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

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EDlTOR: Gil Dodgen ASSOCIATE EDITOR LAYOUT & DESIGN: Janie Dodgen . STAFF PHOTOGRAPHERS: Leroy Grannis, Bettina Grdy, Stephen Mccarroll ILLUSTRATORS: Cothy Colema~, Harry Martin

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ISSUE NO. 106

NOVEMBER 1981

Hang Cliding CONTENTS

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EXECUTIVE COMMITTEE: David Broyles Doug Hildreth Dennis Pagan USHGA REGIONAL DIRECTORS REGION 1: Doug Hildreth. REGION 2: Pat Denevan, George Whitehill. REGION 3: Rob Kells. Mike Turcnen. REGION 4: Lucky Camp: bell, Ken Koerwitz. REGION 5: Steve Baran, REGION 6: Dick Turner. REGION 7:' David Anderson. Ron Chrl~tensen. REGION 8: Charles LaVersa. REGION 9: Les King, WIiiiam Richa[ds, REGION 10: Richard Heckman) _ Scott Lambert.i REGION 11: Ewart Phillips; _ REGION 12: Paul Rikert, EX·O!=-FICI0°DIREC-i TOR: Everett Ldngwortny. HONORARY:PIREC~ TORS; Blfl Benn~tt, John Lake, John Harris; Hugh Morton, Vic Powel]. DIRECTORS-AT, LARGE: David. Broyles, Jan Case, Phil-Rich-< ards, Keith Nichols, Dennis Pagan. · · The United States Hang Gliding Association Inc.. is a division of the National Aeronautic Association (NAA) which is the official U.S. representative of the Federation Aeronautique Internationale (FAI), the world govern: Ing body for sport aviation. The NAA, which represents the U.S. at FA/ meetings, has dale, gated to the USHGA supervision of FA/related hang -gilding activities such as record attempts and competition sanctions, HANG GLIDING_ magazine is published for hong gliding sport enthusiasts lo create further interest In the sport. by a means of open communication and to advance hong gliding methods and safety. Corr tributions ore welcome. Anyone is invited to con: tribute articles, photos, and illustrations concerning hong gilding activities. If the material Is to be re, turned, a stomped, self-addressed return envelope must be enclosed. Notlfico!lon must be made of submission to other hong gliding publications. HANG GLIDING inagozine reserves the right to edit contributions· where necessorv. The Association and publication do not assume responsibility for the moferiol or opinions of contributors. HANG GLIDING magazine is pubjished monthly by the United States Hong Gliding •Association, Inc. whose mailing address is P.O. - Box 66306, Los Angeles, :calif.. 90066 and whose offices ore focofed ot 114231 Woshiri)ton Blyd,, Los Angeles, can. 99066; telephone (213) 390-3065. ,Second;-doss postage is poid ot Los Angeles. Calif. HANG GLIDING magazine is printed by Penn Litho, Cerritos. Calif. The typesetting is provided by lst- lr\')pression Typesetting Service. Buena Pork, Col~. Color separations by Scanner H_ouse of.Studio City, Calif. The USHGA ii a member-controlled educational and scientific organization dedicoted to 19xploring all facets of ultralight flight. Membership Is open to anyone interested in this realm at flight. Dues for fu!I membership ore $29 50 per yeor ($32.50 for foreign addresses); subsqrlptlon rate, are $22.50 for o~ year: $40.00 for :two yeors, $57.50 for three years. Changes of address should be se~t six weeks In advance. including nome, USHGA mernoership nurriber. previous and new address, ond a· mailing label f(om a recent issue.

FEATURES

A FLIGHT

HANG GLIDING INTERVIEWS -

Bill Woodruff

THE MASTERS

by Carol Price Article and photos by Hugh Morton

TAKING OFF WHEN THE WIND IS CROSSED byGilbertRoberts AERODYNAMICS, AEROELASTICITY AND STABILITY OF HANG GLIDERS

Summary of Experimental Results

by llan Kroo

R & D COMMITTEE REPORT

Hang Strap Failure

by Dick Heckman

DEPARTMENTS 4 ULTRALIGHT CONVERSATION 6,7 CARTOON by Harry Martin USHGA CHAPTER NEWS edited by Glenn Brinks 8 9 NEWS AND NEW PRODUCTS 12 PRESIDENT'S PAGE 13 POEM 19 USHGA INSURED SITES THE RIGHT STUFF by Erik Fair 36 37 USHGA REPORTS 40 BOARD OF DIRECTORS ELECTION 41 INDEX TO ADVERTISERS CLASSIFIED ADVERTISING 42 47 STOLEN WINGS COVER: Walt Nielsen above Westlake. San Francisco. CA. Marin County in background. Photo by Leroy Grannis. CENTERSPREAD: Tom Kreyche flying a Voyager at 15.000 feet looking at White Mountain Peak to the north. Photo by Tom Kreyche. 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 Stoles Hang Gliding Association, Inc. 1978. All rights reserved to Hang Gliding Magazine and Individual contributors.

(JLTRALIQMT . CONVEKJf.lT10N

Uccello III Dear Editor, In my 46 years of flying, designing and developing aircraft I have encountered several news reporters, most of them good guys, but evidently two of them didn't read our sign in the rush and excitement of Oshkosh '81. The information stated in large print that, "Uccello III will make its first public demonstration flight over the Grand Canyon!" With that flight we hope to be reimbursed for 28 very trying and difficult years of developing Uccello III to its present configuration. These two reporters apparently overlooked the above statement and have chastized Uccello in writing for remaining on static display at Oshkosh '81. No other man-powered aircraft designer/ builder has accepted the challenge to fly the Grand Canyon with me. Therefore, I will fly the Canyon alone and prove that Uccello IIIis a successful man-powered aircraft, and not a ground-effect machine. I am forced to begin and end my flight outside the park's perimeter. This means approximately six more miles to my flight, but Uccello III is also a very efficient sailplane. We will succeed! Joe Cinquanta Bruce, Wisconsin

Thanks Ken

Spinal Cord Society Dear Editor, Two years ago I was involved in a devastating hang gliding accident which left me a quadraplegic. Short of going into all the details of my hospitalization, subsequent rehabilitation efforts and the like I will quickly bring you up to date regarding my inolvement with the Spinal Cord Society of which I am the president of the Chicago Chapter. SCS is totally involved with Spinal Cord Injury Cure Research. Cure not care. My avid and continuing interest in the sport of hang gliding and my concern for others is reason for my contacting you. I want to reach those who have been injured and left paralyzed and tell them of the efforts that are being done by other spinal cord injured persons from all walks of life. My intent is not to disuade readers from the sport of hang gliding, in fact, I would encourage people to engage in the sport, as my love for hang gliding has not been diminished even with my handicap as it is. Mel Klimas SCS/Chicago Chapter 4449 S. Sawyer Chicago, Illinois 60632 (312) VI 7-0956

Avian Friends Dear Editor, Thank you for prmtmg my letter to the Editor concerning the Raptor Center. Last year I volunteered time and effort to help these birds. Birds of prey are intelligent yet sensitive creatures and it hurts deeply to know that some ignorant people still harm these birds. I'd say that half the birds come in to the center due to gun inflicted wounds. You have shown me that our Association is concerned about our avian friends as well as our aluminum and dacron friends.

Dear Editor,

Jim Gibson Goleta, CA

Heaps of thanks to Ken de Russy's Hang Glider Emporium in Santa Barbara. When visiting the Mesa May 24th I stalled on launch breaking my wrist and nose. Instructors Jeff Mailes and Bob Brown calmly and efficiently mobilized their class to apply first aid and get me to a hospital. I am particularly thankful for Ken's and JefPs untiring support in helping me safely back into the air. These folks do us all proud. Tim Twombly Glendale, CA 4

Plan Ahead Dear Editor, I was trying to land on top with less altitude than ever before and stalled downwind, just as I was starting my 180 ° turn. For these errors I crashed but for the following reasons I survived. With little altitude and little time I did not panic. Without hesitation I went uprone; I never crash prone. I let it speed up slightly,

then with ten feet to go I shoved out hard for what little good it would do - braced, not stiff armed, on the down tubes to allow the glider to take as much of the impact as possible. We hit hard, the nose plate dug a six foot trench. I did not swing through the control bar because my arms were still in front ofme holding onto what was left of the down tubes. They bent 140° where I was holding (the only damage). I unhooked and stood up smiling at the other fliers who were rushing towards what they thought, that was not. I was glad I could stand up! I go over every part of flying in my head. Launching, landing, turning and even crashing. I never plan to crash, it's just ifI'm going to crash I make the glider take most of the impact. In other words, I fly it to the ground, no matter what. Bruce T. Mahoney Tulsa, OK

Compliments Dear Editor, I'd like to take the opportunity to compliment all of you at USHGA headquarters on the very fine job you are doing in keeping this very important organization functioning. It is absolutely vital that hang gliding have a national organization and I think that the way you people do your jobs is largely responsible for the fact that we do have one. If some pilots are not satisfied with the way the USHGA functions they should get involved and work in a positive way for the changes they seek. Lee Keller Eugene, OR

