631; Notice #81-6 101.43 Our experience has shown that some of our finest smooth air, ridge soaring conditions can occur during the evening hours. Under these conditions, seldom if ever, do altitude gains substantial enough so as to interfere with conventional air traffic occur. And we have found that with proper lighting we can operate as safely as conventional aircraft under these night flying conditions. Due to our experience we would like to suggest that FAR 101.43 be modified to read: No person shall operate a hang glider except during the period from one hour

before sunrise to one hour after sunset while visibility is still sufficient to allow safe operation of the hang glider; A. except if the hang glider is equipped with aircraft red or aircraft white anticollision lights; and B. except if the hang glider is equipped with red and green wing tip directional lights. 101.47 We recognize the necessity of applying the minimums in Part 91.79 to heavy, highspeed aircraft to prevent any threat to the general public. However, we feel it is inappro· priate to apply restrictions to hang gliders pro· hibiting flight over congested areas due to their light weight, low air speed, lack of fuel and their ability to land in very small areas without endangering persons or property. General aviation aircraft are permitted to fly no lower than 1,000 feet over a given area and a rotorcraft is allowed to fly at any altitude consistent with safe operation. The wording of Part 101.4 7 effectively prevents hang gliders from flying over a congested area at any altitude. In an emergency situation hang gliders are capable of landing in a smaller area than conventional aircraft. We feel that Part 101.47 should be reworded to read: No person may operate a hang glider over any congested area of a city, town, or settlement, or over any open air assembly of persons or property in a manner that may endanger persons or property, or at an altitude insufficient to ensure a safe landing. 101.49 Should be changed to state that for the purpose of right-of-way hang gliders should be categorized with gliders. To enhance safe operations, expanding the use of a symbol on sectional maps marking areas commonly used by hang gliders in much the same way as parachute and gliders are marked, along with NOT AMS of a similar nature, is recommended to help educate all airmen. We recommend that IO l.49(b) be changed to read: No person may operate a hang glider or ultralight in a manner that creates a potential collision hazard with any aircraft or hang glider or ultralight. .,.. HANG GLIDING

4910 - 13 DEPARTMENT OF TRANSPORTATION Federal Aviation Administration (14 CFR Part 101) (Docket No. 21631; Notice No. 81-6) HANG GLIDERS AND OTHER ULTRALIGHT VEHICLES Proposed Operating Requirements AGENCY: Federal (FAA), DOT.

Aviation

~91.1 (Amended) 1. By amending f91. l(a) to add "ultralight vehicles" to the exception clause in the applicability provision by deleting the words within the parentheses and substituting for them the words "other than moored balloons, kites, ultralight vehicles, unmanned rockets, and unmanned free balloons governed under Part IO I of this chapter."

Administration

ACTION: Notice of Proposed Rule Making. SUMMARY: This notice proposes to establish rules governing the operation of hang gliders and other ultralight vehicles in the United States. The proposal would apply the new rules to single occupant, lightweight designs that are less than 155 pounds, with a fuel capacity of 15 pounds or less, and which have no U.S. or foreign airworthiness certificate. The proposed rules would govern the operations of ultralight vehicles, including specification of daylight operations and those areas that would require prior authorization of air traffic control (ATC). The rules for ultralight vehicles are needed to achieve an acceptable level of air safety by reducing potential conflict with other airspace users and to provide protection to persons and property on the ground. Under the proposal, ultralights which weigh 15 5 pounds or more, have a fuel capacity of more than 15 pounds, or have a U.S. or foreign airworthiness certificate are subject to existing regulations, including the certification and operating requirements for aircraft and operators. The regulatory objectives of the proposed rule are consistent with, and achieve the purposes of, Executive Order 12291 issued February 17, 1981 (46 FR 13193; February 19, 1981), and have been chosen to maximize the net benefits to society at the least possible cost. DATE: Comments must be received on or before November 23, 1981. ADDRESS: Send comments on this proposal in duplicate to: Federal Aviation Administration, Office of the Chief Counsel, Attn: Rules Docket (AGC-204), Docket No. 21631, 800 Independence Avenue, SW., Washington, DC 20591; or deliver comments in duplicate to: FAA Rules Docket, Room 916, 800 Independence Avenue, SW., Washington, DC. Comments may be examined in the Rules Docket on weekdays, except Federal holidays, between 8:30 a.m. and 5:00 p.m. FOR FURTHER INFORMATION CONTACT: Ken Peppard, Air Traffic Rules Branch (ATT-220), Airspace and Air Traffic Rules Division, Air Traffic Service, Federal Aviation Administration, 800 Independence Ave., SW., Washington, DC 20591; telephone (202) 426-3128. OR Arthur C. Jones, Operations Branch (AF0-820), General Aviation and Commercial Division, Office of Flight Operations, Federal Aviation Administration, 800 Independence Ave., SW., Washington, DC 20591; telephone (202) 426-8196.

OCTOBER 1981

PART 91

trol zone, terminal control area, or positive control area unless that person has appropriate prior authorization from the air traffic control facility having jurisdiction over that airspace.

f\01.47 Operations over congested areas. No person may operate an ultralight vehicle over any congested area ofa city, town, or settlement, or over any open air assembly of persons.

2. By revising the title of Part 101 to read "Part 101 - Moored Balloons, Kites, Ultralight Vehicles, Unmanned Rockets, and Unmanned Free Balloons."

~IO 1.49 Operations near aircraft and other ultralight vehicles; right of way rules. (a) Each person operating an ultralight vehicle shall maintain vigilance so as to see and avoid aircraft and other ultralight vehicles and shall yield the right of way to all aircraft.

fJ O1.1 (Amended) 3. By amendeing fJO 1.1 as follows: a. By redesignating paragraphs (a)(3) and (a)(4) as paragraphs (a)(4) and (a)(5), respectively, and by adding a new paragraph (a)(3) to read as follows:

(b) No person may operate an ultralight vehicle in a manner that creates a potential collision hazard with any aircraft or other ultralight vehicles.

PART 101

fJOl. Applicability. (a) This part prescribes rules governing the operation in the United States of the following: (3) Except as provided for in ftOl.7, any ultralight vehicles, which for the purposes of this part, means any powered or unpowered vehicle that (i) Is used or intended to be used for manned flight in the air by a single occupant; (ii) Weighs less than 155 pounds dry, empty weight; (iii) Has a fuel capacity not exceeding 15 pounds; and (iv) Does not have any U.S. Or foreign airworthiness certificate. ftOl.5 (Amended) ([OJ.7 (Amended) 4. By amending fJOl.5 and paragraphs (a) and (b) of r 101. 7, in each case, after the comma following the word "kite" by adding the words "ultralight vehicle" followed by a comma.

Subpart E (New) 5. By adding a new Subpart E to read as follows:

Subpart E -

Ultralight Vehicles

f lQ 1.41 Applicability.

This subpart applies to the operation of the ultralight vehicles (as defined under (101. l(a) (3)) in the United States. ~ 101.43 Daylight operations.

No person may operate an ultralight vehicle except between the hours of sunrise and sunset. f[Ol.45 Operations in certain airspace. In addition to the requirements under ~~101.5 and 101.7 of this part, no person may operate an ultralight vehicle within an airport traffic area, con-

fJOl.51 Visual reference to the surface. No person may operate an ultralight vehicle except by visual reference with the surface sufficient for the safe operation of that ultralight vehicle.

f[Ol.53 Flight visibility and cloud clearance requirements. No person may operate an ultralight vehicle when the flight visibility or distance from clouds is less than that in the following table, as appropriate: VISUAL FLIGHT RULES Flighl Ahltudc5 (<J ! ,100 ftet or le11abmetht;urfacc 1eg.rdlt11 of .\ISL almude (\)\\"1thmconuo\lcd o;r1r,~e -

.'r\lnlmum Fllgh1 \'l1ibili1y

Mlnlmum

Dlnanc, fromCloud1

} ~[l[UlC mJ\cl

~(},J fret ~!O'.\ l,C>C-0 feet abou 2,({Xlfaiho11zon1a!

l 1LHU1e m1\e

Ck.rofc!oud1.

3:1torntemiles

SOJ futbdo" l,O(),) feel abJ1e 2,000 fut homonia!

{2) O,m1dc rnnuolleJ ~,rip:..:;: -

1 >tolute m1k

500fce1b:!o"' 1,000 feet abme 2,l)(l(lfrcth<J111,m1al

(s:J.\\oreihanl,2U'Jfe;:t ~N,e th~ lurfa.:e Jrhl at or ~NH lll,(l{)O feet .\ISL

5 1tarnc m11n

tlJ Ou111deconcrolled

{bJ.\\orcth.nl,2uilfoci o:-,,.,,e 1hc 1urfas:e but ~nl

th.rn 10,000 .\\SL (l)\\"uh,r,cornrolled

1,00,)fcetbelo,,. l,L'-0,..l feet abo\"e l 11a1uc mile hvnzontal

qol.55 Inspection requirements. Each person operating an ultralight vehicle under this part shall, upon request, make the vehicle available to the Administrator, or the Administrator's designee, for inspection (including inspection of the vehicle in operation at the launch and recovery site) to determine compliance with the requirements of this part.

(Secs. 307, 313(a), 60l(a), 602 and 603, Federal Aviation Act of 1958 (49 U.S.C. H1348, 1354(a), 142l(a), 1422, and 1423; Sec. 6(c), Department of Transportation Act (49 U.S.C. ~1655(c)); and 14 CFR l 1.45.)

~LTRALIQNT CONVERJAT10N

landed? The counnyside around the condor sanctumy is ve1y rugged, which makes it difficult for ground teams to follow the birds, as they soon drop ollt of sight behind a cliff It also occurs to me that an experienced hang glider pilot, through his understanding of thermals and the relation of c1ir currents to topography, might have better hunches than most people about the route a condor will follow, because of course the condors depend on the same air currents. I will welcome any suggestions you might have.

Soaring With Condors

Daniel Goodman

Dear Editor,

Aerial Techniques .............................................................. 37 Aqua Marine ......................................................................... 15 Bennett Delta Wing Gliders ...................... 30, 31, 51, BC Dar ............................................................................................. 29 Eco Nautics ........................................................................... 49

This August, while soaring at Sylmar, I sighted a California condor. The condor is easy to identify - up to a nine-foot wingspan, black with white spear tip triangular markings completely surrounded by black on each wing, finger-like feathers flaring out at tips and an orange head. I contacted Dr. Daniel Goodman affiliated with the University of California Scripps Institute. Here is his reply. I feel using the hang glider to help save the condor would lend a tremendous boost to positive public feelings. The publicity would be dynamite! Please ask any interested soaring power pilot to contact him. Have them present a plan stressing the great versatility and safety of a powered kite and how they would handle a condor tracking mission without disturbing the birds or the environment. Here is his address: Dr. Daniel Goodman, Department of Biology, Montana State University, Bozeman, Montana 59717. Rome Dodson Sepulveda, CA Dear Mr. Dodson, Thank you for information on a condor sighting. These sons of reports are ve1y important to us; I will appreciate being informed of any further sightings. I should like to take this opportunity to ask your advice on a related matter. One of the greatest obstacles to [earning more about condors has been the difficulty in following them. The Condor Advismy Committee has considered a number of options; and one which we wish we knew more about is following the birds from the air in a glider or hang glider. We take it for granted that if the bird were intent on gaining altitude, it could get away from a glider. But much of the time the birds skim along at lower elevations, following currents associated with specific ridges (even sinprisingly low ridges will do), and then, perhaps, a glider could stay above them, and radio information down to a ground crew. Do you think this would be feasible for a hang glider? Also, how rough a terrain could a hang glider reasonably soar ove1, provided he stayed in radio contact with a 4 x 4 ground crew that would be able to get him out wherever he

INDEX TO ADVERTISERS

Air Tows

Flight Designs ................................................................... 4, 12

Dear Editor,

Glider Rider ........................................................................... 28

I had occasion to be towed by the experimental tug, air tow system, that you have been reading about, and I have seen the Fledge towed in the same way. As was pointed out, because both tug and glider have similar mass; both tend to affect each other. The glider acts as a long tail for the tug, and the tug works like a long canard for the glider. The Fledge tows very well, primarily because a Fledge, like many rigid wings, uses tip rudders to yaw the plane through a turn, thus producing a roll (yaw induced roll). Therefore, when the tug turns to the right, the Fledge is yawed to the right and a nice roll follows. However, a Rogallo-style, weight shift, wing is turned by means of roll induced yaw (you weight right, the glider rolls right, and lifts and yaws through the turn). When the tug turns right, the glider is yawed (by the towline) to the right, but, unlike the Fledge, has a strong tendency to roll out, or left, the opposite way. It was my experience, once the glider started to roll or lock out, that with all my weight, (200 lbs.) high sided, the glider (Comet 165) would not respond and roll in. The primary corrective action to overcome an impending lockout is to speed up, slacken the tow line, and get back on line behind the tower. Apparently, the tug must maintain 30-35 mph in order to fly safely, this is fast towing and even with the fast Comet, bar stuffed, I could not gain on the tug, and the inevitable lock outs required early release. By the way, on my last attempt, the safety release at my end failed, and I was just short of stuffing it in at blurring speed, when the tug cut me loose (thanks, Jay). The required high speed pull-out deformed the battens in the Comet. The answer is probably a slower tug. At any rate, I STRONGLY suggest that experimentation with air towing Rogallos be undertaken with great caution and a quick trigger on a fool proof release system.

Hall Brothers .......................................................................... 49 Hang Gliding Press ............................................................. 4 Kitty Hawk Kites .................................................................... 17 Leaf ........................................................................................... 49 Lookout Mt........................................................................... IFC Makiki ...................................................................................... 46 Manbirds ................................................................................ 9 Manta Products .................................................................. 49 Pagen ....................................................................................... 13 Para Publishing .................................................................... 44 Progressive Aircraft ........................................................... 1,2 Rotec ...................................................................................... IFC Snyder Ent.............................................................................. 45 Soarmaster ............................................................................ 4 7 Spectra Aircraft ................................................................... 41 Superior Rack ....................................................................... 44 Ultralight Pub ......................................................................... 17 USHGA ....................................................................... 28, 47, 52 Whole Air Magazine .......................................................... 48 Wills Wing, Inc ....................................................................... 23

AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing l1/2 months preceding the cover date, i.e. Mar. 20 for the May issue.

Jerry Noland Santa Cruz, CA HANG GLIDING

From Prentice-Hall:

MAN BIRDS: Hang Gliders & Hang Gliding BY MARAL YS WILLS

A fast paced, entertaining new book, written with humor, insight, and a rare appreciation of individual achievements. Manbirds takes the reader from hang gliding's exhilarating, fumbling past to its soaring present.

* 8 pages of color, 150 black-and-white photographs

* "How to Fly" written by Chris Wills, M.D. * 40-page appendix, including world-wide flying sites

"Maralys Wills said, 'above all, I want the book to be interesting.' It was that and more ... Chris Wills' story of the filming adventure in Greece was more interesting and exciting to us than the finished movie ... a valuable addition to the literature on hang gliding." Francis M. Rogallo "Few people are as qualified as Maralys Wills to chronicle the modern history of foot-launched aviation ... her personal involvement has allowed her to tell the story with rare insight and understanding." Mike Meier "Manbirds is the first book on hang gliding written from the pilot's point of view. Maralys Wills is of hang gliding. She has a feel for what the sport is and the ability to write it down well ... Manbirds will help you cherish your own personal discovery of flight and will help non-flyers understand what the words 'hang gliding' mean .... Excellent." Chris Price "A technical, historical, sentimental, humorous look at hang gliding ... amazing shots of fragile, homemade gliders by pioneers of the sport, as well as breathtaking color plates of some of the most beautiful photographs ever taken ... the first complete compilation of world-wide hang gliding champions." Dean Tanji "Of the thirty or more books I've read on my sport, Manbirds stands alone as a true and accurate reflection of hang gliding and its participants. The evolution of our attitudes and techniques as well as the psychology of hang gliding is brought out by interviews with all the sport's greats ... very contemporary ... I will happily recommend it to my students." Ken DeRussy "A must for everyone interested in hang gliding ... gives the history and flavor of the sport, as well as authoritative tips and instructions on equipment and flying. But it deserves a far wider audience, because it is a wonderful, true adventure story of pioneering - presented in a fastpaced, very readable style .. . Maralys Wills was uniquely involved in the incubation of hang gliding and in the subsequent developments. No outsider could have captured so well the essence of this great period when man joined the soaring birds almost as equals instead of as interlopers ... a sensitive and exciting book that you cannot put down - and which later you will find continually resurfacing in your mind." Paul MacCready Available in book stores and your local hang glider shops

Three Cheers Dear Editor, Three cheers to the USHGA for getting back to our constitutional direction of foot launched powerless flight! The majority of the members of the Arizona Hang Gliding Association and also most of the rest of the nationwide hang gliding community I have talked to have been eagerly awaiting the official USHGA decision for a long time. It is unfortunate that it took an FAA NPRM, which would severely restrict a sport of freedom, to spur the USHGA into a decision. In reading the NPRM I (and a great many other hang glider pilots and even some local FAA representatives) feel that those "representing" the interests of hang, gliding who have been meeting with the Feds have sold us down the drain while placating our fears with rhetoric. Hang gliding and flying powered ultralights are not the same sport. We do not want to be the same. Interestingly, the local association of motorized fliers have similar feelings; they do not want the USHGA, and they do not care to soar, for the most part. Sure, there is a very small percentage of fliers who want it both ways, but in any democratic organization the majority should rule. The AHGA recently invited the chief controllers of both Deer Valley and Scottsdale, AZ control towers to one of our meetings. Both were very impressed with hang gliding and our safety-oriented self-regulation. Even though there haye been a substantial number of X-C hang glider flights over their airports neither man had either witnessed or heard of any incidents or problems relating to hang gliders. However, both had encountered numerous problems with the motorized fliers. Congratulations, again, to USHGA for a good and badly needed decision. It is up to all hang glider pilots to rally behind their organization, support USHGA policies, and get us out of the NPRM. If you value your flying freedom now is the time to act. Let the USHGA know your feelings; let the FAA know your feelings - NOW. Bob Thompson Phoenix, AZ

Junk In The Sky Dear Editor, A hang glider that is older than three years should be made into a sunshade and a roof rack. This is a quote from the two leading manufacturers of hang gliders. It makes sense, because a kite that old doesn't have adequate dive recovery and won't meet the standards of 10

today. We should be proud and pat ourselves on the back for the fact that we are the only form of sport aviation which isn't regulated by FAA! If you are just entering the sport of hang gliding, look around and ask questions. You will see all of the experienced pilots with parachutes and flying current equipment. Don't buy a bargain basement glider. The money you save may go towards funeral expenses. A good rule of thumb when purchasing a used hang glider is to be sure it has sufficient dive recovery, meaning fixed tips and bridles. Also, no one thinks that they need a parachute until the need arises and they don't have one. We have worked hard for our freedom in the sky, so let's keep up the good work. Our old gliders are obsolete or we would be flying them! Let's not pawn off our junk on an unsuspecting person entering our beautiful sport. Rizi Friend Elsinore, CA

High Voltage Flying The fallowing letter was sent to Doug Hildreth, USHGA Accident Review Chairman, by the Sierra Pacific Power Company.-Ed.