XC Classic '82 Dear Editor, With the close of the finest summer soaring yet in the Owens Valley, we would like to clarify some of the changes we have in mind for the 1982 season. Due to the excessive costs involved in operating large scale XC contests, we are no longer in a position to subsidize these meets. The XC Classic will be the only event held in the traditional style. The number of pilots will be reduced and entry qualifications tougher. Also, entry fees will be raised significantly unless a sponsor for the contest can be found. Chris Price is helping us design a simple qualifying system which will allow entry of 10 or so upcoming pilots into the Classic. The system will allow pilots to enter qualifying rounds early in the season, with finals the week preceding the Classic. At this time it is HANG GLIDING

unnecessary to divide either gliders or pilots into classes. The following guidelines for the 1982 XC Classic reflect our philosophy to encourage pilot and glider development without needless restrictions while keeping in mind the basic simplicity and relatively low cost of footlaunched soaring flight: No modifications will be made to our glider transportation racks to accommodate unusual glider packages, unless popular demand dictates otherwise. Footlaunched gliders only, with no energy assisted launch devices allowed. No auxiliary power sources, unless human supplied, but may not store energy prior to launch. The pilot must be able to assemble and footlaunch his glider unassisted, in wind conditions under 10 knots. Pilots are advised to plan on using official transportation to the launch site, since in the event of traffic problems other vehicles may be banned totally. No pilot or assistant may begin assembly on any glider until all competition pilots have arrived at the launch site. The launch window will normally open one hour after the arrival of the last group of competition pilots. These guidelines are not meant to be a final statement, but rather a direction to point designers for the 1982 Classic. Anyone with suggestions or ideas is urged to write us. Tom Kreyche Don Partridge Star Route 4, Box 3A Bishop, CA 93514

Protective Fairings Dear Editor, Foot launch gliding could become a much more safe sport if the advice of Doug Hildreth, Chairman, USHGA Accident Review Committee were observed. Chairman Hildreth made a fine recommendation as follows, "I would like to see further work on protective pilot fairings." Many times while reading the history of foot launch gliding I've thought, "If only protective pilot gear had been in place." A good design idea might be to have a light weight plastic combination of helmet and body armour leaving motions of arms and legs free; but they could be drawn into recessed portions of the armour. The armour portion would be oflattice work, rigid and foam plastic; it would be hinged and with everything locked in place would be one rigid unit with the helmet. Edwin G. Sward Worcester, Mass. NOVEMBER 1981

Welcome Back Bill

Dear Editor, I have great pleasure to say I have been released from the hospital with a repaired aneurysm of the pancreatic artery and grateful release from the dialysis machine which kept me alive until my kidneys decided to return to duty, enabling me to do the same. I am completely overwhelmed by the hundreds of get-well cards and best wishes I received from all over the world. Particularly gratifying were the special messages from my competitors - U.P., Wills Wing, C.G.S., and visits from Bill Moyes and many other kind folks. To one and all please accept this as a personal and truly heartfelt "thank you." Gratefully, Bill Bennett

Hypoxemia Rebuttal Dear Editor, It would be a disservice to the readers of this magazine if the article "Hypoxemia Versus Cerebral Anoxia" went uncriticized. The article is so fraught with errors that it would literally take a letter as long as the original text to point them all out. However, some of the more glaring inaccuracies can he noted. Dr. Little's thesis that hang glider pilots should be allowed to choose to fly without supplemental oxygen above the altitude limits set by the FAA is apparently in part based on the calculations presented with his text. Unfortunately, the calculations are wrong, and they reveal a basic lack of understanding of respiratory physiology as well as an apparent Jack of experience in patient care. Any physician who has practiced in a city near the altitude of Denver could tell Dr. Little that the values he calculates for arterial "02'' (more correctly p02) at 15,000 feet are, in fact, approximately the normal values seen at 5,000 feet. The reason this and all his other values are incorrect is that he completely ignores the effect of alveolar (lung) pC02 (partial pressure of carbon dioxide) on arterial p02 - no small oversight when it results in a 10,000-foot error. Dr. Little further proposes that the physiologic stresses of hang gliding at altitude are unlike those encountered piloting an airplane, but more like those of mountain climbing, that the body has ways of adapting to these high altitude stresses, and that hang glider pilots should be allowed to ascend to altitude as do mountain climbers without the use of supplemental oxygen. Though I do not feel it is important to argue the first point, I might comment as a former military and civilian pilot that instrument flight can involve considerably more physical and mental stress than Dr. Little would have us assume.

The second point, that the body has ways of adapting to altitude stress, is correct, but used incorrectly. The changes that occur in minutes to hours at altitude (as in any kind offlight) are quite different from those occurring over days to weeks (as in mountain climbing) or over years (as for Shirpas). Finally (though this is far from Dr. Little's final factual error), in discussing hypoxemia (inadequate oxygen in the blood) and not hypoxia (inadequate oxygen at the tissues - a concept about which Dr. Little is apparently unclear), he ignores the fact that all organs of the body are not equally affected by hypoxemia. The brain is particularly dependent on adequate oxygenation of the blood. Though it comprises only 2% of total body weight it accounts for 20% of total body oxygen consumption, and is therefore very susceptible to hypoxic insult. Had Dr. Little used as his references scientific texts or articles on aviation physiology instead of books on mountain climbing, he might not have asserted that, "You are not hypoxemic unless you first feel the physical symptoms!" In fact, the initial symptoms of hypoxia may not be recognized by the pilot, are quite individual (hence the recommendation for pilots to experience their own symptoms in an altitude chamber), and include fatigue, dizziness, headache, euphoria, belligerence, reduced visual acuity, tunnel vision, mental confusion, loss of memory, and poor judgement - conditions that are hardly conducive to safe flight. Previous articles in Hang Gliding did not imply that the danger of hypoxia was, "sudden and unpredictable loss of consciousness," as Dr. Little infers, but that the mental and physical impairment produced by hypoxic conditions is an unacceptable threat to hang gliding safety when the problem can be simply prevented by observing recommended altitude limits for the use of supplemental oxygen. In closing, I would like to take issue with a somewhat puzzling remark made by Dr. Little. He states that of the factors which may influence judgement, "overall mental attitude, substance abuse, intellect, and anxiety ... anxiety is the most variable and most dangerous." If he truely believes this, then I can only wish him a most memorable (though calm) flight to 20,000 feet, without oxygen, while abusing the substance of his choice. Only please Dr. Little, don't write another article about it, hang gliding doesn't need the bad press. Fred Leonard, MD Vacaville, CA

Hang Gliding welcomes letters to the editor. Contributions must be typed, double spaced and limited to a maximum of 400 words. All letters are subject to standard editing for clarity. Send contribution to: USHGA P. 0. Box 66306, Los Angeles, CA 90066. 5

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Edited by Glenn Brinks The Flier Ultralite Fliers Organization of San Diego (#31) P.O. Box 81665 San Diego, Cal. 92138 Still no word from the City Property Department concerning the disposition of the Pamo Valley lease. Pilots must still obtain individual permission from Ray Foster on a daily basis before using his property as a landing area. The road 'to takeoff has been graded and is much improved. Rich Matros, Ron Miller and Mike Shuster met with the Cleveland National Forest people in Alpine to discuss our options on improving the road. They will allow us to haul in material to fill in the bad spots, but any road grading must be done to their specifications and under their supervision. If anyone has leads on a dump truck and a source of gravel, let one of the club officers know. The club has money, lots of hand power, but no equipment. There was an in-flight failure of a flying wire at Torrey and an in-flight failure of a harness. Check those wires and supports. Dave Moore is leaving San Diego, taking up residence in the Van Nuys area. He will be working with Delta Wing (Bill Bennett).

The Flutter Empire State H.G. Club (#83) 59 Campbell Rd. Buffalo, N.Y. 14215 Congrats to Marty Martino and Greg Underberg for tree soaring when they ran out of ridge at the Canadian SW site. They reported covering a 41/2 mile stretch of the lake with two hour flights. Although there are membership dues for the club, there is no charge, per se, for using an EHGC flying site. The sites are restricted to dues paying members only.

Newsletter Wings of Rogallo (#66) 20409 Old Santa Druzzh Hwy. Los Gatos, Cal. 95030 A commendation to Pat Denevan for landing on the side of the mountain to render assistance and first aid to the two pilots downed in the accident, giving up any chance of winning his last heat and qualifying for the nationals. New Site - Mt. Vaca has a vertical drop of 2,000 ft. and a soarable ridge facing west, run-

ning for 20 miles. There are several likely looking landing areas an easy glide to the bottom, but the landowners haven't been contacted yet. Quote from Ray Parsons: "It's easy to tell which ones are the fruit flies, them's the ones with the limp wings."

Flypaper San Bernadino H.G. Assn. (#16) P.O. Box 1464 San Bernardino, Cal. 92401 Herb Seidenberg was flying Cucamonga on a day when it was blowing 50-60 mph downhill at Crestline. Herb got high and went for some cross country. He got past the 15 freeway and found himself descending fast on the wrong side of the shear and flying backwards in 50 mph headwinds. He flew seated, so he could look over his shoulder. He released the seat strap just before touchdown, and on impact, he dove from the glider, so he wasn't carried along with it. Is there a quick release that could be used by prone pilots?

Newsletter Sky Riders H.G. Club of New England (#81) 122 Stella Rd. Bellingham, Ma. 02019 Keary Naughton says that Whittier Mt., in West Ossipee, N.H., will be opening their area to flying again. Jeff also says there is a possibility of an intercollegiate fly-in, similar to the inter-collegiate competition that is held at Claremont every year in the fall. This would give newer and less experienced pilots a chance to meet with and fly with others on their level and strengthen the common bonds of the New England Clubs.