Dear Mr. Hildreth, On July 8, 1981 a person operating a hang glider in the area of Fairview Drive between Lompa Lane and Joann Drive, Carson City, Nevada contacted our 12,000 volt line. Fortunately, this person's only injury consisted of a minor burn on his right arm. Located throughout Sierra Pacific Power Company's service territory are overhead high voltage power lines. These lines are not insulated as they are installed at a height that would prevent contact under normal circumstances. However, in pursuit of such hobbies as hang gliding, persons attain heights much higher than our overhead facilities. Should any individual come in contact with high voltage lines during a descent to land or during flight, it would result in service interruption and possible property damage to customers served by these lines as well as serious bodily injury or even death. To avoid such potential dangers, Sierra Pacific Power Company suggests that persons locate areas which are free from any power lines. This letter will serve as our record notifying you of these hazards. Bill Comstock Sierra Pacific Power Company

On Hang Loops Dear Editor, It is generally accepted that the suspension system is a critical part of a pilot's equipment, yet I have never seen a proper engineering appraisal of its design, and there are a number of popular misconceptions such as the belief that metal-to-metal contact significantly reduces the ability of the system to withstand shock loads. Assuming elastic behavior, the energy which a system can accumulate prior to failure is simply the load causing failure, multiplied by halfofthe stretch under this load. The energy supplied by a fall is the body's weight multiplied by the distance fallen. The greatest fall possible in a hang glider is equal to the total length of the suspension system: the design should be able to absorb at least twice this amount of energy prior to yield. Typically, a hang loop represents about 1/4 of the suspension system's length, and the harness the remaining 314. The length of the carabiner is usually not significant. Suspension loop failures are therefore possible when the harness material is significantly less elastic than the hang loop, because when the applied load is sufficient to cause hang loop failure the system's total extension is relatively small. It is time that harness manufacturers started to supply complete systems including hang loops, properly engineered to absorb shock loads. The average pilot is probably not aware of the importance of careful hang loop design. As a rule of thumb, the hang loop should offer similar elasticity to the main harness straps. Finally, the logical way to hook in is by clipping a carabiner into a metal ring or carabiner. This avoids confusion when multiple hang loops are used, and reduces wear on the hang loops. A review of mountaineering literature will reveal a wealth of information on this important subject. Andrew G. Brooks Sacramento, CA

Aerodynamic Information Dear Editor, The requirements involved in manufacturing a safe and efficient hang glider have increased over the years. Our sport has evolved from ground skimming to high altitude, high speed, and sometimes aerobatic flying! Pilots know how gliders feel in the sky, but comparative aerodynamic information is necessary for our successful development. The HGMA has written about the "No Guarantee/Best Guess" certification package (HG August '81) and the Feds propose the "Hang Gliders and Other Ultralight Vehicle Operating Requirements." We better look out at the future. HANG GLIDING

- CONTINV!::D -

If aerodynamic information was available, we would know how safe our gliders really are. Good pilots can make gliders do amazing things, but aerodynamic figures are a true comparative measurement of the glider's safety and performance. All certified general aviation aircraft must produce calibrated information on safety to the FAA, and performance information to the buyers. A great advancement could be made in hang gliding if we had a few graphs and facts showing: 1) Bar pressure as angle of attack is decreased (Cmo Vs. angle of attack), 2) Lifting power as angle of attack is increased (CL Vs. angle of attack), 3) Glide ratio as angle of attack is changed (CL over CD Vs. angle of attack), 4) A strength test done for a maximum weight 6G condition at max glider speed plus 20 mph ( 1760 fpm) gust load; these are in addition to flight testing. Full scale wind tunnel testing or an aerodynamic test rig (HG March '81) would give these values. The aerodynamic information would promote and professionalize hang glidng and make it a safer sprot. Pilots and manufacturers should write the editor or myself and express how you feel on this subject. It is important for gliders of today and the future with our increased capability.

Paul Hamilton, Engineer P.O. Box 8686 Reno, Nevada 89507 (702) 972-3518

Hang Tree

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

Dear Editor, Here is a picture I took Saturday, August 1, 1981 at the training hill at Little Black Mt., San Diego, CA. It was noon Saturday when Richard J. Barcelona II was out trying for his Hang II, but to his surprise he got a Hang Tree instead. He was not hurt except for his pride. With a little help from his friends and Christopher

/ 0

Burke, instructor for Windways Flying Machines, Richard was able to unhook from his glider and safely remove himself from the tree. I have been flying since 1974, and this is the first time I have seen someone land in the only tree in the training area. Obviously no Hang H's were issued that day. Richard said he would try again next weekend.

The DEMON sets up with two pip pins, ten minutes from car rack to hook in. t'J got aluminum/fiberglass composite battens, ,.,. ~ed nose cowling, span-wise sail cloth, J died glider storage bag with separate batten bag, and lots more.

422 12th AVE, N.W.

ARDMORE, OK 73401

USHCA REPORTS

FINANCE COMMITTEE REPORT

by Vic Powell The USHGA Finance Committee met August 15, 1981 in conjunction with the Board Meeting in San Francisco, California. The Committee members reviewed in detail the financial documents prepared by Office Manager Carol Velderrain from figures supplied by the CPA firm hired by USHGA. The information included the Balance Sheet; Operating Statement; Income and Expense Statement; Dated Accounts Receivable; and Accounts at Collection, and Uncollectable. An in-depth study was made of general administration expense, and expenses associated with merchandise and production of the magazine. In consultation with the editor of the magazine it was agreed that the editor would investigate actions that could reduce production costs, including use of a lighter weight paper. It was noted that a lighter paper could also reduce postage costs. The Committee agreed that the quality of the magazine should not be reduced, as the publication is one of the benefits of membership and that the magazine helps establish a useful image of the sport. The Committee studied general administrative expenses. It was agreed that the use ofa collection agency was helpful to obtain some return from accounts repeatedly billed but remaining 12 months past due. An increased effort will be made to collect accounts substantially overdue. After considerable discussion of items on the expense sheet it was agreed that while some savings can be realized, and action will be taken to reduce those expenses, the USHGA office is fast approaching the limit in these areas while continuing to of. fer services needed by USHGA members. Reorganization of headquarters personnel duties and responsibilities was recently undertaken in an effort to improve efficiency. The

OCTOBER 1981

computer has been a tremendous asset to operations, and it offers potential for increased use. A portion of one computer program is being rewritten to enable greater flexibility. The addition of member ratings into the computer is nearly completed. The major disturbing factor facing the Com· mittee was the continued trend of deficit spending by the Association. It was noted that governments can continue spending more than they take in, but that associations - especially USHGA - do not have the financial resources to operate in that fashion. The financial records show that USHGA had a deficit figure of $11,890.85 for the first six months of this year. If that rate continued the Association would soon be out of business. Having thoroughly reviewed expenses and making recommendations for cuts where possible, the Committee noted that inflation has not exempted our Association. It costs more to conduct the business of the organization. The Committee agreed that USHGA is offering excellent services to our members. The rating program, safety and training program, insurance program, merchandise, magazine and government liaison are all important operations to our members. They are essential to continued growth of the Association. While each program can be scrutinized for expense recluction, none should be substantially reduced or eliminated. The answer to the probkm is increasing income. The Finance Committee members reviewed the income producing areas of the Association. It was noted that some items have improved over the previous year, and that there is considerable potential for increasing advertising in the magazine. The Committee concluded that in addition to increased advertising sales there were two other actions -that can make a substantial contribution to reversing the financial problem facing the Association: membership growth; and increased dues. Membership in USHGA has been at a plateau for the past few years. Improvements to headquarters operations have greatly expanded the capability of the Association to accommodate membership growth. At the meeting of the Board of Directors the Committee recommended that a new effort be made to acquire new members, and increase the rate of renewals. Among the members attending the meeting it was noted that each could identify flyers within their region who are not members. Committee members stated the belief that the sport will advance and realize economies of size, and the greatest protection from unwarranted interference by government agencies, when the overwhelming majority of flyers are members of the Association. It urged members everywhere to contact non-member flyers and those entering the sport to become members, for the protection

of the individual flyer and for the protection of the sport. The resulting membership growth can better allow USHGA to serve each member and the membership as a whole. It was with reluctance, but with a realization that the Association must be financially solvent to perform its work, that the Committee recommended an increase in dues from $25 to $29.50 per year, and increase in subscriber rates from $18 to $22.50 per year. The cover price of the magazine is to be increased from $1.50 to $2.00, and the powered ultralight insurance remium increased to $25 per year. These recommendations were approved by the Board and will take effect October 1, 1981. The Committee estimates that the increased income will eliminate the deficit, allow for small compensation increases to staff personnel, provide for planned improvements to member services, and rebuild the substantially depleted reserves that provided the income to allow USHGA to operate for the past year in a deficit mode. Half the reserves have been used, a dangerous situation for the Association. USHGA exists to serve its members and the sport of hang gliding. The Committee and Board agree that the recommendations will provide support for improved service to members. The Association has made a substantial positive impact on the development and guidance of the sport. The need for the Association has never been greater. The sport is at a crossroads with the Federal government and some local government entities. The Committee believes that USHGA membership is a bargain and, in coordination with the Membership Committee, urges each member to reach out to every non-member flyer and do them a favor by getting them on board. Their USHGA membership will help protect them, and help protect the sport . . . . *** NEW *** THE ONLY COMPLETE MANUAL ON THE SPORT OF

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For the first time in rhe history of the U.S. National Hang (}liding Championships, the event was covered this year by a major net· work sports program. The tournament, spon· sored this year by Blue Stratos men's ira.grancc:s, was iilmcd by NBC's Sportsworld. Co,ncientratinR on the finals the last weekend, the coverage should culminate in the exciting heat between Rich Pfeiffer and Jeff Burnett. The program will air October 24th, Saturday, at its atlernoon time. Be sure to see it!!!

Francis M. Rogallo and area hang gliding enthusiasts celebrated the 33rd anniversary of his invention of the here on Saturday, August 15, 1981. The " also called the "Rogallo " was the design breakthrough that made construction of today's hang glider and ultralight aircrafi possible. gliding enthusiasts gathered at Hawk Kites to enjoy refreshments and hear Rogallo describe the research and develop· ment that led to his invention.

Pacific Kites of New Zealand is under new ownership and is heading in new directions. PK is now conducting a development program of advanced double-surface and monowing designs. Aside from manufacturing gliders PK also runs a full-time hang gliding school and plays host to most foreign pilots that visit New Zealand. A long list of experience accompanies the new partners who are currently building the Vampyre double surface glider. The PK team is made up of Bob Schutte (ex Torrey Pines), Tommy Namias (ex Hawaii), Marty Waller (ex Sandia Peak) and Graeme Head, the only New Zealander in the group. Roh started building gliders at Ultralight Products in l 978 where he met Tommy and Marty also working at UP. He has since worked for Rick Poynter and Hans Gygax. While in Switzerland Bob worked developing the Vampyre and the advanced Enterprise monowing. Rob took second place at the 1980 European World Open and third at the Italian X-C meet before returning to New Zealand. Tommy Namias started making sails at Elec· tra Flyer in 1976 and has since made sails for UP, Rick Poynter, La Mouettc and Hood New Zealand. He has flown sites around the world and is a highly comprehensive test pilot. Marty Waller also started at Electra Flyer and has Worked his way to New Zealand via

UP. He, like Tommy and Rob, is a qualified sailmaker. Marty helps develop frames and generally takes care of the business side of things. The only true Kiwi, although this one flies, is Graeme Head. Graeme runs the frame shop and does an excellent job drawing on his skills as a certified boat builder. Graeme also set up the PK hang gliding school. Pacific Kites is a full service operation and hopes to add to the progress and safety of hang gliding world wide. Contact: Pacific Kites, P.O. Box 45-087, Te Atato, Auckland 8, New Zealand.

Twenty-two year old Pete Soule broke the Outer Banks record for time aloft in an unpowered glider in Nags Head, NC, Friday, July 31. He was in the air four hours and 52 minutes. The first Outer Banks soaring record of nine minutes and 45 seconds was set by Orville Wright on October 23, I 911. Soule, a hang gliding instructor with Kitty Hawk Kites, launched his hang glider from the northeast face of Jockey's Ridge at 6:54 a.m. and after soaring at altitudes from 200 to 250 feet above sea level landed safely at 11 :52 a.m. Soule said he didn't have breaking the record in mind, "until I saw flying conditions were so good, I decided to go for it." Condi· tions were ideal for almost the entire flight with steady, 15-30 mph north-northeast HANG GLIDING

winds. Soule did say that after he had been up for about an hour, "the wind died for 15 or 20 minutes, and I had to struggle to keep it in the air." He added that during the flight his thoughts were mostly about maintaining control of the glider, but "the sunrise and cloud formations up there were beautiful." Soule took his first hang gliding flight in November of 1980. He flew a Super Lancer 180 to his record breaking flight. The Super Lancer is made by Flight Designs, a California based hang glider manufacturing firm.

THOMMEN BAROMETER

A COLUMN.FOR UNUSUAL AND EXCITING FLIGHTS

For those who like to do their own weather forecasting, or who just need an accurate and sensitive barometer, Thommen announces their new model 2E21.4. Accuracy is claimed to be plus or minus one millibar. The new instrument has an extended measuring range of 650-1050 millibars. Thommen says it can be used at altitudes ofup to 3500 meters (almost 11,500 ft.). The pointer now rotates four times instead of three, to cover the whole scale, giving increased resolution. Information on the barometer is available from Revue Thommen, A.G., CH-4437, Waldenburg, Switzerland.

glider sail cleaners CLEAN SAILS ARE A MUST! FOR PROFESSIONAL RESULTS CALL OR WRITE US FOR DETAILS OR DROP YOUR SAIL OFF WITH US AT OUR FACILITY.

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OCTOBER 1981

NORTH CAROLINA: As soon as the fog cleared Sunday, August 9, 1981 at 8:33 a.m., Robert Crowell launched his Moyes Mega off Tator Hill, a 2,000' mountain in Boone, North Carolina. When the lift died out at 7:38 that evening, he landed, some 11 hours and 5 minutes later. This time is short of the East Coast record but is now the new North Carolina duration record. The previous record of eight hours and five minutes was held by Crowell at Grandfather Mtn. two years earlier.

2,000'. In ten minutes he was at 4,500' above launch. Reaching a high point of 4,800' he got as low as 600' at 45 miles but managed to get back to 3,400' for another 13 miles. (Editor's note: We are particularly impressed with Chris' accomplishments. He has really demonstrated in this year of the disabled, that a disability can be surmounted by a courageous and determined person. We have received requests from other disabled people as to how to contact Chris so here it is: Chris Starbuck, Box 176, Wildwood, GA 30757.)

MAUI, HAWAII: On Friday, July 31, 1981 at 11:15 a.m. Duff King, a local pilot from Oahu, launched in a Comet 185 off Haleakala Crater on the island of Maui. The wind was a perfect 15 mph out of the SSE. Launch was at 9,800'. Two other pilots, Dave Darling and Bob Allmon, both from Maui, were flying as well. Bob caught a thermal and went to 12,000' AGL, so David and Duff went to the same spot and got the same lift. They too went over 12,000'. Duff finally got to cloudbase and 14,200'. After hitting some heavy sink David got back into the thermal and got up to 14,300', the new Maui altitude record. Duff went on to fly 26 112 miles, the new distance record for Maui. David flew 24 112. Earlier, on July 4 at the Hawaii Regionals, Duff had set the Hawaii state distance record of 31 miles.

TAHOE, CALIFORNIA: On August 13, 1981 several members of the Tahoe-Sierra wave flyers had some noteworthy and area record-breaking flights. Doug Cook, flying a Phoenix Viper II 175, topped out at 17,000' and flew 23 miles to Squaw Valley, CA. Terry Cook, flying a Phoenix Viper II 175, had an 11,000' altitude gain and flew X-C over the crest of the Sierras to Bear Valley, CA, a straight-line distance of 65 miles. Eric Robinson, flying a UP Comet set a new Slide Mt., Nev. straight-line distance record of 82 miles by flying downrange to Bridgeport. Craig Beck, flying a Phoenix Viper II 175, set the Slide Mt. altitude gain record, climbing from 7,500' to 19,800', a gain of 12,300'. He then flew an 85-mile triangle over the crest of the Sierras to Soda Springs/Homewood and landed on the beach in front of his home at Tahoe. Greg Beck, flying a Phoenix Lazor II 195, set the Slide Mt. tandem altitude gain and distance record topping out with a 7,000' gain at 15,000'. They then flew X-C 15 miles to Lake Tahoe where they landed on the beach. Greg was accompanied by Krissy Nemeth. ~

PENNSYLVANIA: Chris Starbuck has done it again. Starting at a site near Sacramento, PA he flew 58 miles to Coats ville, PA. The flight took place on July 15, 1981 and lasted 4 hrs. and 15 mins. After a three-minute sled ride he went back to launch, was thrown off by Rich Downs (Chris is a paraplegic) and gained

An instructional column for the new pilot. Introduction

by Eric Fair

So we're back after a one month vacation which featured a jaunt through the midwest by Right Stuff and an unexpected trip to the Nationals at Slide Mountain, Nevada where Wrong Stuff got to fly. Met alot of friendly, animated people and got lots of ideas for future installments of The Right Stuff. This month we're going to tie up some loose ends which were generated by the last few articles on launch and landing techniques. More specifically, we're going to talk about airspeed recognition and control in a way that we hope will give the novice pilot answers to the following burning questions: 1. What the hell is minimum sink and best glide anyway? 2. Where the hell does minimum sink and best glide live on my control bar? 3. Why doesn't Right Stuff mess with airspeed indicators, stall buzzers, etc. during his novice days? 4. Why should I explore the entire speed range of my glider and how can I do so without pounding?

Your Glider's Speed Range Let's start with a few definitions, keeping in mind that airspeed refers exclusively to the velocity of the flow of air over the surface of your wing. Stall Speed: The absolute minimum airspeed required to sustain flight. As you approach stall speed your glider will become somewhat less responsive. As you go below stall speed your glider will become significantly less responsive (maybe even totally out of control) and you will have a sensation of falling. Minimum Sink Speed: The airspeed at which your rate of descent is the lowest, usually expressed in feet per minute. Minimum sink speed on most gliders is only slightly above stall speed and is the speed at which experienced pilots like to execute soaring turns, especially in light lift conditions. Because of its proximity to stall speed (loss of control) it is not a good speed at which novice pilots should be practicing turns. In most gliders, there is kind of a "floating along in total control" sensation to minimum sink speed. 16

The obvious corollary to the above statement is that it is extremely important that your glider is tuned properly (trims where it is supposed to). If you have any questions or doubts about your glider's intended trim speed and/or state of tune you should arrange for a professional dealer or the equivalent to fly and tune your glider.