Newsletter International Sky Riders (#32) 33 Hilldale Ave. Buffalo, N.Y. 14224 All the sites are being flown regularly. The lake sites are really warming up lately. This includes the SW Canadian site. Negotiations are being conducted with Mr. Parulski to move the road into launch at Hammondsport. The objective is to level the road so it isn't washed out by the rain any more. Ron Pinkerton is doing a great job of running the traffic at the site. There is a new wind sock and the launch slot is seeded now. We may have to mow the grass,

but at least it won't wash out. Savona is closed. Bob Russer's attempt to buy the launch with landing area rights just didn't make it. This means we have no right to fly the site. Legal repercussions may not be pleasant if you fly it, so don't fly Savona. Catfish Warnick, our illustrious treasurer just got married. Good luck to Jim and Karen. Craig Mavis is the next to go - hang in there, Cindy.

Free Spirit News Free Spirit H.G. Club (#78) P.O. Box 13 Elmira, N.Y. 14902 Mr. Bennet still intends on making a road to the top of Bennet hill, but he hasn't been able to get a guy up there with the equipment yet. As far as flying goes, we're not supposed to cross Fisk's land, you might meet up with the game warden. At Harris Hill, don't land in the corn, there is plenty of room across the road by the bill boards. Steve Ostertag has purchased Sky Sports. Good luck, Steve, in your new business.

High Points New Jersey H.G. Assn (#62) P.O. Box 1718 W West Caldwell, N.J. 07006 Emil Rolando has received permission for the club to use the Hardystone School Board property on Wheatsworth Rd. as a landing area. The hill and field will only be used when the wind blows northwest. Frank Piercy is looking into a cliff launch located in Fort Lee, N.J. It is an east soarable site.

Newsletter Tennessee Tree.Topper (#60) P.O. Box 136 Lookout Mtn., Tenn. 37350 At the meeting, Neal Harris, gymnast and pilot, provided a control bar tied to the rafters and answered the question of "How do you hold on and get into the control bar after you've launched without hooking in?" The TTT Board of Directors and the LMFP have worked out what appears to be a good deal for all involved. LFMP gets our promise not to open another site on the west brow of Lookout Mountain, north of Cloudland Canyon, and the TTTs get access to a great NW soaring site at a reduced fee. HANG GLIDING

DELTA WING "X" SERIES

./'-.

--~-.t:i.~J.Jk=.:aii,j"----

know what it is that makes your hang glider safe, how it works and why it works, do not miss this most informative evening. Tom Price is a name associated with hang glider engineering that dates back to Albatross Sails. His influence is apparent in many aspects of the hang gliding industry including design, fabrication, testing and research. Tom was the first to use vehicle testing procedures which now forms the basis of the Hang Glider Manufacturer's Airworthiness Standards. During the past eight years Tom has certified 18 glider packages, a record surpassed only by Roy Haggard and Wills Wing Inc. DATE:

Tuesday, November 10

TIME:

7:30 p.m.

PLACE:

Hang Flight Systems 1202 E. Walnut #M Santa Ana, CA 92701 (714) 542-7444

CONT ACT: Betty Moyer

'''Jfl$-;,;~·~,:'~t,,:~ The new Delta Wing "X" series is now available in 200 and 180 sq. ft. models with 160 and 140 sq. ft. models ready very soon. The certification package is almost completed and will be presented at the first available H.G.M.A. meeting. The "X" series gliders were designed by Delta Wing's new designer Mr. Mark West, previously employed by Boeing in Seattle, WA. For further information or specification sheets contact: Delta Wing at (213) 787-6600 or write to P.O. Box 483, Van Nuys, Ca. 91408-0483.

SPECS 200 ft. 2 35 ft. AIR 6/1 Nose Angle 130° 63% Double Surface Battens 8/side - upper 3/side - lower Pilot Weight 170-270 lbs. Enclosed washout struts, shock-absorbing webbing crossbar restraint, spanwise sail plan, faired enclosures on keel and king post. Area Span

Price: $1,895

HANG GLIDER SAFETY AS AFFECTED BY DESIGN Hang glider safety is of prime concern to all conscientious pilots. Although most pilots are well aware of the importance of pre-flighting the glider, inspecting the harness, and doing a "hang check" few have a clear understanding of what it is that makes their glider safe. In order to facilitate a greater awareness of design features, and to accommodate those pilots who like to "improve" on their glider's stock configuration, Hang Flight Systems is proud to NOVEMBER 1981

present "Hang Glider Safety as Effected by Design" with aeronautical engineer and hang glider designer Tom Price. This slide presentation highlights an overview of the evolution of hang gliders, a history of structural testing and a futuristic look at glider performance. Participants will view certification films in which gliders are tested beyond their limits. If you are the type of person who likes to

HOMEBUILT SAILPLANE WORKSHOP Take a group of enthusiastic sailplane pilots and homebuilders, add a group of highly qualified speakers on various aspects of sailplane construction and repair, mix in a few demonstrations of current sailplane projects, sprinkle with plenty of private bull sessions and top off with a banquet, and then place the whole affair in the Tehachapi mountains, next to the Fantasy Haven gliderport, and you have the 1981 Homebuilt Sailplane Workshop held by the Soaring Society of America. Some of the speakers included old timers such as Irv Prue, who spoke on metal construction techniques, and Tasso Proppe, who did considerable development work on the Mitchell Wing. Don Mitchell talked about flying wings and wood construction, Stan Hall described structural proof testing techniques, Les Sebald showed how to blow plexiglass canopies, Fred Jiran talked about composite techniques and Ray Morgan discussed some of the design techniques of the Solar Challenger that could be applied to homebuilt sailplanes. And there were other talks, including a newcomer to sailplanes, Burt Rutah. Rutan talked about homebuilt designer ethics (stressing the type of manufacturer who markets a product 9

before it is developed and tested), and showed slides of some of his projects including the Vari Viggen, the VariEze and Long Eze and the oblique wing research vehicle he designed for NASA. If there was a lot of information exchanged during the various forums, there was even more during the private discussions that went on after the forums. Small groups would get together to discuss common interests and these discussions gave those involved a chance to pick the brains of some high-level experts. For example, I had lunch with an engineer who has worked on projects ranging from gyrocopters to the MX missile program. He talked. I listened and asked a few questions. Between us, we kept the sketch pad busy as we drew up wing designs and the like and bounced ideas back and forth. In addition to the discussions, some brought models or drawings of their designs. There were even a few full-size homebuilt sailplanes displayed at the gliderport. The most interest· ing of these was a modification of a Marske Monarch called the Sierra Monarch. It's a flying wing, completely faired in, and it looks fairly simple to build. Plans should be available soon. So far there are about 60 people or groups who have indicated an interest in entering the contest, and about two dozen are expected to continue as far as sending in the engineering packages describing their entries. Perhaps a dozen will still be in the running by the time the fly-off of the prototypes is held a year from now. The contest winner will be the one with a safe flying and structurally sound design that has the best combination of low cost, ease of construction, self-launchability, performance and good looks. If the workshop is any indication, this is a contest that bears watching. The contest is being run by the Soaring Society of America, 3200 Airport Ave., Room 25, Santa Monica, Cal., 90405, and by the Sailplane Homebuilders Assn., 36 Rockinghorse Road, Rancho Palos Verdes, Ca. 90274.

60 MILES AT THE NATIONALS On Sunday the last day of the National Championships at Slide Mountain, just moments after the final round launched, Rik Fritz launched his Progressive Aircraft Company's Proair 180. He found himself scratch· ing below takeoff. It wasn't long before a ther· ma! carried him to 14,200 feet above sea level. At this point Rik found his glider had carried him over the famous Virginia City, five miles beyond launch. Deciding not to fight a 20 mph head wind back to launch he turned down wind. After 3.5 hours and altitudes between 8,000 and 14,000 feet, Rik found his landing 10

area next to HWY 50, over 60 miles from his takeoff. Rik commented about his flight: "I was ex· tremely surprised to find the biggest thermal of my flight at 1,000 feet over the middle of a large lake with the sky heavily overcast. It was an exciting flight and a fine way to end the Na· tionals. I would like to thank Buzzy and his ten dogs for the ride back to my car. Without them I would have never arrived in the proper state of mind."

the Vampyr 2 include: an 80% double sur· faced sail (ribbed top and bottom), completely enclosed nose plates and crosspars, and a shifting king post to alleviate torque loads on the keel spar. The Pacific Kites flex wings are available in the U.S. through Odyssey Inc. of Amherst, Mass. For further information contact: P.O. Box 45-087 Te Atatu, Auckland 8, New Zealand.

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J.C. BROWN JOINS PACIFIC KITES Pacific Kites, Ltd., New Zealand's leading manufacturer of hang gliders, is pleased to announce the addition of noted U.S. test pilot J.C. Brown to its product development staff. Brown's years of experience in experimental flying and glider development are being put to immediate use in the completion of the New Zealand firm's latest flex wing model, the Vampyr 2. The new Vampyr is the brain child of Pacific Kites designer,· Bob Schuttie, who has incorporated several unique features into his new design. Like the Vampyr 1, the 2 has a tapered, closed cell foam "cusp" molded permanently to the underside of the leading edge spar. This cusp, when coupled with the Vampyr's mylar-supported leading edge and mylar· surfaced sail cloth provides the glider with an extremely thick edge profile. Other features of

Rosko "Goose" Kidwell is at it again. Kidwell, who is an ostomate, in order to inspire others, has performed a number of amaz· ing feats. He made 600 hang glider flights in one year on a Brock standard, made the most parachute jumps in one day at Perris, CA, bowled 50 games on his 50th birthday, and rode a bike 50 miles in one day in a bikeathon. Now Rosko has broken the world's record for takeoffs and landings by performing 227 in less than two hours in his Quicksilver. The previous record, according to the Guinness Book was 192 in 14 hours and 57 minutes.

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When it was announced at my local that I had been elected USHGA asked me during a program when I would be I think that it reflects or,~ac:cesso,rs that our Association has an able to afford a full-lime paid President. In fact, I make as much USHGA monetary pay as all the Board mcm· hers combined zero. for the headquarters stafi~ your Association operates on a volunteer basis. That has its only those who are interested in helping will likely volunteer. It also has drnwhacks, if the volunteer loses in·· tcrcst or other forces such as job pressures rethe individual's time and attention, the volunteer work may not get done. The Association, at the and national level, needs the very best volunteers that can be recruited. If the work of operating the unit or project is around among several peononc of them will suffer "burnout," and the sport can continue to and grow. Next tirne volunteers are called for, step forward. involved in a project a member increases his opportunity to benefit from and make his mark on the pro· One of the unique aspects of voluntarism is that the volunteer always receives at least as much, and ofren more, from the learning than the contribution that he makes. Volunteering is an opportunity for the member to learn and Take it the next time it comes around.

INCOME AND OUTGO At the August 1981 of the Board, members of the Finance Committee carefully scrutinized the projected income and expenses Association for the remainder of 1981. It saw lots of red ink. Inflation had caught up with us. each expense line item,

reductions were made where possible. The re· ductions weren't enough to balance projected income. The committee members stepped back from the documents and considered how we had gotten into the situation and how we could ex· tricate USHGA from it. Services had been im· proved and expanded that are very helpful to the members, such as the insurance program and computer program, and costs of a number of major items had increased, such as printing and supplies. The committee decided that the Association had been financially squeaking by for the last few years, and that the day of reckoning had

mittee members were determined to take action to get the Association on its feet financially. It recommended an increase in member· ship, a dues increase, and actions to improve other income areas such as magazine advertising. The total effect will eliminate the deficit, rebuild reserves for emergencies, and provide the wherewithal to improve service to members. The Board approved the recommendations. I've asked the Treasurer to prepare a budget for 1982. You can help your Association and do a friend a favor by signing them as members. Every member benefits from a growing, nv1,nrnw association. Please help in the effort to have every hang glider flyer be a USHGA member.

HELPING THE NATIONALS AND WORLD TEAM

Tasks get accomplished through voluntarism. These members ol USHGA Chapter 33 are pulling finishing touches on II launching ramp. The entire project was built with donated m11terl11ls 11nd 11olun1aar help.

arrived. Associations must pay their bills to stay in business; they can't float bonds to finance debt as governments do. The work of our Association is too important to allow the to drift into insolvency. Com·

There remain two problems, however: financing the annual Nationals; and financing the USHGA World which competes every other year. The U.S.A. was not finan· cially able to send a full complement team this year to the world championships in Japan. USHGA provided funds enabling team members to obtain tickets and qualify for reduced rates, but the team members had to finance their own way and reimburse the Association. The team members didn't just rcpresen1 themselves; that's not the way a world meet operates. They represented the entire country, and specifically every U.S. hang glider flyer. Not all flyers in this nation participate in official competition. But when USHGA members are selected for the world team, the team represents us all. We need to support our represcnatives, and be sure that we have a 11.111 complement of the very best team members. I'd like to have your ideas on how USHGA can do that, and how we can improve financing of the Nationals. I may not be able to in ... dividually answer each letter, but I assure you HANG GLIDING

that your letter will be read and passed on to the Committee Chairman responsible. My hat is off to the members of the U.S.A. World Team. They fought against many odds and represented us to the world doing an outstanding piece of work. They competed against some teams that are subsidized by their government. That makes it more incumbent upon us to do the job that is necessary to get financial support enabling our representatives to compete on a more equal footing. My thanks to National Director Lucky Campbell, World Team Committee Chairman. My thanks also to every USHGA member who competed in the Nationals, and to those who helped operate the meet. Meet officials and support personnel did a super job under the direction of National Director Keith Nichols, Chairman of the Competition Task and Rules Committee. My thanks also to National Director Liz Sharp, Chairman of the Competition Administration Committee. If you see them say "thanks," let them know you appreciate what they have done for the sport. And send your ideas on how to improve financial support for the Nationals and World Team. Write to me c/o the USHGA office.

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NOVEMBER 1981

lfll1ht Anonymous

The moon was almost full. As I walked home from class, I couldn't think of anything but flying. The winds had been easterly for over a week, and each day dawned clearer, colder and less flyable than the day before. Marysville is a small college town located on the western edge of the valley. It's a pilot's dream ... almost. Within 50 miles there are no fewer than 15 excellent flying sites, a 4,000-foot thermaling peak, a 150-foot coastal site that's soarable almost every day and everything in between. There's only one catch, none of them are east wind sites. As painful as it is, there's one thing that's really good about a week ofunflyable weather. It gives you a chance to really kick back and think. It's a time to remember flying adventures, to think about people, and to dream about flying. Finally it happened, the weather broke. This particular morning wasn't spectacular, but I knew it would be flyable, and that was all I needed. I packed my winter gear and called some flying buddies. They all wanted to go flying, but couldn't. I was still determined. After asking several non-flyers, and getting similar answers, I realized I would have to go alone. I loaded my glider on top of the bug and headed for the peak. The peak is over 4,000 vertical, and it's within view of home_. I was nervous, wondering if anybody would be at the top so I could launch. As I wound my way through the forest, I started to come to life. After dropping the bike off in the landing field, I headed for the top. I rounded the last curve, parked the car, and got out. The air was so fresh that it was begging to be inhaled. Nobody else was around so I carried my glider up the last stretch to the top, set it up and waited. One lone bird circled in the silent morning air. Silent, he drifted closer; a brief glint in his eye seemed to beckon, "Fly,

nobody will know." He was gone. In a moment the silence was also. "Howdy!" came a voice from behind. "Are you gonna fly that thing? You must be crazy!" I agreed, and asked the man to watch my launch. Still amazed, he agreed to help. I hooked in, did a hang check, and thanked my incredulous onlooker. Four steps and I was off, at last! The air was light and buoyant, but it was still early. I made a few long, scraping passes on the ridge and came back to launch about 150 feet below. The man watching shook his head and walked away. As I crossed over a large, shallow ravine I caught a bubble of lift and turned. This was the elixir, I had to stay with it. It was light but stead. Luckily I didn't have a vario to tell me how slow the ascent was. My body told me everything I needed to know. Turn after turn, lost it, turned back, over and over again. As the lift finally died off, I relaxed and looked down on the peak, alone. Thermal after thermal, I clawed my way up. High above launch, the view was breathtaking. In a whisper I thanked the mountain, and the air, and then turned and headed east, over the back side. The lift was scarce over the valley, but adequate. Occasionally I happened across a decent thermal and worked it with care. Each helpful lift seemed to have its own personality. Not just blasts of hot air, but each one had a different form, or character to learn. When I reached Marysville, 14 miles from the peak, I was still high. I could cross the town, the river; I could go for miles. Somehow it didn't matter. It was silent, and I was alone. I slowly spiraled down and landed by my home. After folding the glider and eating dinner, I sat and watched the sunset. Nobody else knew about the flight, but it was real. The moon would be coming out soon, and I knew it would be full. ~

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

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HANG GLIDING

Bill "Woody" Woodruff was just "setting an example for the little guys" when he became Region 3 open class champion. With his relaxed "ah shucks" drawl, Woody, a Navy frogman and currently team commander of the Naval Parachute Team West, discounts his rapid progress in hang gliding and his 1Jery sur·· prising win in the open class. Surprising because he was competing against pilots with years and years of experience when he hadn't quite logged l 00 flights himse(f. I fact, 20% of his total f(ying time was made in the flex ..wing class competition which started four days before the open class. When asked why he thought he won, one reason he gave was the attitude instilled by the Navy frogmen underwater demolition team (The Seals): ''To hell with the odds: decide what you're going to do and do it."

WHAT ATTRACTED YOU TO HANG GLIDING? I was sky in Elsinore and I happened to be on a load with Chris Price. When I found out he was a hang glider pilot of some ex1Jerilem:e I started bugging him to give me a try. I went out to a training hill with Chris and Mike Miller and got some pointers from them. But mostly I went out by myself because I was too to pay someone to teach me how to fly. In the end, if you added what I paid for in broken parts on my first glider, it would prob .. ably have been just to get lessons.

WHAT CONCLUSIONS DID YOU COME TO ABOUT THE BEST STRATEGY FOR PLYING ONE-ON· ONE? I think it depends a lot on circumstance. From what I saw and from flying at the meet I think that the strategy some people adhere to (which is stay with your man at all costs) is too rigid. I think that if it's close but you have an advantage on your man, staying on top is pret· ty reasonable. But, for example, ifl stay on top of someone like Eric Raymond who has a faster glider, once he has the altitude to work with, staying with him would mean a sure loss. He'd keep climbing until he had enough altitude to run away from me. I think the biggest thing I learned alung those lines is that there is a time to take chances and a time not to. In my flight against Joe Greblo I took a chance when I didn't need to and I lost the flight. I had Joe beat going to the 4th pylon in what I think was the best flight I made there. We were both climbing in the same thermal to the final pylon and I had prnbably a 70- to 80-foot advantage over him. But I thought I knew where there was a better thermal so I left him. The thermal wasn't as good as the one I'd left. IfI had stayed on top of him I'd have had him beat.