Tuning Into Your Glider's Speed Range

Best Glide Speed: The airspeed at which your glider will perform the best in terms of horizontal distance covered per each unit of vertical descent. Best glide is slightly above minimum sink speed. If you fly at best glide speed and your clone flys at minimum sink speed on the same kind of glider in the same conditions, you will fly the farthest but your clone will be in the air longest. The sensation of best glide in most gliders is that of cruising along in a crisply responding vehicle. Fast Flight: Any speed from slightly above best glide to stuffing the bar to your knees. Your glider will feel increasingly more squirrely the faster you fly it and you will have the sensation of diving at the ground. Other clues of fast flight are increased pressure holding the control bar in and excessive noise. There is one more very important speed to discuss and that is TRIM SPEED, or the speed at which your glider will fly if you simply let go of the bar and let it do its own thing. Different models of gliders trim at different speeds. For example, Ravens trim out very near minimum sink, Comets between minimum sink and best glide, and Harriers at best glide. Trim speed is your main point of reference in exploring your glider's speed range. It is essential that you know where your glider trims in order to determine where minimum sink and best glide live on your control bar.

So now you know the main reference points in your glider's speed range and their position relative to one another. You also know where your make of glider trims in relation: to the speed range and that your glider is properly tuned. You may now be wondering why Right Stuff didn't give you any numbers to attach to. each of the speeds discussed and/or why Right Stuff doesn't recommend the use of airspeed indicators at the novice level. The answer to question one is: The particular airspeed values for stall, minimum sink and best glide vary slightly from model to model and from individual to individual. For instance, a heavier wing loading on a given glider makes all its speeds slightly higher than the same glider lightly loaded. Therefore, Right Stuff can't give you specific airspeed numbers that will be accurate for you. There are two main reasons why Right Stuff does not recommend that you strap an airspeed indicator to your glider and go find your own numbers. First, there is always a discrepancy between the airspeed indicated at the control bar (where you must mount the instrument in orde'r to see it) and the actual airspeed over the wing. Simply put, an airspeed reading taken at the control bar is likely to be as much as 8 mph lower than the actual airspeed over the wing. Furthermore, the discrepancy is greater at the lower end of the speed range where an accurate reading is most critical. At higher speeds the discrepancy dwindles to 2-4 mph. The second and most compelling argument against airspeed indicators for novices is that the process of paying attention to the instrument creates more problems than it can possibly solve. If Wrong Stuffs eyes are riveted to his airspeed indicator he will not be hearing, feeling, and seeing what is going on around him. Sight, sound and feel are by far the most reliable airspeed indicators available to the hang glider pilot. HANG GLIDING

In the original The Right Stuff, Tom Wolf recounts an actual example of a jet test pilot diving his airplane into the ground while religiously reading and recording information from his instrument panel. Instruments, particularly airspeed indicators, don't tell you where the ground is. So use your airspeed indicator to tell you how hard the wind is blowing at launch but leave it off your glider until you can automatically determine your airspeed by sight, sound and feel.

Sight, Sound, and Feel Sight: Control bar position in relation to your body. Note where the base tube is at trim speed. Note where it is when the glider starts to feel sluggish (stall), where it is during "controlled floating" (best glide). Sound: Silence is death if you're close to the ground because silence means you're stalled and out of control. Note what your glider sounds like when it's sluggish, floating, cruising and diving. Feel: Note how much effort it takes to roll the glider at trim, and at all other speeds. The faster you fly the quicker the glider will respond to your weight shifting. Once again, see, hear and feel

your speed range. Use trim as home base and put all the sights, sounds, and sensations together.

Why You Should Explore Your Speed Range You should become totally familiar with how your glider behaves at all speeds so you won't ever be surprised if you have to act quickly to avoid pounding. If you've never felt how quick a fast moving glider turns you won't know that your best chance of avoiding a ridge is to speed up and then execute a snap turn (more on that later). If you've never felt a stall and a stall recovery you won't recognize it happening 50 feet off the ground where anything short of instant response is too late. If you don't know the difference between best glide and chocolate pudding you won't be able to get out of a canyon some day. And so on.

How You Can Explore Your Speed Range Without Pounding Do it well away from any obstacles and do it in calm, non-lifting conditions. Start with trim speed and work slightly faster and slower from there. Do not work radically faster or slower unless you have at least 500'-1000' of ground clearance and always be prepared to mellow back out at slightly faster than trim.

Above all: Don't run out of altitude, airspeed, and ideas all at the same time. Thanks to those who have taken the time to write with the questions and comments which provided the grist for this installment of The Right Stuff. Keep those letters coming. The Right Stuff c/o Hang Flight Systems 1202 E. Walnut, Unit M Santa Ana, CA 9270 I 'PLANES YOU FLY WITHOUT A LICENSE,

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OCTOBER 1981

The wind is light up the mountain now, and it is warm in the sun at launch. Already, the wind dummies and free fliers have launched and you can see some of them out above the Washoe Valley, over the landing area and the highway. But they are small in the distance and attention focuses on the first two competition pilots moving up to the launch. "Are you ready?" The launch director calls .it to both sides. It is the first morning of the Blue Stratos Nationals at Slide Mountain, Nevada. The pilots have been seeded, given numbers, and are flying in two-man heats one on one against each other. "Ready here," the pilot on the left launch calls back. Then the other pilot calls that he is ready. Some pilots have come forward to watch the launch, and behind them gliders are set up and waiting, their sails taut and beautifully colored in the sunlight. Most are the latest designs and many are new. "Sixty seconds till the window opens." The wiremen, Terry Cook and Brant Hoffman, know the mountain and talk to the pilots. They help the pilots move forward so the control bars rest just on the lip. The pilots are kneeling in the control frames. It is an up cycle, and the wind is coming stronger over the lip.

thousands of acres early this summer, and from the landing area sometimes you could look down the valley and see dust devils so filled with ashes that they looked like thick columns of smoke. The landing area was in a pasture leased from a local rancher. After a pilot rounded pylon one it was 4.75 miles almost due south to pylon two. Reaching that pylon meant crossing three ridges that run out from the spine of the Sierras down to the Washoe. Sometimes a pilot reached pylon two by climbing in the thermals breaking loose from the valley floor or circling in the thermals that drifted back alongside the knobs on the mountain sides. But often a pilot was scratching low over the trees, then flushed away from the mountain. If he had to land without completing the course, he could still win his round because the race was from pylon to pylon and his opponent might not complete any more than he did. It was possible for a pilot to round pylon two and land several miles from the landing area but still beat his opponent by completing more of the course. In all, there were three separate pylons. The third was in the landing area 2.5 miles north of pylon two. Crossing above pylon three was not the end of the course, however. To complete the triangle a pilot needed to return to

up, following all the pilots as they came in and telling about their positions in the competition and something of their personal lives to make it more interesting to the crowd. Once a runner up for the British national crown, a founder of the British hang gliding league and three years a coach of the British team at the American Cup, Milton is also the man who tried to hang glide across the English Channel. He launched from a balloon at 14,000 feet at dawn and the attempt failed. He was picked up swimming in his flight suit in the English Channel by a Russian trawler. A part of the 1981 nationals was directed at getting better media coverage, making the competition more entertaining for those watching, and reaching the people Milton said, "don't know a hang glider from a dart." As the pilots came over the landing area, Milton talked about them, and he nicknamed two for the ways they finished their flights. Fred Hutchinson became the "spin junkie;" Eric Raymond became "Loopy." On the first day of competition when he was several thousand feet over the landing area, Hutchinson dropped a Fledge III into a spin, and the crowd counted on the ground 1, 2, 3, 4, ... 9 spins. But you have to be careful, Hutchinson says. If the spin is done correctly, the

The 1981 USHGA/BLUE STRATOS NATIONALS by Kirk Russell photos by Bettina Gray "Thirty seconds." The other pilots who have come forward back away enough to give room for the launch. "Four, three, two, one ... the window is open, the window is open." Both pilots are standing. The pilot at the left launch steadies his glider, pulling down on one side, and the granite chips and dust of the lip give way some under his feet. He tells his wireman, "Now," and looks across at the other pilot. The other pilot is not off yet, but his wireman is moving. Both pilots run and their gliders mush slightly and then they are flying. It is Saturday, August 22; the Nationals will run until the following Sunday. Once away from the mountain the pilots begin to circle and turn, looking for the lift to climb back above take-off and fly northeast 1.8 miles to pylon one. Below, the landing zone was 3,000 feet down in the Washoe Valley. From the launch the mountains slope, and as the elevation drops the land is drier. Where the Toiyabe National Forest ends it is rocky and grown over with sage and scrub. Further down the valley is where a fire burned 18

pylon one, then down to the landing area. If a pilot made the whole course, then it was likely he'd been flying three hours or more and had beat his opponent. Crossing over pylon one for the last time he would see the pylon below with its mirror and the plumb bobbed stand that the judges used to tell his position in the sky. Then he would be turning out towards the landing area, and if the lift was good he might come over the landing area with several thousand feet. He could see highway 395 running down from Reno in the north and the road that breaks off and the cars lining the road near the landing area. He could see people in small groups on the road looking up and the gliders of other pilots in the pasture. To one side there was a tent, and many people were in the shade, sitting, watching the last pilots come and talking about how their own flights had been. Near the trailers of the officials was an elevated stand that was open to the sun and the announcer, Brian Milton, would be a small figure with a microphone. Milton came over from England to announce the Nationals. He would be looking

glider will be at about 85 degrees coming down and "everything is a blur, but it feels great." He adds a warning. "If it drops past vertical, it will go negative, and you have to wait for it to oscillate back." Another crowd pleaser was Eric Raymond's loops. Raymond flies a Sunset that he built from a kit. According to Raymond, "It is best to start a loop by flying at the maximum safe speed (60-70), then begin pushing out slowly and as the air speed diminishes push out more and more, faster and faster. At the top of the loop it is pretty much zero air speed, below stall. As the glider is coming around start pulling the bar in." On the first day it all began well. The morning had a certain excitement because it was the nationals and there was an announcer and expected media coverage. Pat Denevan, Greg Shaw and Gene Center added a new touch with a precision flying act in the morning. Flying Demons with sail patterns that Shaw designed, they came over the landing area before the first heat in the morning. The gliders had several colors, but mostly it was HANG GLIDING

the orange trailing edge and black leading that you saw from the ground, and in the double surface each !~lider had two eyes stitched in red dacron. They launched together and flew down, circling in time with each other, flying back towards each other and peeling off again. They intended to fly again the following morning, but it did not work out for them or anyone else. The next morning the wind was blowing down on the mountain and on that day and three days after the mountain was blown out. For four days there was not any competition. But that is the way it can be at Slide Mountain in August. The launch director at the Nationals, Beck, started the hang gliding on this mountain and taught many of the pilots who fly here how to fly Slide, and he describes August "as often inconsistent." A prevailing west wind blows over the Sierras, and because Slide faces the east, the Washoe Valley must heat and the thermals rising start a wind up the mountains that holds off the usual westerly flow. There are cycles in the mountain weather that aflect the strength of the thermal. According to Beck, a common is 3-4 days. In the cycle the weather may begin with blue skies and clear air thermals and over the course of days cumulus will gradually build, until finally the cloud cover is thick early enough in the day to prevent strong thermals from forming. During the blown out days in the nationals, a high pressure was over OCTOBER 1981

Arizona, a low over the northwest, causing a steep gradient to form; and that in combination with the usual mountain cycle probably had much to do with why it was blowing at. Slide. Standing at the launch at Slide you can sec Reno in the distance in the north. In the south is Carson and they arc joined by highway 395. All of the valley is dry and most is rocky and with low hills or flat. Just behind you is the Slide Mountain lodge and behind that the

TOP: Slide Mountain launch. ABOVE: Elob Tram• penau minds Jeff Burnett's glider as ha heads for weigh-In:

Meet Director Keith Nichols

mountains rise, and the road over the top drops down on Lake Tahoe. Tahoe is only twelve miles from Slide and is where many pilots waited through the blown out days. Nearly a hundred gliders were launched from 8:30-10:00 a.m. Thursday morning. Much of that was possible because of the way Beck knew the mountain, feeling before anybody the wind turn hollow and stopping the launches, then starting them again as another cycle came through and launching them quickly. Two rounds were run Thursday, and those with two or more losses in the competition were cut and did not fly on Friday. The competition was divided into two classes: Class 19

one was for the certified rag wings, and the Open class was for all other gliders. Ten pilots would fly in the Open class on Friday and thirty in Class I. A pilots' was held at launch at 7:30 on Friday morning, and the hope was to get a launch off as quickly as possible. The dawn at Slide Mountain on Friday was warm with a light wind blowing down. There were some cumulus from the day before. A round was launched, but conditions never were good. Several times there was the call, "Gliders," and people would be running because the wind had switched and a gust was lifting the gliders from behind. By Friday night, seven days had gone by and after four rounds of flying, Rich Jeff Burnett, Bruce Case and Dan Armstrong were undefeated in Class I. Armstrong worked hard for it on the prcvions day. Late in the afternoon on Thursday, when he had returned to pylon one and completed the triangle, no one could spot him from the ground and there was some tion about what had happened to him. As it

turned out, he had caught a thermal going up at 800' per minute and headed for pylon one, and was near the pylon "when I heard a loud scream and I looked over and saw an F-4 plane, flying parallel to the ground climbing at about 30 degrees. It was about 200 yards over and fifty feet above me. I was scared. I was cmsing. Then I heard another scream on my left and looked over and saw another one 100 yards over. 'fhey waggled their wings and went. I rounded the pylon but I didn't have enough altitude to make it back." He landed out. In the Open class Fred Hutchinson and Wayne Bowen were the only two still without a loss. Fourteen pilots were tied with three wins in class one; four had three wins in the Open class. Two of the pilots who made the first cut and flew on were Derrcck Tumer and Chris Bulger. Both are ambitious and wish to become better, though both are already good pilots. Bulger has qualified to fly for the United States in the world meet in Japan. That meet is in October. But at present Bulger

goes home to Washington where he learned to fly and where he is a hang glider salesman. Fom years ago, when he learned to fly, many people questioned his judgement and ability to make decisions in the air. But that is often how it is when you are twelve. Now he is sixteen and a world class pilot, and it is all changed. Dcrrecl, Turner's father owns a shop in Kansas City, and Derreck learned to fly at thirteen. At fifteen, he was the youngest competitor in the Nationals. When he launched the first day the wireman knew that he was much younger than almost all of the other pilots. "How do you feel?" the wireman asked. "A little nervous." The wireman and another pilot standing nearby were especially gentle, talking and tellhim to be relaxed. They brought the glider up to the lip. "Just sky the mother," the wireman said. Turner did. Afi:er sunset on Friday the wind began to blow harder from the west again, and all night the wind was strong coming over the top. Before dawn it weakened some, but was still HANG GLIDING

OPPOSITE PAGE, CLOCKWISE FROM UPPER RIGHT: Brian Millon and Liz Sharp al Washoe Valley Park final task landing zone. Slide Mt. in distance. Jell Huey in a Sensor just makes the LZ. Fred Hutchinson's flight victory from NBC video. Rob McKenzie's lay-out for launch site on Slide. THIS PAGE, CLOCKWISE FROM RIGHT: Fifteenyear-old Derreck Turner from Liberty, Missouri is a qualified instructor and was the youngest competitor at this year's Nationals. Sixteen· year-old Chris Bulger from SI. Paul, Minnesota. Del Schier floats in his Comet. Communication center: Liz Sharp, Mike Dunn, Pele Brock and Brian Millon.

strong and Saturday was blown out. Though only four rounds had been launched, the following clay, Sunday, would be the last of the competition. The nalural questions came up about how good a site Slide was for Nationals and whether four rounds was enough to choose finalists. One experienced opinion is that of Brian Milton. Milton has been competing or coaching or involved in the mechanics of com· petition for years. In Britain six competitions determine the hang gliding national cham· pion. But it is much easier to travel the length of Britain than the United States, and few pilots here could aftord to travel to many com· petitions. One solution, Milton 1hinks, is to have hang gliding events close to ccmcrs of population, events held at. smaller hills and not necessarily pylon competitions but events that would attract the public and raise money for a competition fond. The small events would have things like longest glide competitions, smoke bombings, flour target bombings, things which get the public involved. Two dollars could be charged for an afternoon of

OCTOBER19/ll

spectating. Part of the money raised would go to a competition fund and that would be used to finance skill competitions and to bring the best pilots together, ultimately hoping to form a better U.S. world team. October 24th NBC will air at least ten minutes of film taken at the Slide Mountain Nationals. That will be on the Sports World program. On television will be film of the launch site where on Sunday morning four undefeated pilots in class one flew against each other and two flew in the Open class. The launch is across the Washoe Valley southeast of Slide. It was chosen after the wind was bad on Sunday at Slide. It is desert country, and the launch was on a lip of red lava chips. Mike l\clamle, a television commentator, interviewed Keith Nichols, the tournament clircc· tor, near a glider. Several takes were needed to make it finally come out right, but there was a certain desire to make it work for TV. Later, a shot was needed of Beck launching the gliders and to be cooperative Beck stood with his bullhorn and clipboard and went through the launch sequence though on either side of

him the launches were empty. Before that filming, several wind dummies and the four competing in class one launched. Rich Pfeiffer of Southern California was flying against Bruce Case of Minnesota, Jeff Burnett of New Hampshire was against Dan Arm· strong of Washington; and the changed launch site and narrowing to the finals started that kind of quiet excitement that can run through a crowd that is watching. Out of that four would come the national champion for that class of glider. The pilots stayed close to each other and worked towards a pylon left of the launch. All of them went clown near pylon one. Rich Pfeif· fer and Jeff Burnett won their heats. Still in the air, in the final runoff for first place in the Open class were Freel Hutchinson and Wayne Bowen. Both live in northern California. Bowen flies a Stratus Bowen Aero, Hutchinson a Fledge III. Like the class one competition it looked as though the winner would be the one to reach pylon one first. No one seemed to be climbing much and everyone before had trouble coming back against the 21

CLOCKWISE FROM UPPER LEFT: This year's champ Rich Pfeiffer launches his Sensor from Slide Ml. Left to right: Open Class winners-Rich Burton, third; Fred Hutchinson, first; Wayne Bowen, second. Left to right: Class I winners, Bruce Case, third; Rich Pfeiffer, first; Jeff Burnell, Sensor team, Bob Trampenau and second. Susie Wiegand. Dan Armstrong lrom Ken, newlck, WA came In fourth in Class I.

wind. For a long time they were soaring near the launch ridge but never getting consistent lift. Then there was something better, and Bowen was up higher and made a break for pylon one. Bowen made the pylon. That seemed to leave Hutchinson little hope. In the landing area was a crowd now. Mostly it was pilots, but also a hundred or more spcctat.ors who had come out to see the finals. A paved road past the airport in Carson City became a dirt road and cars parked alongside the road. Many people stayed in the shade of their cars. Hutchinson had found something and climbed and was heading to the first pylon with more altitude than the others had. Coming back from the pylon he was a small dark shape still vcry high up and hard to follow. Then he was closer and losing altitude and you could sec his glider oscillating from side to side. He was flying fast and dropping, the dipped regularly from side to side, but the crowd could see he was going to make pylon two. As he landed, over the loudspeaker Milton said, "I think you're looking at the new U.S. Open class champion," and a crowd wcm out to meet him. It was afternoon now and the wind had shifted more. Another launch site with a landnear Washoe Lake was needed for the final flight between Pfeiffer and Burnett. Though they are from different parts of the country, they have competed in the same meets several times before. A caravan of spectators drove to

a state park near Washoe. There on the mountains behind the park a course was set up with the first pylon near the launch, the second lower down near the park, and the whole course consisted of rounding one, then two, then one again. Both Pfeificr and Burnett were flying Sensor 510's; both with double surfaces that were red underneath and trailing edges that were white. And it was a close finish though in the end Burnett was down and Pfeif. fer who would become the class one champion was climbing back towards a second rounding of pylon one. When Pfeiffer landed in the heat in the desert, the film crew was there covering him, and he was interviewed near his glider. Case beat Armstrong for third place and most of the wind dummies and free fliers were away from the mountain now and landing between the sage in the park. One free flier had climbed out and was small in the southern sky, but for others the flying was over. At the awards dinner that night Hutchinson would get some sympathy and laughs when he told about seeing Bowen leave for pylon one, then he would bring it all home by saying, "I didn't know how I was going to win but I knew I was." The awards dinner was in the Grand Ballroom of the MGM and Blue Stratos was thanked for their sponsorship. The tournament director, Keith Nichols, thanked individually some of those who helped make the meet possible. , . .

1981 NATIONAL RESULTS Wins-Losses 1. 2. 3.

4. 5.

Rich Pfeiffer Jeff Burnett Bruce Case Dan Armstrong Sterling Stoll Greg Dohon Jack Harvey Mike Meier Chris Bulger Steve Luna Mark Bennett Kevin Kernohan Ted Zinke Gene Blythe Mike Neuman Jeff Huey Tim Joseph Steve Alford Jeff Scott Mike Dcgtoff Don Clutter Floyd Griffeth Mark 1.aVersa John Dunham Stu Smith Del Schier Greg Dewolf Derreck Turner Dan Murphy Erik Fair

6-0 5-1 5-1 4-2 3-1 3-1 3-1 3-1 3-1 3-1

3-1 3-1 3-1 3-1 3-1 3-1 3-1 3-1

2-2 2-2 2-2 2-2 2-2 2-2 2-2 2-2 2-2 2--2 2-2 2-2 HANG GLIDING

This Grouse Mountain Invitational in Canada was highlighted by whimsical weather, finishes and the dramatic of a child's life by a .,v,.,,,.,,,,v, The meet began with poor clouds socking in the hill until one round a day could very late afternoon for the first two days. be flown. the last two days of competition were blessed with hot summer sunshine and 3000-foot altitude gains above launch. The tasks this year differed from previous years in that a two-pylon course was set up. Failure to fly over easily attainable pylon 1 meant a score of 0. 2, on the hill, was not often reachable. if a competitor was first of his heat to round pylon 2, his opponents lost 750 points, and lost an additional 750 points if they never made it at all. Points were scored for duration and target landings. fliers in the men's division, while eight ladies flew in the women's division. Meet directors and Richard Blackmore ran a very efficiently scored meet, helped by a crew of dedicated officials like Jan Cameron. There was, a slight problem with certain judges, who were caught mooning the lady pilots as they flew around pylon l. The local mosquitos tallied the highest points at the meet, scoring dozens of hits daily as they inflicted the most extreme harassment upon pilots at takeoff. But in spite of ferocious assaults,

competitors were friendly and helpful to each other as they crammed 30 gliders at a time into a set-up area that comfortably held four. Takeoff was reached by first taking a cable car to the upper portion of the mountain while one's glider went up in another cable car. The cars were filled with curious tourists who drilled people holding harnesses and varios for information. Whenever the car would swing as it passed a tram tower, loud, worried ooooaaaahhhhh's were emitted by the tourists. One morning very early, a sleepy group of pilots was on board, takeoff bound. As the tram swung past the tower there was no reaction whatsoever. Earl Helm dryly remarked, "You can sure tell there's only pilot's in here this morning!" By the end of the meet, after some 15 rides up in the tram, Mike Meier was able to recite the tram guide's entire tourist monologue by heart to an entranced group of bored pilots on the ride up for the last round. The landing area was filled with perhaps 500 spectators on sunny days. Target landings were rewarded with thunderous applause. But the spectators' favorite landings were "whhhoooooaaaa" landings in which someone would come into Grouse's tiny landing field half out of control and about to eat it, only to pull off a beautiful save at the last minute. Landings such as these drove the crowd wild, especially if some of the spectators had been forced to run for their lives to avoid HANG GLIDING

being hit. Nose droppers, bush hitters, out landers, glider hammers, fence munchers and bar breakers were extremely popular fliers. Just-landed pilots were besieged by beaming wuffos eager to know more. The classic comments rent the air: "I'd do this if I were younger." "What's that little box on the bar?" "Darn, that guy had an easy landing. I like it better when they eat it." "Do YOU do this?" (to a woman pilot.) "Gosh, can I take my picture next to YOU?" As for the finishes, the Canadians walked away with six places out of the top ten finishes. Canadian Robin Pederson took first place, men's division, as he smoked the field on the last day's final duration task. long after the last glider had sunk out and landed, Robin hung out and kept on hanging out. He landed perhaps an hour after the last competitor had gone down on an extremely marginal day. accumulation of points allowed Robin to sail away with Such a the meet 3,000 points ahead of second place finisher Steve Moyes. Moyes' second place was a hard-earned and well-done position. Steve was seen working tiny 50 foot-per-minute thermals at treetop level in a determined effort to ace out his opponents. Most often it was Moyes who landed last on when no one could quite max the duration time. Howard Vandall, another Canadian pilot, took third with only 168 points fewer than Steve Moyes.

OCTOBER 1981

The men commented that this year's pylon course forced them to fly the course rather than their opponents because three-man heats made it difficult to keep track of two opponents over a long-pylon course. Competitors were heard bemoaning the fact that their opponent had beat them to pylon 2 by one or two seconds, or else had made it to pylon 2 while the other members of the heat had not been able to. On the other hand, occasionally a heat's loser was heard cheering loudly as the winner of the heat failed to squeeze a high-performance glider into the small landing field. Landing out was an automatic (continued on pg. 28) disqualification from the meet.

tries for the

with winner to

OPPOSITE PAGE, LEFT: A gaggle of gliders accumulates in a thermal near launch. RIGHT: A colorful display on the launch ramp. BOTTOM: Rob Kells puts his Harrier on Its back. THIS PAGE, CLOCKWISE FROM RIGHT: An aerial duel ends in the landing field. - Stu Midwinter makes a radical approach Into the LZ. - Rex Miller and Fledge on launch. - Rob Kells and Steve Pearson put on a sky-writing demonstration. - WIiii Mueller and son take a ride.

(continued from pg. 25)

Judy Neilson took first place in the women's division, with the author nabbing second. The women pilots were quite evenly matched, with a different lady in the lead each day of the meet. The top-scoring women aced out the competition by flying consistently, by not losing by much when beaten in a heat, and by avoiding the costly errors the other women made. Several women had failed to score pylon I during the course of the meet, while others had flown well over the maximum duration time, thus losing 2 points per second of air time. Both Judy Neilson and Robin Pedersen (men's winner) were interviewed by local television anchormen. Perhaps the most daring event of the entire meet was Canadian Cliff Kakish's life-saving rescue of a very small boy. Cliff was at the chairlift loading platform near takeoff when he saw a little boy alone on a chair protesting wildly about being sent down the chairlift alone. Screaming and crying desperately, the little boy decided he was going to get off no matter what. He climbed off the chair and clung to it with his arms, about to drop off. Meanwhile, the chair had moved off the loading platform, was moving over a safety net that hung in space, and in a few more feet would be 30 feet above the jagged rocks that abound at takeoff. In seconds the child would drop to his death. Without stopping to consider anything, Cliff gallantly leaped off the platform and grabbed the chair with his arms, wrapping his body protectively around the child. "Let GO! NOW!" a very worried Cliff firmly ordered the panicky child. After a moment's hesitation the child let go and he and Cliff dropped into the safety net just in time. There Cliff continued to wrap his body protectively about the child until the lift operator could take him to safety. It had all happened so fast, the lift operator had only just stopped the chair. After all this Cliff rushed down to the set-up area to prepare his glider and launch into a demanding three-man heat, which he subsequently won. He placed 12th overall in the meet. The meet was topped off by an extremely intense, boogie-down, rompin'-stompin' party on the evening of the third day. Competitors rocked hard into the night, releasing the tensions of competition through let-it-all-hang-out dancing. The last rounds to be flown in the morning were pushed to the back of the mind, filed in the "who cares?" category to be dealt with in the morning. We won't mention, though, how these people felt when morning and reality actually showed up! ....,..

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USHGA CHAPTER NEWS edited by Glenn Brinks Sandz'a Soaring News Sandia Soaring Society (#73) P.O. Box 194 Cedar Crest, N.M. 98008

r,.

I I

Wondertruck has a companion now. Wondertruck II is a 61 Chevy. It is getting broken in by serving between Sandia Peak and Sandia Crest while the road is out on the backside of the mountain. Granted it has a few problems, but it beats Walking. Wondertruck II is for the use of SA members only. Non-members and members who are delinquent on dues are prohibited from using it. Cost is $1.00 a ride, whether you fly or not.

Newsletter Oklahoma H.G. Assn. (#10) 6717 N. St. Clair Oklahoma City, OK 73116

--~ ~

Bob Weiss, Ron Richardson and Steve Harman have acquired their own air strip, complete with hangar, near Tuttle. Now they will have a nice permanent place for their ultralight flying operations. They will still continue to operate out of their administrative offices in Oklahoma City. Ron and Chris Richardson also have a new Centurion they brought back from the Elsinore fly-in. A name is still needed for the newsletter. Jeff Skaggs is now general manager of Flight Designs in Salinas. Chuck Hall is starting a video tape library on hang gliding and ultralight flying and would appreciate anyone who knows of an upcoming TV program on the subject to let him know. (405) 843-7795.

The Soaring Times Utah H.G. Assn. (#58) P.O. Box 14 Draper, Utah 84020 Charlie Baughman was the first pilot to fly from Heber to Draper, and gained 8,500 ft. during the flight. Highest altitude was 17,300. Mike Tingey landed on the roof of a school building after hitting some bad sink while making an approach to a field. Channel 2 showed up and the police helped him get the glider down through a trap door in the roof. The Northside now has an emergency radio like the one on the Southside. It is located on the bench, a few feet from the big windsock near the bench takeoff. Instructions are inside. OCTOBER 1981

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"Goin' to Oshkosh?" It was just before dawn in the airport terminal at Prescott, Arizona. After spending the night on one of the couches in the terminal lobby, I awoke to find the other couches filled, and the first words spoken were to see if I was also headed to the EAA's big fly-in. It was a scene in countless airports across the country, as thousands of pilots headed for Oshkosh, Wisconsin in everything from Quicksilvers to Lear Those who couldn't fly on their own, flew commercial, or or took motor homes or campers or even motorcycles. So many showed up this year that within the first couple of days the airfield was literally filled with There were acres and acres of them. I ,ast year there were over I 0,000 aircraft at

Oshkosh. This year there were thousands more. There were so many planes coming in that at times, they institnted simultaneous landings on the same runway. At one point an old Monocoupe and a T-6 were coming in, with the Monocoupe instructed to land at the '""·''""""S of the runway, while the T-6 was supposed to put down about halfway along the runway. The Monocoupe tried and tried, but it kept floating, and the T-6 which was com· mitted to coming down, just missed it. It was close enough that you could hear the crowd collectively draw in its breath. One of the best parts of the whole show was the patter of the controllers as they coaxed and cajoled each plane into the sequence and got them down and off the run·

Mike Loehle's Easy Riser Aeroplane won the grand champion award and the besl crallsmanship prize.

way. Compared with an Oshkosh air tramc controller, a tobacco auctioneer is a slow talker. They even taped the controllers one year and copies were available on cassette. Meanwhile, at the south end of the field, the ultralights were coming in on top of cars, in trailers and some of the factories even brought semis foll of them. Jack McCornack's, of course, were brought in a Ptruck. No one knows just how many ultralights ultimately showed up at Oshkosh, but the records show that over 160 were registered. Last year there were 10 I, so at this rate of growth, it won't be long before the ultralights take over center stage, and push the experimentals down to the HANG GLIDING

south end of the field. 1981 was the year that everyone seemed to be thinking small at Oshkosh. Not only were the ultralights the favorite topic of discussion, but there were plenty of new designs and pro· ducts, and small planes were definitely the stars of the show. The factory team, the American Aerolight the Mitchell Wings and others flew in the air show, and Steve Grossmck amazed the crowd with his demon· stration of slow flight, tight turns and controlled vertical descent at zero forward airspeed in the Kasperwing. But the prime show stealer wasn't an ultra· light. At least, not quite an ultralight. At 160 pounds, the French Cri Cri, or Cricket, cap· nired the imagination of the crowd. People were crowded around the Cri Cri trailers long before the air show started, and they were rewarded with a demonstration of quick and effortless set up. From the time it was in the trailer to the time it was ready to fly was less than five minutes. Then, with the removal ofa couple of wing bolts, the wings slid out and were tucked in the trailer, the fuselage was wheeled partway up the trailer, and then the rear of the trailer was lifted up and latched, and the Cri Cri was ready to be towed away. When Mrs. Columban, the tiny wife of the designer went to lift up the rear of the trailer, a burly onlooker offered to help lift it. She shooed him away and then effortlessly lifted up the back of the trailer, while her husband latched it in The crowd first laughed, and then applauded. There were two Cri Cris in the air show, and they put on a demonstration of efficiency and precision flying, often doing aerobatics in formation, or doing them separately and ending up nose to tail. The ultralight pilots loved it, and one manufacturer put in an order for a kit on the spot. A few pilots resented Paul Poberezny's comment, repeated over the PA system, that the Cri Cri represented the direction ultralights would be headed in the future, calling the Cri Cri an "airplane." But others in the ultralight area said they'd love to own one, and one or two a desire to build something similar. Other airplanes falling somewhere between ultralights and conventional homebuilts were the Windwagon, an all-metal, open cockpit plane powered by half of a VW John Monnett's new Moni and Molt Taylor's Micro-Imp. The Moni is also all-metal, and is powered by a KFM opposed twin two stroke, designed for use in very small planes and ultralights. The Moni can do about 130 mph top, on 23 hp, and is designed as a sort of motorglider. Aspect ratio and span aren't high enough for serious soaring, and fuel capacity is too limited for much cross country flight. fo.. stead, the plane is meant for weekend pilots to be able to go up and soar a bit or just enjoy OCTOBER 1981

TOP: The French Crl Crl weighs just 160 lbs., Is all metal, goes well over 100 mph on 24 hp, and is available in kit form. ABOVE LEFT: Sieve Grossruck demonstrates the control wheel on the Kasperwlng. Turn the wheel lo deploy a rudder lo turn, push the whll!ll up to deploy both for "mush mode." RIGHT: Burl and Dick Rutan and members ol the Rutan Aircraft factory team give Col Wlnton's Grasshopper 11 careful Inspection. CENTER: Dannis Harbin shows how lool-launchable the Sallwlng Is. He files 111111 ll hang glider. The engine Is an experiment. ABOVE: Papillon follows Fledgling.

some flying without going anywhere or spending much money. The new KFM engine is made in Italy, and is designed around a modular concept. It has optional electric start and reduction drive that can be mounted on the basic engine with no modifications, and the carburetor can be switched from one side to the other to allow the engine to be used in a tractor or pusher position. The Cuyuna people were there in force, and displayed their 430, and their new single cylinder engine which is essentially half of a 430. Ribbit Group showed off an example of their opposed twin two stroke which they say will be in production again soon. Several hundred of the engines were produced a few years ago by Aircraft Marine Engineering. Ribbit Group says theirs will be slightly improved. They also had a model of the new Star Drive 301. It's a 3: 1 reduction unit using straight cut gears instead of belts or chains. The designer, Scott Strom (who's also USHGA charter member number 29) says the unit will handle 30 hp with a 200% safety factor, and a 95.06% efficiency. The gears are housed in a cast aluminum case, in an oil bath, and the output shaft is hollow, allowing a constant-speed or controllable pitch prop to be used with it. Air Delta-Hiro distributed brochures on two new engines they will produce. Both are single cylinder, of 125 and 220 cc, with 22 and 30 hp respectively. They will feature an integral 3. 59: 1 reduction unit and are expected to weigh 39.5 and 48.0 pounds. Don Stewart had his twin Chrysler unit there, under the name, "Moody Maximizer." The counter-rotating props really attracted attention. One of the most unusual powerplants at Oshkosh was on Jim Yeager's Easy. He used a Mac 101 with reduction unit as his main power source, and a Chrysler 820 running direct drive as a helper. There were new ultralight designs at Oshkosh, but not as many as might be expected. And many were designs that have been advertised for at least a few months. Among the notquite-new designs were the Mirage, the Vector, the Airmass Sunburst, the Kolb Flyer (one of the very few designs using welded steel tubing construction), and the Birdman. This was a privately owned example, but a company in Florida is planning to put it back in production. The slickest of the new designs was easily Larry Newman's Falcon. It's a cable-braced canard, like the Eagle, but it's much, much cleaner. The entire pilot and engine pod is sheathed in fiberglass and flexible foam. The engine cover is flexible foam held in place with velcro. To gain access to the engine, just peel it off. The cockpit arrangement is similar to a BD-5 and uses a center control stick and rudder pedals. The kit should cost about $4500, and release is expected to be August, 1982.

CINQUANTA ORNITHOPTER

Joe Cinquanta's flapping wing.

It's possible to look back in history and pick out the genius inventors and the crackpots. They seem so obvious. But in their day, the distinction wasn't obvious at all. Many men we regard as pioneers and heroes were regarded by their contemporaries as candidates for the rubber room. Classifying an individual before history does is a difficult task. Consider Joe Cinquanta. He claims to have built a successful man-powered ultralight. "No big deal," you say? Well, Cinquanta's ultralight is a flapping wing, an ornithopter, and it is flapped hydraulically. (The pilot pumps up a hydraulic accumulator, which feeds pressure to the mechanism.) The concept seems humorous and many people at Oshkosh simply laughed when they heard about it, as though no further comment was needed. But this is a project on which Cinquanta has spent thousands of dollars and many years. Dave Terry, (who took most of the Oshkosh photos) remembers a trip through the desert when he was a child. His father, an aeronautical engineer, stopped to watch a man flying a most unusual experimental glider. The man was Joe Cinquanta. Today, Joe's latest glider, the Uccello III, looks vaguely like a Mitchell B-10, except the tips flex, and the pilot is nestled right up against the wing, in a prone position. Instead of a cage, there are only a few protrusions from the bottom of the wing - a foot rest, a bar to

pump up the hydraulic accumulator and a couple of hand grips to control the hydraulics. It's already cleaner than the Mitchell and a fairing around the pilot might boost the LID to 20: 1 or so, far above the L/Ds of foot-launched hang gliders. Cinquanta has been testing his plane by having it towed aloft, sailplane fashion, and then flying it as a glider, using the movement of the tips to control it. The tips flex up and down and also sweep forward and aft a few degrees. He claims that the accumulator can store enough power to lift him 40 feet from the ground. Deciding whether Cinquanta is a genius or a flake is difficult because he sends out conflicting signals. He talks seriously and earnestly, but the slogans painted on his plane and the hand-lettered sign challenging all other manpowered aircraft to a flight across the Grand Canyon, without parachutes, are hardly typical of a scientific researcher. On the other hand, I talked with noted aerodynamicist and soaring expert Bruce Carmichael, and he described the motion required for a flapping wing to generate lift and thrust. It was the exact same figure-eight motion described by Cinquanta. He left Oshkosh without demonstrating his plane, so I'll withhold judgement for now. Like everyone else who saw or heard about it, I want to see it fly. ~

Newman also displayed the Eagle S2, a version intended for licensed pilots. Ron Taylor brought an ultralight that bypasses the question of whether to use weight shift or 3-axis control. He uses both on his Ronair. Probably the least expensive of the new ultralights was the Barnstormer. It's a staggerwing biplane with conventional 3-axis control. Plans for it are $95.00, while the kits are $1600.00. Construction is tubing and fabric and wood.