NOVEMBER 1981

DIDN'T \'OU MAKE THE COURSE? I made the course but it cost me in time. While I was going back my opponent came through, caught up with me (in fact went through the same sink I'd run into), but pressed on to the pylon and scored it first.

] CONTEST? "'

nm YOU EXPECT TO WIN THE OPEN CLASS HAVING SUCH UTTLE EXPERIENCE?

I feel like I learned a lot from the losses because in the last six rounds I just lost one match. Part of the reason might be that once I got a bunch oflosses I ended up flying general .. ly loweMated pilots (due to the way the meet was strucmred). That is significant. But I'd like to think that part ofit was that I'd learned a little bit, too.

I think I probably learned more by watching other people than by my own flying. The things that I learned in the matches I did fly will stay with me longer. I learned a few things that I will never forget such as not leaving an opponent when you don't have to, when to be aggressive, when not to. There was another flight I lost where I was pretty well established ahead of my competitor when I hit some nificant sink. Instead of pressing on to the pylon where one of the resident thermals was, I decided to go back to some safer lift behind me until I had enough altitude to get clearly through the sink. This cost me the match.

i IN THE TOUGHEST REGIONAL

way. If I had a question there were a few people at U.P. who were pretty helpful explaining why it was that I broke the things I did on my glider when I brought broken parts to them to be fixed.

DIDN'T THAT DISCOURAGE YOU?

SO YOU LEARNED NOT BY YOUR OWN FLIGHTS BUT BY WATCHING OTHERS?

J HOW DID YOU, A RELATIVE BEGINNER, WIN THE OPEN CLASS

SO YOU'RE SELF-TAUGHT? Ba:,ica11Iy. But I've had some help along the

I didn't go to the Regionals with the idea of paying $125 to enter myself as a competitive pilot. I went with the idea that it was about time I paid for some hang gliding lessons and I was going to pay $125 to learn to fly meets from the very best pilots there are. And I think I easily got my worth. I made some really stupid mistakes that cost me some rounds early on. In the flex .. wing class I started out losing four out of the first five rounds.

and you're topped out, if you stay with him, all you're doing is letting him catch up with you, climbing up to you. I saw that happen several times during the meet.

Anyway, I if you get an advantage and press it conservatively then the other guy has to take chances to catch up with you. If he takes a chance and he's wrong, then he puts himself all the way out of the flight. Ifhe takes

a chance and he's right, then what he does is catch up and you're back even where you started. On the other hand, if you get behind, then you're left with a choice. If it's a difficult course then I think you should fly very conservatively and make the course. If it looks like it's going to be an easy course then it's time for you to take chances. Ifit pays off you catch the competition; if it doesn't pay off, your assess .. ment was right and you'd have lost anyway. As far as always staying physically with your man, I don't think that's really valid when you a big separation. If you have a big start lead or a big altitude gain over your opponent

Well, I'm just setting an for the fa .. tie guys. I had some disadvantages in fairly inexperienced. To date, approximately 20% of my total hang gliding time I got at the Regionals this year. But I also had a couple ad·· vantages that helped me out. Besides having a good glider, a 185 Comet, I had already flown six rounds in the flex .. wing class before the open started. So I'd had some pretty intense flying for the four days before, on the same course with the same tasks. I think that gave me a distinct advantage. Also, luck played a significant role. I flew against the right person at the right time. I flew against the fast gliders in sink rate conditions, and I flew against the sink rate gliders in fast conditions. In the first round I flew against Eric Raymond. He has a fast glider and I flew against him in pure sink rate conditions. It was very early on a foggy, overcast day. We all thought it was a straight sled ride down to the bottom. I just happened to fly at the right time and caught the only thermal in the whole world. else who launched for that round went straight down and landed, but I caught a thermal off the end of Marshall that started at 100 up and it just kept climbing and getting stronger until I got whited out in the clouds and flew over and scored a pylon. So there was a lot of good fortune there. I had a good draw. Then I flew against Dean Tanji on his Harrier. He's a

"After you've made a couple of high launches run to the nearest glider port. In three or four hours you'll learn more about soaring than in the first 50 or 60 hours of hang gliding." really good sink rate pilot but I flew him in the middle of the day so I just outran him. So a lot of it was catching the right people at the right time. Eric and I had one really fair flight. That was the last one we flew. It was getting towards the end of the day but conditions were still strong enough to fly part of the course. There were still some good, strong thermals. We were flying together towards the first pylon and it was a question of making a decision to stay in the thermal or go. Eric decided to go; I decided to stay. It turned out that staying in that thermal was the right decision for that day at that time.

see if they could push you out of a thermal... move you around in the sky. But I figure I had more parachute jumps than most of them, so if it came to parachute competition I'd probably beat them. (Woody has 1,800 sky dives and is captain of the Naval Parachuting Team.)

DID YOU USE ANY PSYCHOLOGY ON YOUR OPPONENTS? Not really. I used psychology on myself. I had very firmly fixed in my mind that I was there to have a good time. And I did. I just had a tremendously good time. I even enjoyed most of the flights I lost. I didn't always enjoy the stupid ways I lost some of them. And I en-

WHY COMPETE AT ALL? It is being able to measure yourself against the other pilots and get an idea, "Hey, am I really flying this glider as well as it can be flown?" In the year I've been in this sport I've been reading all these names in the magazines, the hot pilots, and just had to get up in the air with them and fly with them and find out how my flying compares with theirs. If I came out way behind them I knew I had to try to figure out what they were doing that I wasn't. SO COMPETITION IS A MEANS OF IMPROVEMENT? Definitely. One thing that was very clear throughout the meet was that the top pilots aren't the top pilots because they can technically handle their gliders better. I know a lot of weekend pilots whom I have at least as much trouble climbing with in thermals down around San Diego or up around Elsinore. The difference that I can see is the strategy. The people who are competing are throwing a little something extra into the flying. Just for playing around and flying you could put them in any pack of fun flyers I've seen and they'd be nearer the top more consistently but they wouldn't outshine the other pilots so much. The difference is not when they're just flying around Crestline, but when they're flying against another pilot, trying to figure out what he's going to do and trying to figure out how to make that pilot do something else that will lose him the meet. They try to do something themselves that will win the meet and force the competition into making other actions. DID PSYCHOLOGY COME INTO PLAY IN YOUR MATCHES? There were a lot of games. There were some pilots in particular who would edge closer and 18

gory than the people I could be flying against. If you want to compete it makes sense to me to compete against the best you can. If the idea is to actually compete to improve your flying and to set a challenge for yourself, then you might as well compete with the best. If the idea is that you want to win and you want to get a bunch of easy trophies, then what you ought to do is establish your own meet and just don't let anyone else enter it. I was pretty fortunate the way things turned out this year and I'd like to think that maybe I can break into a little higher win-loss group (placement) in flex wings next year. But whether I do or not, it's not going to stop me from going out there. " So as far as having separate categories, I say ~..::i no. There's no way you can compete and find ~ out who the best pilot is if you've already told the best pilots they can't compete in the meet.

o';

DON'T YOU THINK PROFESSIONALS HAVE AN ADVANTAGE OVER FUN FLYERS BECAUSE THEY CAN DEVOTE SO MUCH MORE TIME TO FLYING? Well, hey. In the last month I've flown three days. In fact, as far as flying the mountains, in the month and a half before the Regionals I think I had two days in the mountains. I had to make do with what was available to me timewise. About the only place where I had any significant amount of time was at Torrey Pines because that's close enough to where I work so that if I got off at 4:00 in the afternoon I could still sneak out there in the summer and get a couple of hours of flying.

joyed most of the flights I won. There was never a day that I didn't have a good time. I'm kind of hoping I can maintain that. I hope to keep competing but I can't see any point in doing so unless I'm enjoying it.

DO YOU THINK THERE SHOULD BE SEPARATE CATEGORIES FOR PROFESSIONAL PILOTS AND SOCALLED AMATEUR OR PART-TIME PILOTS? I guess this must be getting people's attention because there have been a couple ofletters in the magazines recently. I think that's really stupid. I would be grossly disappointed if I were categorized so that the people I was measuring myself against were in a lower cate-

IN YOUR OPINION WHAT IS THE BEST WAY TO GET GOOD AT HANG GLIDING? I do have a very specific recommendation. It's one I think would probably help most hang glider pilots. It's one of the best investments someone just getting started could make. After you've made a couple of high launches and are ready to start soaring, run don't walk - to the nearest sailport and get up in a tandem sailplane with an experienced sailplane pilot. They're doing the same things we're doing; they just need bigger cores to fly in. Get the instructor to show you a little bit about thermal and ridge soaring technique. In the space of maybe three or four hours of fly· ing time in that sailplane with that instructor, you'll probably learn more about soaring than you would otherwise in the first 50 or 60 hours of hang gliding. I think that's probably the biggest thing that helped me progress in HANG GLIDING

hang gliding. I think it got me over a lot of the hit-and-miss flying that people have to do flying by themselves trying to figure out what a thermal feels like, trying to learn how to fly a ridge. A lot of my first flights that would otherwise have been wasted trying to figure out why the others were going up while I was going down, turned into more productive flights with a lot more flying time just because of a little bit of sailplane experience.