There was a noticeable lack of trikes at Oshkosh, despite the fact that at least a half dozen manufacturers have begun building them. Only one or two showed up, and there were no manufacturer's displays. In contrast, it seemed like every manufacturer had floats for sale. They were made with everything from foam to Kevlar and ranged in price from a few hundred dollars to nearly a thousand. Dale Kjellsen even had a float mounted (actually a converted houseboat frame) simulator for training students in the Teratorn. He has a HANG GLIDING

John Moody's new lall assembly IOI' the Easy Riser.

inboard/outboard unit in it and can on any of easily get up enough open water to get the glider flying. also had a 5: 1 reduction unit inch prop. While the new were they were only a fraction of the total show at Oshkosh. All week long there were five forum tents going constantly, with recognized experts forums on every imaginable topic related to airplanes. The ultralight tent featured talks on everything from ultralight simulators (John Ballantyne) to counterrotating props (Don Stewart) to the Night Hawk (Jim Theis). Nearby, under a few roofed- over shelters, there were hands-on workshops on foam and fiberglass, wood construction, sheet metal, aluminum welding, etc. Those with a little money to could take hours to wander through the "fly market." Hundreds of vendors sold T-shirts, surplus aircraft pans, carved wood plaques and all sorts of other assorted goodies. The two commercial buildings also had their share of dealers and if some one wanted to, and took a copy of every brochure and catalog available,

they would walk out with a stack of paper several foet high. Even the air show itself oflcred enough to satisfy just about anyone. Fly-bys were done by every imaginable kind of plane from ultralights and an old Jenny to a Quantas 747 chartered by a group of Australians and New Zealanders. The Warbirds of America, the Confederate Air Force and a Canadian warplane group gave displays of formation flying, fighters, bombers, a very rare ME 109, a B-29, a stunning display of maneuvering and acceleration by an F-14, aucl even a demonstration of in-air by a KC-135. Following the warbirds were demonstra· tions of aerobatics, very slow flight by a Hclio Courier, very fast flight by a BD-5 jet, the Cri Cris, the Kasperwing's vertical descent, Ken Brock's gyrocopter and enough other assorted and flying to keep most people satisfied through the rest of the year. But for all the flying, the forums and workshops, the displays and the airshow, perhaps the best part is the atmosphere. Wherever you arc at Oshkosh, whatever your particular interests in aviation, there is a sense of being

The Waspair Tomcat was voted the outs landing new design.

OCTOBER 1981

Some people are bored wilh challenges that othern consider intimidating. Jim 'l'heis is one of those people. For him, designing a hang glider or an ultralight isn't clifficult enough to be interesting. So he developed an interest, not merely in flying, but in duplicating the flight of birds. h's a design goal men have had for cen·· turies. Jim Theis hasn't achieved it, but he's getting close. A couple of years ago, he crashed his Nighthawk, an ultralight that looked much like a bird, with the pilot's head and shoulders sticking out where the bird's head would have been. The crash came just as he was figuring out how to use his control system that allowed him to simultaneously vary many of the wing's characteristics in flight. The crash was a one, costing him the use of his legs. But he regards it as only a set .. back, not the encl. He spent months in "rehab" and then went back and rebuilt his shop so he could use it from his wheelchair. Now he is trying to decide whether to rebuild the Nighthawk as a prop .. driven ultralight, or go all the way and build it up as a true !lapping wing, an ornithopter. He was at Oshkosh this year withont his Nighthawk, but with his latest creation, a custom wheelchair. He built it from a pair of ten-speed bike frames, mounted upside clown, with handlebars mounted on the drive sprockets so he can "pedal" with his hands. Extra brake levers work the steering. Theis clashccl all over the field at Oshkosh with that chair, and it takes a fit individual to keep up with him. He has been known to enter marathons and finish in about two hours. Jim gave two forums this year, talking about his research. He stresses that designers should start looking at how to control and vary the distribution of lift and drag over the whole wing. He says this helped him achieve lateral control on the Nighthawk without using a vcr· tical surface. Noting the number of'birds used as symbols for hang glider manufacturers and dealers, he says, "The planes we fly should look more like our logos." If Jim fhcis has his way, they will. ~

among friends. There is little rivalry that is anything but friendly, and most flyers there show respect for everyone else's interests. There are a few exceptions, of course, but those people are immediately obvious, and they can be written off and ignored. There's nothing else like it. Oshkosh is like a family reunion where the family has 500,000 members and they all like to fly. ~

This Year's Winners

Grand Champion: Mike Loehle, Louisville, KY - Easy Riser "Aeroplane" Reserve Grand Champion: Roy Pinner, Waterford, MI - Hummer Homorable Mention: Art Siordia, Salinas, CA - Goldwing

Best Craftsmanship:

Mike Loehle, Louisville, KY - Easy Riser "Aeroplane" Outstanding New Design: Robin Haynes, Sacramento, CA - Waspair Tomcat. Outstanding Foreign Ultralight: Col Winton, Sydney, Australia - Grasshopper Ultralight "Diamond" Award: John Moody, Kansasville, WI

DALE KJELLSEN'S SEA-GOING SIMULATOR Dale Kjellsen, of Motorized Gliders of Iowa, has his own way of doing things. Other people build reduction drive units with perhaps a 3: 1 ratio and a 46 or 48 inch prop. Dale uses a 5: 1 ratio and a five foot prop. He shows similar individuality in his design of an ultralight simulator. Rather than mounting it on a car, or pushing it with a truck, he put his on floats. Actually, the basis for the simulator is a pontoon-type houseboat, with the house removed. In the stern are a Mercury inboard/outboard, a few cushioned seats and a control console. The rest of the deck is pool-table flat, terminated in the bow by a simple framework of tubing that "tows" the glider. The glider in this case is one of Kjellsen's Teratorns, sans engine. In addition to the "tow rope," the Teratorn is held by a system of tethers connected to a small hand winch next to the control console. Unwinding the cables allows the glider to fly about three feet vertically and about four to five feet from side to side. The cables can be pulled in to restore control in a violent pilot or gust induced oscillation or to tie the plane down for the night. It's an interesting set up, and one that attracted plenty of attention sitting in the ultralight area at Oshkosh. So when Dale offered to take it out to Lake Winnebago for a "flight test," I accepted instantly. Bobbing gently at the dock, in a marina full of cabin cruisers and sailboats, the simulator looked ludicrous. No matter. We climbed aboard and puttered out of the marina, enjoying the looks of total bewilderment on the faces of the local boat owners. Once out on Lake Winnebago, it was down to business. We checked the wind direction and headed downwind to prepare for a first run. After a quick demonstration run, I climbed in, Dale gave it some throttle, released the restraining cables, and we were off. The Teratorn lifted off quickly, even when the simulator was barely moving, showing ve1y graphically that it depends on air speed, not water speed. Almost immediately, I found that there is a difference between real flying and the simulator. I have a fear of pilot-induced oscillations. So when I fly, especially in some36

thing unfamiliar, I like to gently put in some control input and then stop and wait for the plane to react before putting in more, or reversing the controls. In an airplane or ultralight you can do this. There is (or should be) enough room to allow the plane to stabilize before changing the controls. That approach just doesn't work on the simulator. When I tried it, I was up against the stops in an eyeblink. The reason is the range of motion. There isn't the width of a runway or open field to use. By the time the glider stabilizes after a control input, it's already out of room. The trick is to put in plenty of control input sharply, and then almost immediately put in a little bit of reverse control to keep the glider from over reacting. But if you try to think about it, your reactions will be too late. It must be done instinctively, going straight to the centers of feeling and balance and bypassing the logical part of the brain. Learning to fly the simulator is not a mental exercise, it's a kinesthetic one. This was proven when our photographer, Dave Terry, tried it out. He is a competitionlevel surfer and windsurfer. Unencumbered by any preconceived ideas about how to fly it, he simply relied on his well-developed sense of balance. He flew it perfectly almost immediately.

Keeping the glider relatively centered is tricky, but excellent (and very safe) training. And it's fun.

A comparison of John Ballantyne's simulator, which we tested last year, and Dale Kjellsen's shows some significant differences and some similarities. Both use a steel framework to "tow" the gliders and a flat deck for the "ground." Both allow the glider to move side to side with a pulley system for the tow rope or strut. Ballantyne's uses a tow strut, while Kjellsen's uses a rope. Kjellsen's simulator allows about a foot or so more freedom of movement, side to side. Both use a system of tethers to limit the glider's travel, and both use similar gliders a Quicksilver and a Teratorn. On Ballantyne's simulator, the instructor talks to the student through an intercom and has a readout of the student's mock throttle and kill switch. Kjellsen has planned similar features, but hasn't installed them yet. The most important difference is in the handling. On Kjellsen's simulator, the front of the tow rope is not free to move vertically, while on Ballantyne's, the front of the tow strut can move up and down on a pulley system. The result is that the Teratorn is much more sensitive in pitch, and control inputs are complicated by the varying tension on the tow rope as the glider moves around. The Teratorn also moves from side to side a bit more quickly than the Quicksilver. I leave it to the experienced instructors to decide whether a student should train in a relatively responsive simulator or one with mellow handling, or if it even makes a difference. For $50.00, Kjellsen offer's his students whatever amount of simulator time is required to learn the basic control techniques. (Some techniques, such as pulling in to gain speed are obviously impossible on the simulator.) Usually a student requires only an hour or two. Using the simulator is a far superior method of teaching than letting students taxi around and try to do short hops, and it's infinitely safer. Given a reasonable size body of water, heading into the wind is no problem and any amount of crosswind can be achieved, if desired. Before the framework was installed, Kjellsen managed to take off and land on the deck with a powered Teratorn, so if nothing else, he's got the world's smallest aircraft carrier. ~ HANG GLIDING

THE AUSSIES

Like the United States, Australia was built up by the influx of misfits and malcontents who weren't satisfied with the way things were elsewhere. Over the years, they've developed a reputation as an independent people, individualistic and inclined to do things their own way. In short, they're ideal homebuilder material. This year, they proved it. Not content with merely showing up in force, they (and a few New Zealanders, who must never be mistaken for Australians), chartered a Quantas 747 to fly them to Oshkosh. Two hundred and sixty-four of them made the trip and they still had room

for 12 of their homebuilt aircraft. They even had Australian EEAers at the controls, including Gary Kimberly, designer of the Sky Rider and one of the leading figures in the Australian Minimum Aircraft movement. The planes were as individualistic as the Aussies, and included a lovely little Gyrocopter, Col Winton's smooth 70 mph Grasshopper and the radical, fully enclosed, ductedfan-powered Hornet flying wing. And to top it all off, they did three low-level passes over the runway in the 747. Ever been buzzed by a 747? No telling what they'll do next year. ~

BOB CALDWELL The Quicksilver appeared out of nowhere, dropped into the pattern and landed. A ground crew man rushed up to see where it flew in from. "Where did you come from?" "Would you believe Juarez, Mexico?" "No s***? That's great!" The pilot was Bob Caldwell, and he was on his way to Canada. It started when Bob lost a close friend to leukemia. He, and other members of the Ultralight Pilot's Association of Phoenix wanted to do something to help other victims of leukemia and decided to organize a cross . l • ',&difrl · , 1 · - - ~ - \ ~

--~-~'"'

,•

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country flight. The club pledged five cents a mile and $100.00 to the Leukemia Society if the trip were made. With that, and $200.00 and time off from his job, from Scott Transportation and Trucking Co., Bob was off and flying. He rounded up donations such as the trailer from VIP Trailers and the radio equipment from Phoenix Bronco One. He also brought along an extra Quick, spare parts, camping equipment and other paraphernalia in a '69 Chevy truck with a camper. Even with the donations, much of the ex· pense for the trip came out of Bob's pocket OCTOBER 1981

and the trip planning actually took a year. Despite the extensive planning for the trip, the Quicksilver was entirely stock. With a stack of pledge forms to give out, and letters of greeting from several governors, the "Friendship One" set out from Juarez on June 1. The weather didn't cooperate, and Bob made only 80-100 miles a day instead of the 200 miles he planned on. Two and a half weeks later he had only gotten to Arkansas City, Kansas. He was running out of money and time, so he returned to Phoenix. He soon found another helper and got back to Arkansas City on July 14. Up to this point, he had no problems other than replacing a piston ring. In Shelbyville, Miss., the engine quit and he just missed some power lines putting it down, but hit a power pole on rollout, injured his leg and destroyed one wing of the Quick. The wing from the spare Quick was quickly installed and the trip resumed. According to Bob, "The Quick will take any kind of a beating." In Ripon, Wisconsin, the motor blew again. (It turned out to have been set up too tight.) The spare was installed and Bob flew into Oshkosh on Saturday, August 1, the· opening day of the fly-in. After the fly-in, he resumed his journey and a few days later made it to Saulte Ste. Marie, Ontario. When the flight was completed the Leukemia Society got a raft of donations and pledges, ultralight aviation got some excellent PR, and Bob Caldwell was left with the feeling that he had indeed done something worthwhile. ~

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is n new entry in the produced Dick Boone's new company, Progressive Aircrafr. The Pro Air 180 is a statc-of:the-art, double smfaced, enclosed floating crossbar glider with a very short span. The Pro Air utilizes upper and lower ribs to form its zero billow sail and has the slickest hardware I've seen since the Atlas.

SET-UP The set-up on the Pro Air can be described word easy. Unzip the foll-length in a zipper bag and the triangle bar assembles with a single clevis pin and safety ring. The lower front wires are then attached to the nose with another clevis pin and ring. Stand the glider on the control bar and undo all the ties. Raise the kingpost and the bridle guide at the top, then fasten with the pip pin and tensioner at the rear of the keel. the wings as far as they will go and walk to the front center of the glider. Open the lower surface vckro to expose the crossbar center junction. Push the crossbar back towards the ldngpost until the wire is folly extended and attach the kingpost safety wire to the crossbar tang. Close the center velcro and insert the ribs and washout struts. The wash· out struts arc also used to control sail tension at the tips so it requires a bit of muscle to pull them tight. Preflight. It's about a seven to ten minute job.

APPEARANCE/CONSTRUCTION I find several words coming to mind when I look at the Pro Air words like sleek, racy and functional. The hardware must be seen to he believed. From the super-trick noseplate to the washout strut tips, this glider's fittings are superb. Construction is stout yet the weight is more than reasonable al 63 pounds out of the bag. are built of 1-7/8" tapering to 1-3/4" while the crossbars are 1-3/4" with inner sleeves. The keel is built with 1-5/8" and the control bar 1. 1/8". The Pro Air also uses the heavier 1/2" rib material which is a big bonus in my opinion. The 1/2" rib is much more durable than the 3/8" stock currently being used by several other companies. All cables used mi the Pro Air are coated and have Never Kinks at the tangs. also use heat shrink tubing on the nicos to prevent sail abrasion. However, the cables provided my biggest complaint about the glider. The cables on this glider leaked oil. At first I thought the sailmaker (forgive my doubting you, Susie) had gotten some machine oil on the sail. As it turns otll, Utah's hot weather makes the cables shed their protective coating of oil which went right on the sail. My other minor beef was that most of the nut caps promptly foll off dnring the test period. As this was being readied for press I had not yet spoken to Dick r bout these problems but I'm sure he will jump to correct them.

HANG GLIDING

"track" right into the relative wind making launches easier once you get the hang of it.

FLYING CHARACTERISTICS

THE SAIL The sail on the Pro Air is now made by Susan sail loft. Those of you who have read my earlier evaluations know how highly I her work. The sail on this Pro Air performed beautifully throughout the range the course of this evalua" tion. I did notice, however, a few top surface wrinkles in the vicinity of the crossbar"leading junction. It appears to me that this is the most diflicult area to work with due to leading edge flex. I have noticed similar wrinkles on most of the other double surface designs as well.

I.AUN CH The Pro Air is easy to launch but likes to be pointed straight into the wind. I .ifi: off occurs surprisingly fast with no tendency to pitch up or down. One point of interest to those of you who have never flown a double surface ship is the of attack they assume at launch. low With some wind blowing, the Pro.Air will

OCTOBEFI 1981

Whenever a company sends me a glider I really look forward to my first flight on it. What will it turn like? How's the performance? Is it squirrelly? Let me say that the Pro Air has delighted me from the first flight on. My first flight was in very marginal conditions. Several other pilots had already been "flushed" so no one was cager to launch. I decided to it a try as I always fly the glider I'm evaluating in as many different conditions as possible. I hooked in, gave a solid run and a quick left turn down the ridge. After two passes I had gained 50-75 feet of "breathing room," meaning I now had enough altitude to last out a mild sink cycle. A small thermal announced its arrival by lift" my left wing and playing a quick tune on my vario. Two "S" turns later I gained enough ground clearance to begin circling. The climb rate of the glider amazed me. I felt I was being hauled up by the kingpost. Once up in the good lift I went cruising around the sky at will. When it glassed off later that night I found myself on the top of the pack except for a lightly loaded Harrier. His hook-in weight is 160 pounds, mine is 214 pounds. Several other ridge lift flights had me up with or above evc:rythir1g except lightly loaded gliders. Handling on the Pro Air is quite straightforward and predictable. As with all the new generation "stiJl" wings you cannot expect handling like a Harrier, Nova or Raven. Response time to control inputs is still good in these new wings but bar pressure is up. Tuming this glider is quite similar to turna Comet with slightly better turn coordination. Also less high siding is required. Once established in a turn, thermalling is easy. Where you really notice the difference in handling in these new gliders is scratching in trashy conditions. You must allow for a little more hill clearance and fly a little faster for control. At minimum sink speed there is a definite lag in response time. Speed the glider up three miles per hour and it becomes much snappier. Stalls arc so gentle on the Pro Air it's amazEasy forward push to foll arm extension will produce a gentle mush with no nose drop. Tip stalls are just as gentle with no spin tendencies. In general, the Pro Air is a very easy, forgiving glider to fly. The LID on this ship seems to be as good or better than anything flying today. I could deliberately fly much farther away from the landing area searching for lift than in other gliders I've flown. I always would return higher than I too. Like the Comet, with the bar stuffed you go forward, not down. You simply cannot get the Pro Air to stay in a steep dive.

LANDING When you consider I'm flying the Pro Air at six pounds under the maximum wing loading and typically landing at a density altitude of eight to nine thousand feet. I'd say it lands well. When on final I found it best to come in fast, level off in ground effect at two feet AGL and flair hard about two mph above stall. My final tally was three dropped noses out of six" teen no wind landings.

SUMMARY The Pro Air is a fun, glider to fly. It has state-of:the-mt performance, construction and handling. It is fully certified to 1981 standards and costs $1,795.00. I am very impressed with it.

GUDER EVALUATION SPEC SHEET Glider make, model, size ............... Prog1'essivc Aircraft Company Pro Air 180 Price .............................................. $1,795.00 Net Airtime for Evaluation ..... 17 hrs. 28 mins. Wing Loading ............................... 1.5 lbs./ft.' Set-Up Time .............................. 7-10 minutes Appearance Overall ........................................ Excellent Hardware .................................... Excellent I ,aunch Characteristics Static Balance ............................... Excellent No Wind ..................................... Excellent Strong Wincl ..................... , ........ Very Good Flying Characteristics Roll Pressure ............................... Moderate Roll/Yaw Coupling .................... Very Good Pitch Pressure ............... Moderate to Heavy Mush to Stall ................................... Gentle Break Stall ....................................... Gentlc Stall .......................................... Gentle Possible I ,anding Characteristics Slow, Moderate, or Fast ............... Modcrate Parachutable ......................................... No Tendency to Nose Over ................ Moderate Tendency to Drop a Wing .................. Nonc

FRAME AND SAIL SPECIPICATIONS FOR PRO AIR SERIES I Area: Span: Leading Keel: Aspect Ratio: Nose Angle: Billow: Glider Weight: Pilot Weight:

Pro Air 180 Pro Air 140 185 ft.2 142 fl:. 2 28.6 fl. 31.2 ft. 17.5 fl. 16 fl:. 8.75 ft. 7.75 ft. 5.26 124"

5.76 124°

63 lbs. 160-220 lbs.

54 lbs. 120-175 lbs.

It was a mild Saturday at Big Black, April 11. I came out today with one purpose to do my first loop! I had spent several weeks mentally and physically preparing myself for this day. My body was feeling very strong from doing aerobic exercises and handstand pushups. I practiced steep dives with vertical pullouts at Torrey and my Fledge felt so crisp and responsive that it seemed to say, "I'm ready when you are." I discussed acrobatics with two of the local loopers, John Ryan and Bill Floyd. Each had a slightly different technique, but they were basically the same dive the glider until it kicks into overdrive, hold it, then make a smooth, progressive, rapid pullout. I planned to speak with the Master '(Eric Raymond) next, but never did. I drilled my mind over and over on all the details of execnting this potentially dangerous maneuver: the speed, the timing, when to use rudders and when not, chute deployment (look, reach, pull, throw, etc.). The previous night I successfully performed back flips off the edge of a swimming pool, something I was always afraid to attempt until now. All these factors gave me the courage to try it. The past few weekends I had gone out to try it, but things were not right. I didn't feel right or the conditions were too turbulent. Finally everything was ready; my mind, my body, my glider, and the air. The stage was set. Considering the marginal soaring conditions, my flight plan was: fly straight out over the landing area, stopping only for strong lift. The glider traffic over the landing area had cleared and the conditions hadn't changed for hours, so I took off. Heading out, I followed one thermal around a few times above the point, but it could only maintain me. As I approached my commitment altitude (3,000 feet MSL, 1,900 feet AGL). I flew southwest to compensate for wind drift under canopy if that became necessary. I looked at my altimeter; 3,000 feet. There was no one below me. This is it, now or never. Suck in the bar, tuck my legs forward and dive! I held this position until the bar pressure went negative and I had stopped accelerating; max speed! I swung my legs back and pushed out; the G's

were intense. The world was whirling by. I felt the glider slow and then come down the backside. I made it a perfect circle! I let out a holler and leveled off. I was really exhilarated. I wanted to be proficient at looping to perform at the Torrey Pines meet in two weeks, so I thought I should try a couple more while factors were favorable. (That was my mistake. My mental clarity was now fogged by my haste and emotional high.) Legs forward and I dived again. The acceleration was tremendous. I pushed out harder to hold one G all the way around. The world was whirling by. Again I felt the glider slow, but more than before. I never looked to the side, so I had no idea what my attitude was. Then I stopped, arms extended too late for rudders. Oh no! I wonder what happens now? Tail slide. The base tube ripped from my hands as it went by and the glider tucked. I heard a tube break and sensed I had started tumbling. On each of the two or three tumbles, the glider would quickly flip, slow momentarily, then snap me around in my harness like a whip. When I regained my orientation I was dizzy, but looked for my chute handle and grabbed it. I hesitated long enough to survey the situation: glider nose low in a rapid dive, me on top of the sail huggiug the lefi: side of the kingpost facing up and back. The glider had stopped tumbling. (It's a very eerie feeling having your glider flying itself while you are sitting on top of the sail.) I threw my chute as best I could. It was a lob. I watched the lines stretch and deployment bag pop. I figured the chute would work. Something was pinning my head against the kingpost (probably the chute static line). I struggled and slipped from its hold. The glider tumbled once more and was flat spinning. I needed to get to the control bar to flare for landing. I clawed my way over the trailing edge and as I reached the downtubes, the glider pitched up, stalled, and the nose dropped through. I was about l 00 feet up, descending rapidly, and drifting quickly backwards. The ground was coming up. I flared, my feet hit and I fell on my rear. I had landed on the step at the base of the hill by the LZ and felt O.K. (I had made worse landings go· ing for the spot.) Rick and Becky Matros, Don HANG GLIDING

Clark and others came running up and asked if I was alright. I confirmed my condition, Don unhooked me and I walked away! What happened? According to Steve Bralla who watched it all from above, I didn't have as much speed on my second dive. I think I partially whip stalled the glider, and when I realized I was slowing, I didn't deploy my rudders to flop me over. The glider stopped at about 120° above the horizon. Knowing my attitude and body position, the tumble was imminent. It was extremely violent. (Flying in turbulence will never bother me again; it could not compare!) Had I not been as physically conditioned and mentally prepared, I wouldn't have fared as well - a severely bruised arm, a stiff neck and some chest pain. The glider had stayed together except where I fell into it. I don't think the frame would have broken if I could have held my body off, but I couldn't. Given the time, I think I could have safely landed the glider after tumbling. The sail had a large tear from the trailing edge to the rear spar between the first and second ribs on the left side. The left inboard rib was bent and the keel had broken halfway between the kingpost and rear rigging bolt. The rest of the glider stayed together. After disassembly and inspection, I saw that all four spars had elongated holes where they connect to the keel, and several thimbles had elongated. I attribute this to the partial whip stall on the second pullup, and to the impact loads when tumbling. The left rear

spar had a slight negative bend about midspan. The glider is very strong! I only survived because I was lucky, could think clearly, and knew what to do. I can't say I won't try another loop, but I'm in no hurry for another attempt. I, and everyone who saw it, learned a lot. The lesson: if you want to try aerobatics, think twice. It's not worth it if you blow it. ~

CONSUMER INFORMATION Previous Damage Points to Cause of Goldwing Accident A failure analysis performed on the Elsinore Goldwing by Larry Burke, a professional engineer and an expert in the analysis of tub-

ing structures, has indicated that an earlier ground strike on the left wing of Jett Kerby's Goldwing was the most likely cause of the fatal accident at Elsinore. The early version composite spar in Jett's airplane required that both the fiberglass wrap and aluminum tubing spar carry the airloads. The wing spar design in this airplane had been statically tested under all airloads to be experienced in flight. In all cases, the static loads were correctly transferred throughout the fiberglass/aluminum tubing spar structure. Only with a high torsional loading (which is not experienced in flight), as was experienced in the ground strike, would the fiberglass wrap tend to fail and cause all subsequent loading to be carried by the .049" - I" diameter aluminum spar caps. Should the fiberglass wrap be damaged, the total load carrying capacity would be reduced from over 4 g's to about 1.4 g's. A new spar design has been developed and tested successfully. The initial .049" wall spar design proved to be completely airworthy, but to insure the integrity of the airplane and offer a greater safety margin, the first 16 kits that used the .049" wall spar caps have been recalled and replaced. All Goldwing kits, including the doubler .058" - l" diameter, .058" - 7/8" diameter spar design will operate safely to the standard category of +3.8 g's and -1.7 g's, with a builtin safety factor.

Aolu, An Unconventional Glider

for the Unconventional Pilot

HGMA

OCTOBER 1981

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speed, that is, not soaring capability or the ability to land in your neighbor's yard, or whatever), airplanes can offer more performance per dollar than ultralights. Heresy? Maybe. But consider that even the least expensive used airplanes offer cruise speeds near or about 100 mph, and most can carry two people in relative comfort. "But," you say, "speed isn't the idea of ultralight flight." Oh, no? Then why are we seeing so many monster-motors? Ultralights are coming on the market now with prices greater than many used airplanes, so much power that pilot's licenses are recommended or required, and yet offering performance (except in short-field capability) inferior to the airplanes. The whole point of ultralights isn't cheap flying, it's REALLY CHEAP flying. We're losing sight of that. There are some things that can be done to by Glenn Brinks reverse the trend. Manufacturers can look for ways to make things simpler, and can try to Low Cost Flight use as many components as possible from the companies that produce ready-to-use hardThe biggest barrier to flight is cost. That's ware. When special fittings are made in probably kept more people from flying than volume, their cost goes way down. Production the imagined difficulty of learning to fly, the methods can undoubtedly be streamlined. Inregulations, the risks, the hassles and inconterestingly, the Nomad is one of the most comvenience or anything else. By the time I got plicated kits on the market, and yet it is one of my private ticket, I had spent over $2,000.00 the least expensive. There has to be a reason. on the instruction, and that was in a flying However, as individuals, if we want to cut club, at $20.00 per hour, including fuel, for our costs of flying, as in most things, we'll the plane and $12.00 per hour for the instruchave to do it ourselves. That means some form tor. Rates at most FBOs (fixed base operators) of homebuilding. are even higher 'than that. For all that money, By building things ourselves, we can build the reward is a piece of paper that says exactly what fits our own set of priorities "private pilot, single engine, land." Still to · (power-assisted soaring, slow flight around the come are the expenses of buying a plane, paypea patch, aerobatics, or whatever), our budget ing the yearly tax on it, paying the tie down or and the type of materials available locally. hangar fee, paying for FAA mandated annual Ultralights are just not that complicated. inspections, etc. Aircraft design and building is not a black art. It's no wonder that many pilots are turning With relatively conventional planforms, to ultralights as the answer to incredible enough information is available to anyone who general aviation prices. But ultralights are no wants to look for it, to allow designs to be longer cheap, except in comparison to developed by-the-numbers. It will take some airplanes. study, of course, but you don't need an Prices have been steadily climbing, to the engineering degree to design and build a point where they are overlapping the bottom perfectly good airplane. The rewards are conlevel of airplane prices. Most ultralights are siderable. selling for close to $4,000.00 these days and Aluminum tubing and dacron or ceconite for that amount of money, you can buy a used aren't that expensive. U.P. and Manta have Ercoupe, a clapped out taildragger or even an complete catalogs of ready-made fittings, and aerobatic biplane. (There was a Mong Sport go-cart, snowmobile and motorcycle engines advertised at Oshkosh for $3,500 with a low are available at low cost. There's no reason time engine.) why we can't get an ultralight homebuilding The reason is that there is a demand for movement going and show the world what relatively inexpensive flying that outstrips the really low cost aviation is. current production capacity of the ultralight manufacturers. So, even at inflated prices, manufacturers can sell every one they produce Motolotnia White Eagle and even have extensive back orders. This demand won't last forever. And it will Jerzy Kolecki is a civil engineer in run out sooner when more people realize that Stockholm, Sweden. His last project was a for airplane-type performance (cross country backpack power unit very reminiscent of the

POWER PILOT

old Bennett backpacks. Now he's back with a new power system that at first, looks much like a Soarmaster. Like the Soarmaster, the White Eagle is a long-drive shaft power system meant to be mounted to a hang glider. However, the drive shaft incorporates a universal joint so the angle of thrust can be adjusted. In the event of a crash, the U-joint also serves as a weak link, breaking before any shock load is transferred to the engine. Also, the unit can be mounted as a pusher or a tractor. To accomplished this, Kolecki designed a ground-adjustable prop that can be reversed. It uses a thin profile, and Kolecki claims it will work with engines ofup to 50 hp by varying the pitch. Each blade can be replaced individually. To go along with his power unit, Kolecki designed a canard surface. It's mounted above the nose of the glider, and it is supposed to generate a recovery force in a dive. It also should keep flow attached over the center section of the glider (a Cirrus 3) at very high angles of attack, perhaps delaying the stall. Kolecki has applied for a patent on the system. The power unit is available with a Chrysler 820 or Mac 101 engine, and weighs under 30 lb. Information is available from Jerzy Kolecki, New Aviation Engineering, Box 5078, S-163 05 Spanga-Stockholm, Sweden.

Ultralight Radio Licenses If you want to be legal, you can't just hang an aircraft radio on your ultralight and go flying. The rules state that you need an aircraft radio station license for the ultralight, and you must have a restricted operator permit. The restricted operator permit is no problem. Just write to the FCC, P.O. Box 1050, Gettysburg, PA 17325, and ask for a restricted radiotelephone operator permit application (FCC form 753). Complete parts I and II of the form and mail them to the FCC. Fill in the blanks and sign part III of the form and you have a temporary permit until the application is processed. For the station license, things are slightly more complicated, but still easy. Start with an application for aircraft radio station license (FCC form 404). In box !, where it says, "FAA registration or FCC control number," write in, "see reverse." Under box 9A, check "(A) Private Aircraft." Leave 9B, B 1, B2 and 9C blank. In box 10, check B, "VHF Communications (118 to 136 MHz)." The other categories aren't of any interest unless you are equipping your ultralight for instrument flight. On the reverse side, you should write two statements. First, "This is an ultralight vehicle and does not have an FAA registration number." Second, "This radio equipment will HANG GLIDING

only be used on a U.S. aircraft." The first statement allows your application to be processed as an ultralight. The second statement is necessary to assure them that your ultralight is not a foreign registered airplane. As ultralights do not carry N-numbers, (if yours does, just apply for a license like a conventional airplane), and call signs can greatly speed communications with aviation facilities, the FCC is using a series of call signs for ultralights. Each ultralight will be assigned a call sign with five digits, followed by the letter U (Uniform). In communications with a control tower or other facility, the ultralight would identify as "Ultralight 12345 Uniform." After the initial exchange, this would be shortened to "45 Uniform," just as with conventional airplanes. The license is only good for the ultralight. To mount a radio in a chase vehicle or for a ground station, FCC form 406, the "application for Ground Station Authorization in the Aviation Services" should be filled out and sent in. Instructions on filling it out are included. Having a valid call sign and using it (along with correct radio procedure), can make you sound like you know what you're doing, and puts you on an equal footing with the rest of the air traffic. Not bad, when you consider that all of the licenses are free. ~

specific articles that have appeared in Technical Soaring. The latest issue has an article on two airfoil sections designed for low Reynolds numbers. Low Reynolds numbers mean low speeds, and that's an obvious tie-in with hang gliding. One of these airfoils is actually a strut fairing designed to have the minimum effects on the aerodynamics of a wind tunnel, but the other is an airfoil designed specifically for an ultralight sailplane being designed at Rensselaer Polytechnic Institute, just the thing for a fixed-wing hang glider. Other articles have included: Mountain Meteorology - Know Before you Go, Dynamic Soaring in the Atmospheric Boundary Layer, Development of a Computer Program for Parameteric Sailplane Performance Optimization, and Some Problems of the Dolphin-Mode Flight Technique. If those names sound intimidating, then Technical Soaring isn't for you. As the name implies, the articles are highly technical and often resort to rather advanced math to describe a problem or its solution. But, if you're really into design, or if you have some background in math and are serious about improving your cross-country technique, Technical Soaring will provide information, and further references that you can't find anywhere else.

BOOK REVIEWS

Ultralight Aircraft, by Mike Markowski, Ultralight Publications, Hummelstown, PA, 288 pages, $19.95 hardbound, $12.95 soft cover.

by Glenn Brinks Technical Soaring, John McMasters, editor, published quarterly by the Soaring Society of America, Los Angeles, Cal., magazine format, approximately 45 pages, $12.00 per year. Sailplane design is a highly competitive field. Sail plane designers are borderline fanatics about performance, and vigorously track down every last tiny source of drag and do their best to eliminate it. Their efforts have brought sailplanes to almost unbelieveable levels of performance. The latest Nimbus 3 claims an LID of55:l! Obviously, hang glider design can benefit greatly from the advances being made in sailplanes. For those interested in the cutting edge of soaring technology, Technical Soaring is the best source of information. It's published by the Soaring Society to keep designers, competitors and other interested members informed of the latest experiments in design, new methods of competitive flying, and other, highly technical subjects. Reviewing it is a difficult task, because every issue is different. So let's take a look at some OCTOBER 1981

It's nice to see a book come out on ultralights that uses up-to-date information and photos. In this respect, Ultralight Aircraft is much better than Markowski's earlier effort, the Hang Glider's Bible. He has really done his homework to get the latest designs included. Some of them, in fact, must have come out on the market just as he was going to press. You won't see any pictures of Icarus Us or FLA Cs here, just 42 different models (not counting variations on a single model) currently being produced and sold. Each gets up to three pages, with photos, drawings, a few paragraphs of description and a chart of specifications (supplied by the manufacturer). There's more to the book than just a collection of ultralights. Starting off the book is a brief section titled, "Performance Figures - A Word of Caution." In that section, Markowski actually talks more about CL and stalling. He does warn readers that, "As for most mechanical devices, ultralight performance figures should be subject to the buyer's scrutiny. This is not to imply or suggest that the manufacturers' figures are inaccurate ... " Come on, Mike. We all know that advertised

perfoqnance claims of many ultralights are more than a little exaggerated. But that's really nit-picking. After the section on performance figures, Markowski lists and describes the various ultralights and then launches into a "Basic Ultralight Flight Manual." There isn't enough room in any one book to cover every topic completely, but Markowski does a good job of presenting the general information on flying. Some of the topics include preflight, principles of control, mushes, stalls and spins, density altitude, navigation, etc. Engines come next, with explanations of how two stroke engines work, propellers and reduction units, trouble shooting, etc. Also included are pictures and descriptions of eight representative ultralight power units. Appendices and lists finish out the book. Markowski includes information on the USHGA programs, FARS, FAA certification, registration and aircraft bills of sale, FAA offices, dealer and manufacturer lists, information on the EAA Ultralight, Assn., and a list of ultralight and related periodicals. As a primer on ultralights, or a handy reference, Ultralight Aircraft is a nice book to have. And Markowski promises to keep updating it each year.

Hang Gliding and Soaring, by James E. Mrazek, St. Martin's Press, New York, 215 pages, soft cover, $9.95. Hang Gliding and Soaring is a somewhat revised edition of a book first published in 1976. At the time it was a complete and up-todate manual on all aspects of hang gliding. But the revisions aren't complete enough. The photographs make that especially obvious. Standards, Seagull Ills and the like abound. Where are the Comets and Harriers? The text is also a bit behind the times. It has been updated, but he uses a Mosquito as his exmaple of state-of-the-art, putting him a generation behind the latest wave of enclosed crossbar, stiff leading edge designs. He does include a picture of a Delta Wing Viper, but there's little description. Being a generation behind the latest technology doesn't have that much effect on the basic purpose of the book - to give newcomers to the sport a handbook and reference guide to the basics of learning to fly, soaring, buying and maintaining a glider and related equipment, parachutes and the rest. Mrazek's book is actually very good in those respects. His coverage of the history of the sport is particularly good. Hang Gliding and Soaring is almost an excellent book. With fresh pictures and an update to this year's technology, this could be one of the best books available on hang gliding. ~

STRATO MAXI - Excellent condition. Good intermediate. $500. Sunbird harness with Windhaven chute $150. Call (714) 878-2063 after 6 p.m.