1981/1982 USHGA Insured Chapter Sites # & Chapter Name

Site/Location

4 Arizona HG Assn.

l. Shaw Butte, Phoenix, AZ 2. Thunderbird Park, Phoenix, AZ 3. Lake Pleasant, Phoenix, AZ

Effective Dates 01-21-80 - 01-20-82 01-21-80 - 01-20·82 12-15-80 - 12-14-81

10 Oklahoma HG Assn.

Buffalo Mtn. Talahina, OK

06·20-81 - 06- l 9·82

15 Georgia HG Assn.

1. Sawnee Mtn., Cummings, GA

05-01-81 - 04-30·82

16 San Bernardino HG Assn.

1. San Bernardino HG Park, Crestline, CA

03-23-81 - 03-22·82

DO YOU THINK TANDEM HANG GLIDING WOULD BE USEFUL IN LEARNING TO SOAR? If my instructor was the same size as I am I don't think any gliders exist that I'd feel comfortable in ... not with 400 some odd pounds underneath them. Tandem hang gliding might accomplish the same thing but you'd be considerably more relaxed in a sailplane. It's more comfortable, more quiet inside, and a much more relaxed environment to work in. And it's designed for two people.

20 Florida Free Flight

1. Margaret Pace Park, Miami, FL

09-15-80 - 09-14-81

21 Condors HG

1. Labrador Hollow, Fabius, NY 2. Calhouns Hill, DeRuyter, NY

05-10-81 - 05-09-82 06-15-81 - 06-14-82

25 Marin County HG Assn.

1. Mt. Tamalpias, San Rafael, CA

04-20-81 - 04-19-82

26 Santa Barbara HG Assn.

1. Polofields, Santa Barbara, CA 2. Sweeney Rd., Lompoc, CA

05-23·81 - 05-22-82 06-12-81 - 06-11·82

28 Hudson Vly HG

l. Barbers Farm, Greenwich, NY 2. John Boyd Thatcher Park, Altamont, NY

03-04-81 - 03-03-82 12-14-80 - 12-14-81

31 Ultra Lite Flyers

I. Butterfield Ranch, San Diego, CA 2. Black Mountain, Ramona, CA

10-23-80 10-23-80 -

34 Connecticut HG

1. Talcott, Mtn., Avon, CT

03-01-81 - 02-28·82

CAN YOU COMPARE HANG GLIDING AND SKY DIVING? I don't think you can. Sky diving is more of an immediate thrill. It's very time-dependent. As soon as you get out of the airplane (compared to launching in a hang glider) you know exactly how long your flight is going to last. At least you ho~e you do. It may end up a little quicker if you don't get a parachute over your head. So you have very finite limits on what you're going to do and have to plan out very carefully what you're going to do in advance. Whereas in hang gliding you really can't plan in advance what you're going to do. You can make some general plans, but as soon as you step off the cliff, you're changing your plans to suit the conditions around you. Hang gliding has the advantage of being a very individual activity. With parachuting you have to have something to fly relative to ... which means other people. You have to find people you can get along with at your own skill level who go on the type of loads you want to go on. And it's quite expensive at the same time. With hang gliding you don't have to deal with the other people and you don't have the time limits. You can go flying, here in Southern California anyway, and fly until you're tired anyday. I can't remember the last time I had a flight under an hour. So it's great!

39 Mother Lode Skyriders

1. Mt. Rice, Coulterville, CA 2. Jamestown, CA 3. Bird Rd, Modesto, CA

04-17-81 - 04· 16-82 04·17-81 - 04,16-82 04-17-81 - 04-16-82

43 Monterey Bay HG

1. Marina Beach, Santa Cruz, CA 2. Manresa Beach, Santa Cruz, CA

1l-01-80 l 1·01 ·80 -

45 Rogue Valley HG

1. Bluie Mtn., Grants Pass, OR 2. Woodrat Mtn, Medford, Or

10-22-80 - 10-21·81 08-05-81 - 08-04-82

46 Torrey Pines HG

1. Torrey Pines, San Diego, CA

04-20·81 - 04-19-82

47 So NY HG Pilots

1. Ellenville, NY

06-09-8 l - 06·08-82

50 Rocky Mtn. HG

I. Lookout Mtn., Golden, CO

03-01-81 - 02-28-82

52 San Luis Obispo HG

1. Pismo Beach, CA 2. Montana De Oro State Beach, CA

04-22-81 - 04-21·82 04·22-81 - 04-21-82

DO YOU HAVE NEW HORIZONS TO PURSUE? I really want to get in some cross-country. I don't get to fly as much as I'd like to, so it hurts when I hear about the magic day people had "yesterday" when I was working, or this weekend when I was on the road. I'm at the point now where I'm attempting to go crosscountry every time I fly ... even if there's only a vague hope. I haven't done anything noteworthy yet but I'll catch on. ~ NOVEMBER 1981

10-22-81 10-22-81

lo. 31-81 lo. 3 l-81

53 Michigan Eagles Tow

1. Marin City, MI

06-04-81 - 06-03·82

55 Hyner HG CLub

1. Hyner View State Park, PA

04-01-81 - 03-31-82

58 Utah HG Assn.

1. Point of the Mtn. So, Salt Lake City, UT 2. Point of the Mtn. No, Salt Lake City, UT

05-01-81 - 04-30-82 05·01-81 - 04-30-82

59 Hawaiian HG Assn.

l. Makapuu Ridge, Oahi, HI 2. Waipoli Pasture, HI 3. Koanoulu, Maui, HI 4. Kula, Maui, HI

04-01-81 04-01-81 04·01-81 04-01-81 -

60 Tenn Tree Toppers

1. Dunlap, TN

09-01-80 - 08-31-81

03-31-82 03-31·82 03-31-82 03-31-82

66 Wings of Rogallo

I. Ed Levin Park, Milpitas, CA

04-01-81 - 03-31-82

69 Daedalus HG CLub

1. Templeton, PA 2. East Brady, PA

02-01-81 - 01-31-82 02-01-81 - 01-31-82

79 Lowell HG Club

l. Mount Cranmore, No. Conway, NH 2. Whittier Lifts, No. Conway, NH

07-01-81 - 06-30·82 08·01-81 - 07-30-82

85 Bay Area Ultralights

1. Laguna Seca Ranch, San Jose, CA

10·01-80 - 09-31-81

87 So Texas Ultralite

1. Bill Witt Park, Corpus Christi, TX 2. Blueberry Hill, Corpus Christi, TX

12-01-80 - 11-30-81 12-01-80 - 11-30-81

88 Sonoma Wings

I. Elk Mtn, Upper Lake, CA

06-01-81 - 05-31-82

93 Tucson Ultralight

I. Pima Cnty Fairgrounds, Tucson, AZ

07-01-81 - 06-30-82

94 Tahoe Sierra Flyers

1. Tyrolia Lookout, Incline Vig., NV 2. Squaw Valley, Tahoe City, CA 3. Slide Mtn., Reno, NV

06-01-81 - 05-31-82 08-01-81 - 07-31-82 06-01-81 - 05-31-82

95 Finger Lakes Flyers

1. Mt. Washington, Hammonsport, NY 2. Mossybanks, Bath, NY

06-13-81 - 06-12-82 06-13-81 - 06-12-82

96 Storm Peak HG

1. Mt. Werner, Steamboat Vlg., CO

06-15-81 - 06-14·82

H Article and photos by Hugh Morton

For the third year in a row, Steve Moyes won the Masters of Hang Gliding Championship at Grandfather Mountain. No other pilot has ever won the coveted Masters title more than once or dominated a major hang gliding event the way Moyes has the Masters. The spunky Australian won eight of his nine matches in one-on-one competition en route to collecting $5,000 first prize money. His only loss was in the third round to Bruce Case of St. Paul, MN. Moyes' last two flights were against his closest challengers at the time, Mark Bennett of Temecula, CA, and 1976 Masters Champion Mike Arrambide of Ventura, CA (who also finished second to Moyes in 1979). Both flights were extremely close and different outcomes might have produced a new champion. Five pilots had 6-3 records. Landing points, which were used as tiebreakers, gave second place to Dave Ledford of Asheville, NC. Third went to Mark Bennett and fourth was a tie between Arrambide and Dug Lawton of Duluth, GA. Bruce Case placed sixth. Landing points were given in half-point increments ranging from zero points for landing outside the designated area at the Highland Games track on MacRae Meadows to two points for a bullseye, controlled, graceful landing. The Masters doubled its purse to $10,000 when Piedmont Airlines joined Grandfather Mountain as a sponsor. Twenty-four pilots participated by invitation only in the event whose invitational format is patterned after the highly successful Masters Golf Tournament. Contestants came from North Carolina, Florida, New York, California, Minnesota, Maryland, Utah, Georgia, Virginia, Massachusetts, New Hampshire, and from Canada, England, and Australia.