CONSUMER ADVISORY: Used hang gliders always should be disassembled before flying for the first time and inspected carefully for fatigue - bent or dented tubes, ruined bushings, bent bolts (especially the heart bolt), reused Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with non-circular holes, and on Rogallos, sails badly 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 ARES 19' - Excellent shape. Flight Designs harness, Windhaven chute. Sell all for $1,000 or trade for ? (408) 241-6256. ANTARES 190 1979 - Sail still crinkles. $800. Kansas City, (816) 587-1353. CAN WE HELP YOU GET INTO THE AIR? Do you want to fly, but are short of funds? We will trade anything to help you fly. Contact Delta Wing Kites & Gliders, (213) 787-6600. CONDOR 224 - wt. range 165-230. Multi-color sail. Unsurpassed beginner-intermediate glider! Can ship anywhere in rugged container. $795. Many others - call! UP of UTAH (801) 572-1537. CHALLENGER 178 - Exe. cond. $1,000. Doug, (213) 447-3265. COMET 165 - with inlaid flaming comets, see page 30 June, Hang Gliding. I made the sail with special care and it's primo. $1500. Call Roger, Production Manager at U.P. (714) 676-5652. LET ME HELP YOU GET HIGH WITH A MEGA 172, like new condition, flies great, nice sail. Pilot weight 155-200. (704) 658-2341. LOOKING FOR A USED GLIDER? Selling yours? In 213 and 714 area codes call Doug Hertzog's Hang Gliding Referral Service, (213) 436-4891. Mega II - $895. RAVEN 229, $1,145. SST, $695. Will ship anywhere in U.S. Kitty Hawk Kites West, (408) 384-2622. MEGA MKII 683-1130.

SUMMER CLEARANCE SALE - We have the following gliders in stock and ready to fly ... Price Glider Wt. Range $ 800 Herron 140-200 700 SST 130-180 1000 Condor 165-230 700 Firefly I 130-180 850 Alpha 165-205 1200 Lazor II (NEW) 180-220 1200 Raven 150-210 800 Lazor II 120-160 60 165-210 1000 1200 60 (with harness/he/mer) 140-185 1050 150-190 Lazor II 700 Spyder 113-160 1200 180-220 Lazor II (New) 1250 170-210 Super Lancer (NEW) 1100 Raven 170-230 1100 Raven 150-210 650 6C 150-180 500 Dragonfly 150-180 650 Cirrus 5 140-180 ]100 60 165-210 1250 60 (NEW) 140-185 600 145-185 Phoenix 12 650 Firefly I 130-190 900 60 165-210 Comet (HOT Mylar Leading Edges) 145-210 1750 Comet 150-230 1600 Non-locals add $25. for shipping tube plus freight charges and I will ship anywhere. Call or stop in - THE ELSINORE VALLEY HANG GLIDING CENTER, 31381 Riverside Drive, Lake Elsinore, CA 92330 (714) 678-2050. Our shop is open from 9:00 to 5:00 and is closed Wednesday and Thursday.

WILLS WING 185 XC - Very good cond. $400, plus Windhaven parachute and Price harness, $300. Both, $670. (209) 632-0526. WILLS WING SST !DOC - 10 hrs. airtime. Rainbow sail, UP prone harness w/chute. Bennett chute, new, never on harness. Must sell. Best offer/will sell separate. Steve (213) 277-0588.

Rigid Wings

OLY 160 - XLNT cond. $500. Good Phoenix 6CJR, $350. UP harness and chute, $250. Vario and altimeter, $100. Mike (714) 568-6534.

Schools and Dealers

SPIRIT 200 - Great glider, prone harness, vario. Must sell, all $900. (309) 699-9634. SPYDER 192 - wt. range 170-220. All white sail. Excellent intermediate glider with xc potential! Can ship anywhere in rugged container. $695. Many others - call! UP of UTAH (801) 572-1537. STRATUS V BOWSPRIT 1981 - Double surface, 164 sq. ft. Excellent condition. Featured on pg. 28 of May-June '81 Whole Air Magazine. Good competition X-C glider. Brown with red to yellow spectrum. $1500/best offer. Call Gib, (415) 561-4403 days, (415) 664-5702 nights.

Transport your hang glider, canoe, surfboard and sporting equipment safely. • Light • Sturdy • Attractive • Weather Resistant • Easy Assembly Shipped PQstpald High roof clearance-attaches to roof's rain gutters, not roof. Cross-brackets are foam-rubber padded. Send $85 to: Superior Rack Co., Dept. P Box 65, Oceanside, N.Y. 11572. Include your name and address, and mea· surement distance between outside edges of car roof's rain gutters.

UP GEMINI 164 - wt. range 140-215. White sail, red leading edges. UP's great new beginner-intermediate glider. Demo unit, low hours, $1395. Used from $995. Many others - call! UP of UTAH (801) 572-1537.

FLEDGE IIB - Mylar leading edge, increased double surface. Bottom surface battens, new I 981 batten camber, pulleys. All black, red droop tips, $1300. Steve Lantz, (702) 831-3472.

$850. DeWitt, (805) 688-6205. Leave

Top Quality, Secure Anodized Aluminum ----Rack----

TWO PHOENIX 12 185's - Brand new. Never flown. Yellow tip, dark orange and red. $2200. for both or best offer. Phone early AM or late PM. Sean (213) 456-2873, Gerry (213) 4 79-8791.

MONARCH 174 - Excellent condition and performance. Extra sleeved downtubes included. Will ship, $1000. (303) 349-6720, Dusty.

RAVEN 209 number.

Auto Roof Rack

TRADE IN YOUR MOSQUITO or other quality glider on the purchase of a UP Comet or Gemini. You bet we take trades! UP of UTAH (801) 572-1537.

$995. Low time, great kite. (805)

RAVEN 149- Brand new- $1100. UP Cloud Harnessknee hgr med. $65., small, $40. Bennett vario, $50. Eipper Cumulus (very clean - new bag) $200. (213) 442-0123 X504 (day), (213) 798-3870 (evening).

Custom Built

ARIZONA DESERT HANG GLIDERS -4319 W. Larkspur, Glendale, AZ 85304 (602) 942-4450. SOUTHWEST ULTRALIGHT AVIATION - Salesservice-lessons. Hummer, Hummingbird, Tom Cat. 2761 N. Country Club, Tucson, AZ 85716. (602) 795-2829. ULTRA-FLIGHT SCHOOLS OF AMERICA announces the opening of two new ultralight airports in Arizona. We are the distributors for the Snoop - a two place trainer. Our licensed pilots, FAA rated C.F.I. and B.G.I. assure the best training available today. Radio training, flight simulator, computer testing and audio visual available soon. Complete dealer training also available. Call or write the U.S.A. nearest you. U.S.A.'s Mile-High Ultralight Airport, Box 670, Holbrook, AZ 86025, (602) 524-3828. U.S.A.'s Tucson Ultralight Airport, 245 S. Plumer #5, Tucson, AZ 85719, (602) 628-1737.

FLY BETTER KNOW YOUR EQUIPMENT HANG GLIDING, the first book on the sport has been updated 9 times and now includes a special section on motorized flight. 186 pages, 350 illustrations, over 125,000 sold! The complete flying, designing, building handbook and buyer's guide. $6.95 (Californians add 42¢ sales tax). HANG GLIDING MANUAL with Log. The most authoritative, compact, concise, complete and least expensive basic flight manual available. Used as a tra·1ning text by schools worldwide. $1.50 (Californians add 9¢ sales tax). MANNED KITING. Fly the flatlands with the only book on tow launched hang gliding. Step-by-step instructions carefully guide the novice through taxi practice, towed flight and release to free flight. $3.95 (Californians add 24¢ sales tax). Add $1 to total order for shipping

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

HANG GLIDING

13 good reasons why thet-1E.""Altimaster IV should be on your flying machine

1. PRECISION JEWEL BEARINGS 2. ACCURATE 3.PRECISION GEAR TRAIN 4. TEMPERATURE COMPENSATED 5. LIGHT - 3% OUNCES 6. SMALL - 3" x 1~" 7. RUGGED & DEPENDABLE 8.STANDARD AIRCRAFT BLACK FACE· 20,000' CAPABILITY 9.CAN BE MOUNTED ANYWHERE ( EVEN ON YOUR WRIST) 10. CAN BE ZERO'D TO ANY GROUND ELEVATION 11. QUALITY BUil T 12. SPECIFICALLY MANUFACTURED FOR ULTRALIGHTS 13. RESISTANT TO DUST AND MOISTURE

But the BEST reason for using the AL Tl MASTER IV is SAFETY: ALTITUDE IS PRECIOUS. KEEP TRACK OF YOURS. Stop guessing your altitude. The AL Tl MASTER IV will tell you at a glance, accurately and reliably. Only$ 89.95 at authorized SSE Dealers worldwide.

SSE INCORPORATED )

5801 Magnolia Avenue, Pennsauken, NJ 08109 • (609) 663-2234

* Dealer inquiries invited

681

CALIFORNIA ELSINORE VALLEY HANG GLIDING CENTER. Certified, experienced instruction, sales for al1 major manufacturers and repair facilities. Call (714) 678-2050. FREE FLIGHT OF SAN DIEGO. Expert instruction utilizing modern, safe equipment. (714) 560-0888. HANG FLIGHT SYSTEMS - Certified instruction program, beginning to advanced levels. Featuring 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 - Santa Barbara-San Bernardino. (Formerly Channel Islands Hang Glider Emporium.) Quality instruction, service, and sales since 1974. Full stock of gliders, harnesses, helmets, varios, accessories, and spare parts. Many new and used gliders in stock. Contact us for details. 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. ALI brands of gliders, a complete line of instruments & equipment are available! For information or catalog, write or call: Hang Gliders of California, Inc., 2410 Lincoln Blvd., Santa Monica, CA 90405. (213) 399-5315. HANG GLIDERS WEST-DILLON BEACH FL YING SCHOOL. We sell and service all major brands, parts, accessories. USHGA certified instructors, observers serving northern California since 1973. Complete lesson programs. All major brands. After the sale it's the SERVICE that counts! Call or write for brochure. 20-A Pamaron Way, Ignacio, CA 94947. (415) 883-3494. Now offering ULTRALIGHT POWERED FLIGHT INSTRUCTION. All equipment provided.

Lessons, sales, service. Dealers for Manta, Bennett, Wills, U.P., Lancer. Also, Kasperwing & Soarmaster motorized ultralights. Box 7115, Aspen, CO 81611 (303) 963-1504.

System, with the new Hummingbird. Eco Flight Gliders, 17390 Redman Road, Milan, Michigan 48160, (313) 439-8637.

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.

KITES IN FLITE - 5510 E. McNichols, Detroit, MI 48212. (313) 891-4922. USHGA certified instruction and Regional Observer. Featuring the Pterodactyl Fledge, Wills Wing, and Emerson tow equipment. We even own a 350' launch site up north for the foot launch purists. Full line of accessories.

GOLDEN SKY SAILS - USHGA certified school. Foot launch, power, towing, mountain soaring, ground to air communication, video replay. Complete airframe, sail, power plant repair. We sell and service ,all major brands. Golden Sky Sails, 572 Orchard, Golden, CO 80401 (303) 278-9566. LEADING EDGE AIR FOILS, INC. - Write for our complete line of gliders, power packs, ultralight equipment and lessons, (powered, towed and free-flight). Enjoy our unbeatable prices and fast service. A MOST COMPLETE SHOP. 331 South 14th St., Colorado Springs, Colorado 80904. CONNECTICUT AIRWISE INC., 15 Long Ridge Road, West Redding, CT. 06896, (203) 938-9546. Training programs for beginner to expert by USHGA certified instructor/observer staff. Dealer for all major product lines, featuring Flight Designs, UP, Moyes. Complete accessory line. Lecture-film presentation available. HAWAII HAW All SCHOOL OF HANG GLIDING - Complete USHGA certified lesson program. Equipment sales, service and rentals available. Write or call for more info. P.O. Box 460, Kailua, Hawaii 96734. (808) 262-8616. MAUI SOARING SUPPLIJ:,S - Certified instructors. Sales, service and rentals. R.R. Box 780, Kula, Maui, HI 96790. (808) 878-1271.

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.

TRADEWINDS HANG GLIDING - USHGA certified instructors/observers. Classes daily. MAKAPUU RIDGE clearances. Rental gliders for advanced pilots. Wills Wing & Moyes. Box 543, Kailua, Hawaii, 96734. (808) 396-8557.

SOUTHERN CALIFORNIA HANG GLIDING SCHOOLS, since I 974. 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 l. (213) 789-0836.

FARSTER HARNESS - RR#3, Dixon, IL 62021 (815) 652-4589. Designer and builder of all types of harnesses. Write or call for size sheet and price list. Serving Region 7 since 1976. Dealer for Stratus and U.S. Moyes. New, demo and used gliders in stock.

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 9063 l.

MARYLAND SCHOOL OF HANG GLIDING, INC. Serving the Washington D.C. and Baltimore areas. Complete line of gliders and equipment. USHGA certified instruction. (301) 628-6177.

ULTRASPORT, INC. is the only Southern California school dedicated Only to powered ultralights. We have a flight simulator which allows you to learn basic flight maneuvers before committing to free flight. USHGA certified. Call or write for more information. Ultra Sport, Inc. 12780 Pierce #14, Pacoima, CA 91331. (213) 896-1805.

MICHIGAN

COLORADO ASPEN HANG GLIDERS & ULTRALIGHTS -

ILLINOIS

MARYLAND

ECO-FLIGHT HANG GLIDERS - Located near Michigan's hottest soaring sites. Learn on forgiving sand dunes, or soar the many bluffs. USHGA certified instruction. Dealers for Wills Wing, UP, Moyes, Flight Designs, Sensor, Bennett. Accessories, expert repairs, ratings 1-4. 493 Lake St., Benzonia, Mich. 49616. (616) 882-5070. ECO FLIGHT GLIDERS (South)- Certified instruction, handling major brands of gliders, featuring Gemini Power

SOUTHEAST MICHIGAN HANG GLIDERS - If you enjoy bringing out the family for the day, flying close to home and just plain having fun, we can help you. We offer only the "Top-of-the-line" in Ultralights, hang gliders and accessories. Dealers for the incredible Eagle, UP Comet, Delta Wing, Flight Designs and Soarmaster Trike. 24851 Murray, Mt. Clemens, Mich. 48045. (313) 791-0614. MINNESOTA NORTHERN SUN HANG GLIDERS, INC. Dealer for all major non-powered and powered brands. USHGA certified instruction. Owners/managers of the Hang Gliding Preserve, soarable ridge with tramway lift. When in the North Country stop by and test our line of gliders and enjoy the sites. 2277 W. County Rd. C., St. Paul, (Roseville), MN 55113 (612) 633-3333. 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. 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. - Complete Ultralight certification program. Lessons, parts, repairs for Manta, Moyes, Wills Wing, Soarmaster, Pterodactyl, manufac· turers of Pfledge Pfloats. Scott Lambert, 226 Old Statesville Ave., P.O. Box 339, Huntersville, NC 28078 (704) 875-9486. OREGON SUPERFLY HANG GLIDERS representing Ultralite Products, Wills Wing and Eipperformance, Demos in stock. Beginner and Novice instruction with USHGA certified instructors. Qualified, reliable service and assistance. Superfly Hang Gliders, 853 Northeast 8th Street, Grants Pass, OR 97526. (503) 479-0826. PENNSYLVANIA SKY SAILS LTD Hang Gliding School. USHGA certified instructors. 1630 Lincoln Ave., Williamsport, PA 17701. (717) 326-6686 or 322-8866.

WOULD YOU PAY 25¢ FOR A MAGAZINE YOU DON'T RECEIVE? HELP US ELIMINATE COSTLY POST OFFICE RETURNS Your USHGA now pays a quarter for every member who moves and doesn't report his or her address to the USHGA in time to make the change on the mailing list for the next issue of HANG GLIDING magazine. The Post Office returns undeliverable magazines to us and charges us 25¢. In the final analysis we are all paying for magazines that never get read. Please remember to let the USHGA know immediately when you move. Thank you for your cooperation. 46

Model 1 Vario Readout. ... $40. ( Flask must be supplied by user)

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

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

f;~~t.'.'\~~E%~

0 ~~~~~;'~.~;

i::~:~~;;~9

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

COD charges $2.50 ext,a,

4" X 5!,'a". weighs less than one pound GUARANTEE: 60 days. Satisfaction or Refund Model 2 & Tuffy Ext. Bar ... $85. 1 year aga;nst manufacturers defects. Tuffy 12" Extension Bar .... $15. DEALER INQUIRY INVITED ... MAKIKI ELECTRONICS, P.O. Box 629, Hauula, Hawaii 96717 • Phone (808) 293-9348

HANG GLIDING

USHGA MERCHANDISE ORDER FORM

B-2 B-3 8-4

B-10

BOOKS

QUANTITY B-1

8-5 8-6 8-7 B-8 B-9 81

B-10 B-5

8-11 B-6

B-12 B-13 B-14 B-15 8-16 B-17

PRICE

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 tor skysurting. MAN-POWERED FLIGHT by Keith Sherman. History & modern technology, design considerations. HANG GLIDING ANO FLYING CONDITIONS by Dennis Pagen Micrometerology for pilols. 90 Illustrations. HANG GLIDING ANO 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 UL TR ALIGHT 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 I lying. MAN-POWERED AIRCRAFT. by Don Dwiggins. 192 pg. history of flight. Features flighl of Gossamer Condor. FEDERAL AVIATION REGULATIONS FOR PILOTS. 1980 Edition. Hang gliding pertinent informalion. FAI SPORTING COOE FOR HANG GLIDING. Requirements for records. achievements & world championships. TORREY PINES. by Don Betts. photos by Bellina Gray Rules. regulations. history o1 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 150 S 2.95

ITEMS l-1A

l-1B 1-2

\ l-1A---

1-3

1-4 1-5 1-6 1-7 1-8 1-9 1-10 1-11

"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 JCIRCLE ONEJ. USHGA EMBLEM T-SHIRT. 100% heavyweight colton. 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. GOLO [CIRCLE COLORJ. "NEW" USHGA BELT BUCKLE. Solid bronze. custom design, relief sculpture. 31:, x 2'« USHGA SEW-ON EMBLEM. 3" dia .. full color (red wings. sunburst w/black print). USHGA EMBLEM DECAL. 3v,· dia .. full color. USHGA EMBLEM PENDANT. '1,' dia. Pewter w/silver chain. USHGA BUTTON/PIN. 1',, dia .. full color LICENSE PLATE FRAME. ""I'd rather be hang gliding." White on Blue WALLET. Nylon. velcro closure. mach. washable. water resisIan!. 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 S12 00

S 100

s 25

S 3.00

s .10 S 4.50 S 8.95 S 1.40

1-9

HANG GLIDING/GROUND SKIMMER BACK ISSUES 1-7

B-17

'"SPECIFY BY CIRCLING ISSUE NUMBER'"ISSUES NOT NUMBERED ARE SOLO 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 ON MAGAZINES'"

1-6

MAGAZINE SUB TOTAL MERCHANDISE SUB TOTAL

(Californians add 6% tax on merchandise only) TOTAL Ordering Information: All pr lees include postage and handling. (Prices subject to change without notice.;

Enter quantity 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-

ceive your order faster, please include sufficient postage funds. No C O.D.'s Foreign Orders: USHGA will ONLY accept foreign checks payable on a U.S. bank in U.S. funds.