TOP: Visitors al Grandfather 1\/!ounlaln were treated lo some exciting races In the one-on-one format u1111d for Iha llrst lime In the Masters. These two pilots are above the Mile-High Swinging Bridge. ABOVE: Sieve Moyes, from Sydney Australia, practices above the peaks of Grandfather Mountain before taking his third straight Masters Championship. Camera is mounted on the nose ol the gilder. OPPOSITE: One-on-one competition proved to be exciting for both spectators and pilots. PIiots race from launch lo pylons a mile away and 700 !eel higher. Here Moyes jockeys for 1111 with an opponent. INSET: Two pilots launch concurrently.

HANG GLIDING

The meet was scheduled to begin on Tuesday, September 15, but min delayed the start to the next day. High winds forced a postponement on Friday and Saturday but perfect flying weather awaited the pilots throughout the remainder of the tournament, which ended the following Tuesday. The 21-man field was cut to the top ten pilots at the end or the day Sunday after six rounds were completed. Each pilot who won a round in the onc-on·onc competition also won $ 10. The one-on-one flight format was new this year at the Masters and was a tremendous success. It produced some dramatic contests and spectators at the Mountain could follow these flights from start to finish. The basic flight task at the Masters was a speed race over a course laid out over the higher peaks of Grandfather Mountain. Pilots had to travel between one and two miles from the launch site and gain over 700 foet in elevation. Sometimes they had to fiy for almost an hour enough altitude to (about 20 miles) to find the lilt they needed to cross the designated points above Grandfather's rugged If winds did not supply the lift necessary to climb to these points, the task became duration, with the pilot who stayed aloft for the longer period of time the winner.

TOP: Tom Hm:lden, 19110 N11tlon11! Cli11mp and Meet Director lor this year's Masters, congratulates Steve Moyes on his win. Runners-up lrom left to right: Dave Ledford, second; Mark Bennell, third; Mike Arrambide and Dug Lawton, tied lor fourth. Gr11ndl11lher Mountain Is seen In Iha background. The left peak Is the Masters launch site 11nd is mile and II hall away and 1,000 !eel higher In ele11111ion. ABOVE: Heading for home. Moyes heads !or the landing 11re11 111 MacR110 Meadows. Moyes compiled an Impressive ll-1 record against the sport's best competitors.

Name

Home Town

Record

Landing Poin1s

Winnings

Steve Moyes Dave Ledford Mark Bennett Mike Arrambide Dug Lawton Bruce Case Jeff Burnett Robin Pederson Stu Smith Easy Voorhees

Sydney Australia Asheville, NC Temecula, CA Ventura, CA Duluth, GA St. Paul, MN Milford, NH W. Vancouver, Canada Linville, NC Orlando, FL

I 8 6 3 6 · 3 6 3 6 · 3 6 3 5 4 5 · 4 5-4 4.

10.5 12.0 11.0 10.'5 10.5 8.0 7.0 6.0 6.0 5.0

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NOVEMBER 1981

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There are many wonderful places to fly where the launch ramp doesn't always quite face into the wind. La Cumbre Peak in Santa Barbara is a prime example, for even with the kind permission of the Forest Service the ramp is only wide enough to get a straight shot at winds that are less than 5 degrees cross. I write this with the memory of a very strained arm, the result of a savage correction to avoid the rocks that nearly ended an unstudied try in a 30 degree crossed condition, and I · have witnessed at least two exceptionally close shaves at the same site. If I can just acquaint a single pilot with the principles involved then it is worth the time to type this out, albeit using my two-finger typing skill. Many of my friends appear to have escaped high school math, and some of them lead such romantic lives that if the wind is crossed they prefer to imagine that it is not. Both of these attitudes are just fine if your personal guardian angel is endowed with wings like Pegasus. However most of the time most of the conditions we encounter can benefit from a little more scientific thought, so the following could be worth reading. In a nut shell a safe takeoff can only be made if the air flow is equally divided between the left and right wings to develop balanced lift. The only way this can happen is if the keel is pointing directly into the air flow. I have purposely used the words "air flow" since this flow is generated both by the wind and by

by Gilbert Roberts

Telltale showing wind direction

I .,.I

RAMP

Hawk's eye view of the launch scene. Glider is being held with keel paraHel to wind direction.

Wind speed 8 mph

Wind vector 8 units long.

Resultant Air Speed Vector

Pilot's

RAMP •

9 ~

Due to the narrow ramp the pilot is forced to run straight down the slope. At the moment that ·his feel leave the ground, he has m!lJlaged to sprint up to 13 mph;

Fig. 3

Pilot's nm vector 13 units long.

So where should the glider be pointing at the end of the pilot's sprint? I hear you ask. Easy, re-draw the vectors so that their arrows touch, and join their tails to make the triangular vector diagram in Fig. 3. The direction of this third side is the direction in which the keel should be pointing at the end of the sprint. Furthermore, the length of the line, in this case nearly 21 units or 21 mph is the air speed at this moment. Of course a vector diagram can be drawn to represent any moment during the sprint as the glider accelerates from the top of the ramp. Fig. 4 illustrates successive instants in such a launch. For clarity the vector diagrams are not shown but only the direction of the resultants along which the keel must be aligned to obtain a balanced lift. Note how the keel must be smoothly re-aligned throughout the sprint from directly into the wind to a direction a bit to the windward side of the ramp. In fact strict mathematical accuracy is superfluous for launching gliders and almost any approximation to the sequence of Fig. 4 will make remarkably good launches. Running straight down the hill will definitely not.

Fig. 2

HANG GLIDING

your takeofTrun added together. There is little problem if you can run directly into the wind during the entire takeoff, but when the wind is crossed the harrassed pilot isn't sure where to point the keel - and small wonder because the pointing direction has to change throughout his run to keep the air flow straight down the keel, and avoid the uneven lift which may result in a cartwheel. When I re-lived Tom Brown's schooldays I clearly remember the wizzened breed of math teacher who seemed to gravitate to Rugby school, always had a special spot in the classroom for those of us who were low on comprehension. The concept of vectors was a stunner as far as I was concerned although I could dimly see its usefulness at avoiding riptide tragedies, so I was treated to an extra share of his beady eye, and plenty of homework. Eureka! I have at last found out that vectors and cross wind launches go

together like bacon and eggs, and the crudest diagram drawn with a stick in the sand, or even a feeling of the diagram will make crosswind launches a lot easier and safer. If you have pencil and paper a vector is simply a line on the paper to represent the direction of something happening, like the wind direction. You make the line as long as the wind is strong. You can do the same for your running direction (especially if it is constrained by a narrow launch ramp) and the stronger you run the longer the line you draw. If the two lines you have drawn are to the same scale, say 1h inch for every mile per hour, then with a little finesse you can complete a triangle in which the third side is the vector sum of the other two. In the cross-wind launch problem this third line shows you at any instant exactly where to point the keel, and the length of the line is the speed of the air flow past the wings. From here on pictures show more than words. ~

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NOVEMBER 1981

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California

TELEX

AERODYNAMICS, AEROELASTICITY AND STABILITY OF HANG GLIDERS .... Summary of Experimental Results by Ilan Kroo INTRODUCTION Four years ago full-luff dives were being reported frequently in Ground Skimme1; glider testing was practically non-existent, and everything from keel reflex and "sail feathers" to apex covers and "emergency e.g. ropes" were proposed to solve the hang gliders' mysterious low angle of attack instabilities. At this time a well-known group of aerodynamicists got together to set up a program of research aimed at understanding some of these problems. With the support of people such as Paul MacCready, Peter Lissaman, Gary Valle, Hewitt Philips, Oran Nicks, and R.T. Jones, NASA was persuaded that a thorough understanding of these low-speed, highly flexible gliders was lacking and that such an understanding might improve their safety. In 1979 NASA sponsored research began at Stanford University under Prof. Holt Ashley, a noted aeroelastician. Although hang glider designs had changed substantially between the time that this research was conceived and the time when it officially began, the need for accurate data and quantitative tools to predict the aerodynamic properties of hang gliders was (and is) acute. Work was therefore divided into two distinct, but closely related, phases:

tical application without extensive computer facilities. An analysis oflongitudinal dynamics and control response shows the importance of unsteady aerodynamics and aeroelasticity, and we have completed a series of wind tunnel tests of a variety of hang glider configurations at NASA's Ames Research Center. In this article I will summarize some of the recent wind tunnel results. NASA TMX81269 (a 100+ page report available from the National Technical Information Service, Springfield, VA 22161 for $11 - or from me for free while supply lasts) contains a more complete discussion of these tests.

TESTING PROCEDURE Although we tried to obtain access to a fullscale wind tunnel (e.g. the 40-by-80 foot tun-

nel at Ames or the 30-by-60 foot Langley tunnel), these facilities were busy with higher priority tests and we had to settle with a 7-by-10 foot wind tunnel. This meant testing 1/5-scale models rather than production gliders. Many difficulties arise in such scaled tests of course, and to produce useful results several requirements must be met. In addition to producing a 1/5-size geometrically similar model, the flow conditions must be duplicated. This means that the model Reynolds number must be close to the full-scale value. In order to achieve this, the 1/5-size model must be 'flown' at nearly five times the airspeed of the actual glider. To simulate the characteristics of a hang glider flying at 30 mph, the model is tested at 150 mph - no hardwood dowels and plastic sails for these models! To make things worse, we wanted to

1) Development of analytical methods for use in the design and analysis of modern hang gliders, and 2) Wind tunnel testing to verify and extend the theory. While the project will not be completed officially until January 1982, I thought that members of the hang gliding community might be interested in some of the results to date. At this time, major elements of a computer program to predict the aeroelastic properties of ultralight gliders have been developed and are being simplified for pracFigure 1. Model 2 installation.