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

HO CHARGE ITEMS USHGA MEMBERSHIP APPLICATION FORM 1#4)

USHGA POWERED ULTRALIGHT RATING (PART 105)

USHGA MERCHANDISE ORDER FORM 1#14)

ACCIDENT REPORT FORM 1#15)

USHGA LILIENTHAL AWARD FORM

SOURCES OF DEALERS. SCHOOLS. ETC. (#8)

USHGA BASIC SAFETY REGULATIONS JParl 100)

Specify state _ _ _ _ _ _ _ _ __

USHGA PILOT PROFICIENCY PROGRAM (Part 104)

ADDRESS CITY _ _ _ _ __

ST ATE _ _ _ ZIP _ _ __

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

International Schools & Dealers

Publications & Organizations

SUNRISE COUNTRY INC. - Distributor Japan: Manta, Pacific Kites, Delta Wing, Flight Designs, Odyssey, Litek, Hall Bros., Ball Varios, Altimaster, Quick-N-Easy. 1104 Rekku Shibakoan 2111/13. Shibakoan Minatoku Tokyo 105 JAPAN. Tel. 03/433/0063.

PILOTS! Know what keeps your glider up? Read Technical Soaring and find out! This is the technical journal of

TENNESSEE AIR-POWER INC. - Dealer for most motorized ultralite aircraft. Certified instruction. 3832 Guernsey, Memphis, Tenn. 38122. (901) 324-8922. Financing available. TEXAS AUSTIN HANG GLIDING CENTER and boat two instruction. (512) 255-7954.

Foot launch

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. 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 using helmet radios and video tape. Complete accessories, repairs and rentals. 898 So. 900 E., SLC, Utah 84!02. (801) 359-SOAR. WASATCH WINGS INC. - Salt Lake's Hang Gliding Center. Located minutes from the Point of the Mountain. Featuring a fully-stocked repair shop, USHGA Instructors, 2-way radios, lessons beginning to advanced, new training gliders, pilot accessories and glider sales and rentals. 700 East 12300 South, Draper, UT 84020 (801) 571-4044. WASHINGTON CAPITOL CITY GLIDERS - New and used gliders and ultralights, accessories, service. Certified instruction. (206) 786-9255, (206) 456-6333. FAIRWINDS INTERNATIONAL is the exclusive Ultra· lite Products dealer in the Northwest. Comet, Gemeni in stock. Some good used gliders also. I 302 Kings Place, Bainbridge ls., WA 98110. Call evenings, (206) 842-3971 Lyon McCandless, (206) 842-4970 Ken Godwin.

Business Opportunities CRYSTAL AIR SPORTS MOTEL · Male/Female -HELP WANTED: 15 hrs./wk. Exchange for lodging. Call or write Chuck or Shari, 4328 Cummings Hwy., Chattanooga, Tenn. 37409. (615) 821-2546. Home of SKY GEAR, Apparel & Accessories. HELP WANTED -- USHGA certified ultralight and hang glider instructors needed at East or West Coast facility. Opportunity for advancement and management positions. If well qualified but not certified we will train and certify. Send resume to: Kitty Hawk Kites, P.O. Box 340, Nagshead, NC 27957, Attn: Ralph Buxton. STARTING A HANG GLIDING BUSINESS!! For a complete line of gliders, parts and accessories contact: LEADING EDGE AIR FOILS, INC. 331 South 14th St., Colo. Spgs., Colo. 80904 (303) 632-4959.

Emergency Parachutes

motorless flight containing papers presented at the Organisation Scientifique et Technique Internationale du Vol a Voile (OSTIV) Congress as well as other research papers on current advances in engineering and aerodynamics. Technical Soaring is published quarterly by the Soaring Society of America. Subscriptions are available at $12 for U.S. residents and $14 for others. Some back issues are available for $3 each. SSA, P.O. Box 66071, Los Angeles, CA 90066. SOARING - Monthly magazine of The Soaring Society of America Inc. Covers all aspects of soaring flight. Full membership $20. Info kit with sample copy $2.00. SSA, P.O. Box 66071, Los Angeles, CA 90066.

Ultralight Powered Flight ALPHA, OMEGA, RAVEN, 2 SST's, EASY RISER, CONQUEST & MAC 101, engines all in excellent shape. (213) 637-8440. MITCHELL U-2 KIT - Still in crate. Commitments and need for cash force sale at reasonable price. $1,900. Don at (303) 473-2987.

Parts & Accessories

NORTHERN SUN INC. The industry's most experienced rigid wing builders, offers all custom built rigid wings at discount prices. Also dealer for all major factory built powered ultra-lights. Our Powered Training Course is designed and taught by pilots experienced in both conventional aircraft and Powered Ultralights. This comprehensive course includes techniques in reading and understanding sectionals} FAR's, micrometeorology, and even float and ski use. Upon completion of course, students receive certification cards. For more details, contact us at: 2277 W. Country Rd. C., St. Paul (Roseville), MN 55113. (612) 633-3333.

PROPELLERS - All sizes. Wood, beech, birch, maple. Buy the best. Factory direct. Southern Propeller Corp., 1114 Hinson Ave., Haines City, FL (813) 422-2335.

PTERODACTYL OR 1980 - Clean, excellent condition. 50 hrs. Orange/white. Bags, EGT, Joy Stick. Will demo, $3450. (415) 851-1209.

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.

IN THE BEGINNING THE WORLD HAD ONLY ONE MAGAZINE First was HG. It represented our National Association. It featured color photographs and was a center for communication and much needed articles. It was good. Next came GR. It heralded the news stories and indepth reporting was its forte. It recorded the beginning of power. It flourished. Then came Whole Air with beautiful color. It sought to present the pilot's point of view. Both from its airborne cover photography and the orientation of its editorial content.

WRITE FOR FOREIGN AIR MAIL RATES AND DEALER INFORMATION

It had the only consistent coverage of towing and homebuilt designer craft. Regular coverage includes Pilot Reports of ultralight gliders and aircraft, flying site reviews, flying technique and interviews. Whole Air has Yes, I would like to subscribe to WHOLE AIR an unusual reader mix of half advanced and half Charge Card Number: I D Money Enclosed qualified novices.

If you're not getting Whole Air you may not know it all.

I[]

D Bill Me (In Advance) D Visa D Mastercard

Expiration Date: _______ ls this a renewal? D Yes D No I $7-1 year · 0$12-2 y~ars Publi~i~~dBi-monthly I (Canada, add $2/year--Other countries, write for air rates.)

WHOLE AIR

I Name

the magazine for pilots

: Address

L 48

Zip Mail To: Box 144, Lookout Mtn., TN 37350

_H~_j HANG GLIDING

USHGA CLASSIFIED ADVERTISING ORDER FORM 30 cents per word, $3.00 minimum. (phone numbers - 2 words, P.O. Box - 1 word) Photos - $10.00. Deadline, 20th of the month six weeks before the cover date of the issue in which you want your ad (i.e. March 20, for the May issue). Payment for first three months required in advance. Please enter my classified ad as follows:

OCT. 1-11. Third World Hang Gliding Championships. Beppu, Japan. OCT. 9·11. 1908 Ultralight Aircraft Airfair. Helmsburg Airport, Browns County In· diana. Sponsored by EAA chpt. 15. Contact: (317) 636-4891.

Number of words: _ _ _ _ _ _ _ @ .30 ; _______ Section (please circle) Rogallos Rigid Wings Schools and Dealers Business Opportunities Emergency Chutes Publications & Organizations J Ultralight Powered Flight Miscellaneous I Begin with 19 issue and run for _ _ __ I consecutive issue(s). My check _ _ money order _ _ is enclosed in the amount of

OCT. 3·4. Sixth Annual Pitt Open, Klickitat, WA. Target landing and pylon course. Contact: Alba Bartholomew (509) 369-4892.

OCT. 3·11. Ellenville An· nual XC Open. Prizes. Con· tact: Aerial Techniques (914) 647-3344.

]$·------~ J Name.' ______________________

II Address·. _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

OCT. 9·11. Mid-America Ultralight Rally, Perry, Oklahoma. Camping, flying and exhibition. Contact: Bob Weiss (405) 495-3911. OCT. 31. Kitty Hawk Frights West monster fly· in. Demons, Vampyrs, and Scarriers welcomed. Contact: Kitty Hawk Kites: P.O. Box 828, Marina, CA 93933 (408) 384-2622. OCT. 30-NOV. 1. Instructor Clinic at Lookout Mtn. Flight Park. Contact: Matt Tabor, Rising Fawn, GA (404) 398-3541. Or Dick Heckman (205) 539-5624.

I --------------------~ I I Phone Number: I 1I ____________________________ P.O. BOX 66306, LOS ANGELES, CA 90066 I (213) 390-3065 I•

*··············· ** KITE ~:p TUBING• ***

BRIG ~T

BROTHERS **

Fast and accurate air speed _measurements can be made by using the Hall Wind Meter. A

valuable inslrument for all hang glider pilots. S21.50

Our Seated and Prone Brackets shown here with the Wind Meler. provide an excellent l1ghtwe,ght mounting for the Wind Meler. Seated Bracket $5.00 Prone Bracket $6.00

""-. .,...-

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 . • 1 7/8" x .058" x 12' (2·19 LENGTHS) ......... $1.73/FT. ~ 2" x .049" x 12' (2-19 LENGTHS} ............ $1. 79/FT. ~ WHOLESALE CATALOGUE REFJ~-~~BLE

LEADING EDGE AIR FOILS INC. ll31 S. 14TH ST.

i~g1,"iRADO SPRINGS, CO. ll0ll•ll32•49!19

**************** Our Control Bar Wheels protect you and your glider on that occasional bad landing and during routine ground handling. The wheels fit 1" or 1%1' control bars. Specify size when ordering. $20.00 pr. When ordering please specify the items ordered and how many of each are desired. Add

prevents vibration from interfering with its operation on

motorized gliders. $6.50

S2.00 for C 0.0. orders and for orders to foreign countries. Telephone orders welcome. Dealer inquires inviled.

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

OCTOBER 1981

-~~ -~~ ·~~ $ J.96 +6% CAL TAX

== = -

t---J,.6...LJ.-1= = , " PO 13DX 1 \!S'l-, RGVLANP.5 • CALIFORNIA 92-37.3

SOLO FLIGHT, Wisconsin's first ULTRALIGHT AIR· PORT/CAMPGROUND is now open. Fly the scenic Wisconsin Dells area. Campground has complete facilities. FLyer discounts. Ultralight sales. Solo Flight, Rt. 2, Box 127-B, Lyndon Station, WI 53944. (608) 666-3261. SPORT FLYING UNLIMITED Dealers for Quicksilver, Doublequick, MX and award winning Mirage. Call (517) 882-2468, 8 a.m.-5 p.m. Training (evenings & weekends): Davis Airport, E. Lansing, Ml. 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. USHGA certified. Call or write for further free informa· tion. UltraSport, Inc., 12780 Pierce #14, Pacoima, CA 91331. (213) 896-1805.

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. BUMPER STICKERS - "I GET HIGH ON HANG GLIDING" or "!CH BIN EIN DANGLE FLIEGER" Blue w/white letters. $1.60 each. Skyview Products, 8521 International Ave., #238, Canoga Park, CA 91304. CUSTOM EMBROIDERED PATCHES. Made to suit your design. Order as little as one piece. Any size, shape, colors. Hein Specialties, Inc., Dept. E205, 4202 N. Drake, Chicago, IL 60618.

DELUXE HANG GLIDING LOGBOOK - Hardcover, refillable. A must for the serious flier. Provides record pages, photo pages, weather, equipment, expense and address sections. Permanent achievement record. $14.95. VISA, MASTERCARD OK. !LS Corp., P.O. Box 1155, Stillwater, OK 74076. METAL LICENSE PLATE FRAMES - "I'D RATHER BE HANG GLIDING." White lettering on a blue background. $4.50 including postage and handling. Califor· nians add 6% tax. USHGA, Box 66306, Los Angeles, CA 90066. PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 31/2" dia. Inside or outside ap· plication. 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 S,M,L,XL. BLUE/ORANGE. USHGA, P.O. Box 66306, Los Angeles, CA 90066. TEE-SHIRTS - USHGA 1980 Nationals, $6.00, including postage and handling. For order of two or more, each shirt $5.00. Californians add 6% tax. Men's and women's sizes available in limited supply. USHGA, P.O. Box 66306, Los Angeles, CA 90066. TORREY PINES 1979. Text by Don Betts. Photos by Bet· tina Gray. Pictorial review of hang gliding at Torrey Pines. 40 pages of photos, maps, flying regulations, and history of the area. Excellent booklet for those who have only heard of Torrey Pines. Booklet can also be purchased at site. $2.50 each (encl. pstg.). USHGA, P.O. Box 66306-HG, Los Angeles, Calif. 90066. The rate for classified advertising is 3M per word (or group of characters). Minimum charge, $3.00. A fee of $5. is charged for each photograph. Art discount for display ads does not apply to classifieds. AD DEADLINES - All ad copy, instructions, changes, additions and cancellations must be received in writing 11h months preceding the cover date, i.e., Jun. 20 for the Aug. issue. Please make checks payable to USHGA: Classified Advertising Dept., HANG GLIDING MAGAZINE, Box 66306, Los Angeles, CA 90066.

TYPE: Phoenix 6D. WHERE AND WHEN: April 10, 1981 from Fairfield, CA. SAIL PATTERN: Center out: Gold, white, It. blue, blue, black, black leading edges and keel pocket. CONTACT: Keith W. Bakula, PSC 3 Box 136, Travis AFB, CA 94535 (707) 437-2110. TYPE: Seagull lOM, 1979. #9434. SAIL PATTERN: Gold keel pocket, gold center section, two white panels, orange, red, gold, green, dark green tips and LE. TYPE: Sensor 210E, 1980 165 sq. ft. #110. SAIL PATTERN: Orange LE, white, brown keel. No battens. WHERE AND WHEN: July 12, 1981 from Ventura, CA residence. CONT ACT: Steven Lum (805) 653-1367 or Mark Anderson (805) 644-4249. TYPE: Moyes Maxi. SAIL PATTERN: Multicolored sail. Extra-wide stainless control bar. Orange cover. WHERE AND WHEN: April, 1981 in basement of condo. CONTACT: Jim Hogg, 2533 Ala Wai Blvd. #404, Honolulu, Hawaii 96815 (808) 923-8250. Reward, TYPE: 1981 Stratos 164 with enclosed cross bar. WHERE AND WHEN: !Sunnyvale, CA 6-23-81. SAIL PATTERN: Lt. blue and white upper surface, dk. blue and white lower surface. Lime and gold split panels at tips. CONT ACT: Don Piercy (408) 739-8571.

TYPE: Sails stolen from Susan Wiegand's shop in Costa Mesa, CA early July 1981. Sunbird Challengers: #69, 162 sq. ft. - Tip to keel: red, red, yellow, gold, orange, white, white. Upper surface red. Lower surface and keel pocket red. #70, 162 Tip to keel: Dk. blue, 6 white panels, Upper sur· face gold, lower surface orange, keel pocket dk. blue. #76, 178 - Tip to keel: Dk. blue twice, It. blue 5 panels. Dk. blue LE and KP. #68, 178 - Tip to keel: White, wh\te, orange, orange, red, red. Center dk. blue. LE and KP dk. blue. PROGRESSIVE AIRCRAFT SAILS: #37 - Black, red, yellow, yellow, 3 white, center black. Keel black, lower surface It. blue, upper surface black. #39 - Red, orange, yellow, 4 white, center and keel black, lower surface white, upper surface blue. #48 - Brown, orange, gold, yellow, silver, brown, brown. Center and keel gold. Lower surface and upper surface brown. 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 !DOB. Center out: Dk. blue, It. blue, yellow, orange, white tips. DISTINGUISHING CHARACTERISTICS: Ncontrol 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. CONTACT: Jim Wiley, Red· mond, 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. CONTACT: 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

TYPE: 178 Condor, 1978. WHERE AND WHEN: Anchorage, Alaska on May 16, 1981. SAIL PATTERN: Mainly dk. blue with gold and white panels on wing tips. DISTINGUISHING FEATURES: #178005, a small square gold patch around grommet on one gold panel. Sail bag weathered or_ange with brown ends, snaps. CONT ACT: Alaska State Trappers or Becky Whisman, P.O. Box 144, Girdwood, AK 99587 (907) 783-2957, Reward.

blue, yellow, green, orange, red, white tips. Red leading edges. DISTINGUISHING FEATURES: Big red star on center of sky blue panel. CONTACT: Jesston Turner (714) 678-1712.

TYPE: Yamaha power package from Teratorn motorized glider. DISTINGUISHING CHARACTERISTICS: Black chrome drive shaft, 4 bolt prop hub, white pine prop. WHERE AND WHEN: Franklin flying field, Franklin Ind., May 1981. CONTACT: Toby Orme, Sky King of Indiana, 3899 Honeycreek Blvd., Greenwood, IN 46142 (317) 535-4568.

TYPE: 1978 Seagull Sehawk 190. WHERE AND WHEN: Carson City, NV. SAIL PATTERN: Keel out; white, It. blue, dk. blue, blue leading edge. CONTACT:

TYPE: Sunbird Challenger 178 #60. SAIL PATTERN: Light Brown - Rt. wing only, split panels red, orange, yellow. TYPE: Sunbird Challenger 205 #62 SAIL PATTERN: Orange. Red llouble surface and keel pocket. CONT ACT: Dave Broyles (214) 996-7706 weekdays, (214) 424-2980 eves. and weekends. $250 reward each for information leading to arrest and conviction.

Hook, 4190 Pompano Dr., St. Pete, FLA 33705 (813) 898· 1891. Reward.

TYPE: 215 Alpha. SAIL PATTERN: Keel out - sky

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.

High Sierra Hang Gliders, Box 865, Carson City, NV 89701.

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

HANG GLIDING

FROM A COMPLETE LINE OF CUSTOM HARNESSES, TO THE SCHOOLS TRAINING WHEELS

~di

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THE WOllLDS FASTEST PARACHUTE If you're looking for your first back up system or rep lacing that out-of-date chute , look to the B.U.S. MK Ill for these state of the art features :

The innovative design of the 8 .U.S. MK Ill features ven ted circumference slots wh ich give it a deployment time seconds faster than norma l (even at slow speeds ) and lower open ing force , with the best stabili ty of any small round canopy. FASTER DEPLOYMENT means a larger MARGIN OF SAFETY! Distributed worldwide by:

BILL BENNETTS DEL TA WING K ITES • 13620 Saticoy St • P.O Box 483 • Van Nuys, CA 91408 Ca ll (213) 787-6600 • 785-2474 • Telex 65-1425

USHGA FULL ANNUAL

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LEVEL,

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