HANG GLIDING

ttlH#2 lll[EU l PRoJECTED Pu.:!FCAA: S = ,7q n 2 (8.0J ft 2 )

b a 1,!J C {!,69 ft

APrROXl~~TE

TAAP£ZO[D.'-J... HIil'.>:

>a Q,Q

)

/ti a 2,T,

o\;'-0'

C "' .52 m(l.71 f t )

/"'AC= .5~ r,

('2.27 tt)

Alf= ',)'

2 Sa r. ba 2,)Q C

0.77 ft 2) (6.&l ft J

·\,l2.5 c a ,3'J c,

(1.13 f t )

Al• 6.1

' •.3'l

1",'\C:;:-,38 r,

(1.25 ft)

·\;q•18.5

Figure 2.-Xodel i "star1dard configuration" planfon:,and gec::etric

characteristics.

Figurez. - ~odel 2 pla.nfo= and giso::etric characteristics,

M'.Ul#l

PRoJECTED

Pi...A•.f~~.:

s = .72 r,2 o.rott2J ba 2.0Jc

(6,67ft)

''u = 10' C = ,36 r,

(1.lltt l

AA• 5,7 APPPOXW/,TE TRJ..PEZOJDJ,1. ',WIG:

,28

K,ll = .39 n

(1.29ft)

Ac/4=4.6' FigoJH. l.- !-!odel 3 planfon:.and geo::etric ch.aracterisctks,

simulate the elastic properties of the full-scale glider (leading edge bending, sail stretching, etc.). \Ve were able to get close to the proper scaling with model leading edges constructed of solid steel rods and somewhat oversized cables. There is no way, however, to match the strength of a full-size aircraft bolt with a 1/5-size substitute and nearly all of the safety factors approached one for the models. (Two high-strength bolts actually sheared during the test. We recognized these as critical areas during model construction and safety wires at these joints prevented any major damage to the model - or tunnel!) Since a wide variety of hang glider designs are common today, it is no longer possible to test a "standard" configuration and use the results to predict universal characteristics for these aircraft. However, similarity does exist so that useful data on contemporary designs may be obtained from tests on a small, but

NOVEMBER 1981

carefully selected, group of test models. Three basic models (fig. 2) were tested including a "standard Rogallo," a moderately high performance design representative of many present configurations, and a low-sweep model. By varying certain aspects of a model's geometry (including twist, dihedral, batten shape and stiffness, keel pocket, and luff-line location) a total of 27 configurations were tested. With the aid of an on-line computer data reduction and recording system, we obtained longitudinal and lateral data at several speeds through an angle of attack range of - 30 ° to + 45 ° with sideslip angles of up to 20°.

SOME RESULTS Lift Data: Much of the data on lift vs. angle of attack is not surprising; lift seems to be the most linear

and predictable quantity for these gliders. Among the more interestting results evident from the lift data are: the non-linearities in lift curve due to flexibility, an increase in CLmax with batten flexibility (and camber), a decrease in CLmax with large washout. The "standard" achieves C Lmax's of about 1.4 while the more recent designs could not do better than about 1.2. (Conversations with people who have done tow-vehicle tests suggest that some production gliders do get up to about 1.4, however.) The large C Lmax of the "standard" is undoubtedly due to its large camber and possibly some "vortex lift." Drag Data: Of great concern to those interested in increasing an ultralight glider's performance is the aircraft's drag. This is composed of drag due to the non-lifting parts such as the pilot, cables, cross-bar, control frame, etc. and that

due to the sail. I will not discuss here methods by which these may be predicted, but the wind tunnel data shows clearly how not to predict drag. The well-known Oswald drag formula:

:-11 N,

\•/AS HOUT

LOI/ER ('14°) \•/A SHOUT

'ITARe says that the drag coefficient is composed of a constant term plus a lift-dependent term which varies with lift coefficient squared. While this works reasonably well for most aircraft, it does not work at all well for most hang gliders. This is a consequence of at least two effects: 1) The 2-D section drag (viscous) for thin, cambered airfoils at these low Reynolds numbers varies rapidly with CL and is not a minimum at CL= 0, and 2) the drag due to twist includes a term which varies linearly with CL. We found that although one cannot fit a straight line through a plot of CD vs. C1.2 (see fig. 3), the more general quadratic polar:

does describe the drag data quite well. Here, C Dm,11 is the minimum drag coefficient and Cm is the lift coefficient at which minimum drag occurs. k is a constant which includes the variation of drag with lift - it is not 1r~R since it includes some lift-dependent viscous drag terms along with the induced drag. A typical polar (corrected for the pilot's drag and the model's oversized cables) is fit by:

.12

.CG ··---+------+---~

C2 L

F,j. 3

strates how far we have come in the last few years. The pitching moment curve for the standard clearly reflects the observed changes in sail shape. The slope of C,,, vs. a increases as the trailing edge begins luffing, corresponding to a decrease in the local lift curve slope near the trailing edge. As the entire rear portion of the sail begins luffing C 111 a: becomes more positive. The rear portion of the sail may be regarded as analogous to a horizontal stabilizer; although "fixed" at high Cv it becomes

unloaded at low lift coefficients and is free to move downward. This corresponds to a "stick-free" horizontal control surface in the analogy, with subsequent reduction in longitudinal static stability. When the forward sail part begins to enter global luffing, the rear sail is no longer more "free" than the forward section since the sail in front of the cross-bar also changes its incidence with a . Thus, C 111a: becomes more negative when the forward sail area begins luffing (at about 10 °). At 2 °, whr

CD= .079 + .138 (CL - .27) 2 In general, the data shows that twist contributes both an increment in CD 111 , 11 and an increase in the constant k for the configurations tested (fig. 3). Space does not permit me to present a great deal of data - the interested reader should look at the NASA report. When using the quadratic polar the following formula may be convenient:

-20

-ln

forward sa 1 portion inflatest :iegatively t+ + full~luff + + region

pronounced trailing edge luffing

++:/ •iz

lflild trailing edge luffing ~

i • + + + +r i. +

+ • ..,

++ -

luffing extends from x-

j *'*

mild trailing edge luffing

ha r aft

~· ++

.:;

•

+ + ++i

L/Dmax

:t •

+ +

,.•t+

-,2

some separation

+ +

t .f.

flow separation j at keel

luffing +extends i to nose

CDmi11 - - - + Crn2 k

-,3

•

+ +

Config. 1

.t t Pitching Moment: A quick look at figures 4 and 5 which show (respectively) the pitching moment variation with a for a standard and a contemporary design with fixed tips and luff.lines demon-

-,4

Figure

4 - Features of Cm

a; q = 240 N/m 2 (5 psf).

HANG GLIDING

NO LUFF LlllES LUFF LINES TO 1ST B/1TTE./l SET

~14° /o',IN,

LUFF LlllES TIGHTEliED

\•/ASHOUT

+ LUFF LINES

12" FIXED HAS HOUT

ALL HhVE MO TIP RESTRAJiHS

+ LUFF LIIJES

BUT HAVE KEEL PACKET \•/ITH

~ lq

FLEXIBLE ROOT BA TTEII.

MI tl, •,./AS HOUT - rlO LUFF Lli'lES

-1. 0

l. 0

-1. 0 (1 and J have large reflex at root due to iiexible Catten and keel pocket)

- .1

- '2

- .2

- .3

F JG,

- .1

- .3

F !G,

24 ° MI IL \'/AS HOUT LUFF LINES TO

iiD BATTEN SET

24 ° MI il, \'IASHOUT LUFF LINES TO

-1. 0

l ST BATTEN SET (ROOT)

1. 0

- .1

- .2

- .3

FIG.

the sail begins to inflate negatively near the nose, the stick-free analogy again holds and Cma becomes positive. As sail tension at the trailing edge increases and luffing subsides, the glider becomes "stable" again near -25 °. The physical interpretation of the nonlinearities in pitching moment applies not only to the standard configuration but to many flexible gliders in which sufficient sail slackness exists for large-scale luffing. The initial destabilizing break in C111 due to luffing occurs on many gliders although the subsequent increase in stability is often prevented with the use of battens and root camber which prevent forward sail luffing. This increase in stability at about 10° on the "standard" in the full-luffing condition may result in a stable trim point at low CL for sufficiently aft center-of-gravity positions. The pitching moment of the more contemporary planform appears much more linear with a. This is due, in part, to fixed tips and luff-lines (a.k.a. leach lines, reflex bridles,

°'

NOVEMBER 1981

anti-luff lines?) the effects of which are exemplified by the data in fig. 5. An interesting aspect of the pitching moment is its dependence on the choice of reference centers. (The glider, of course doesn't know about reference centers but someone trying to interpret a pitching moment curve must.) When data are referred to the combined pilot/glider center of gravity (assuming the pilot position is fixed with respect to the glider), the beautiful, linear curves of fig. 5 appears very different (fig. 6). In this case stability is enhanced at high Ci's, C1110 is somewhat higher (due to drag), but stability is decreased at low and negative Ci- Simple geometric considerations show that a low e.g. introduces a pitching moment decrement which varies as a 2 • Pendulum stability is really pendulum instability at low and negative angles of attack. It is possible that this effect contributes to pitchovers but a more complete dynamics analysis is really necessary to access its importance.

We also tested a low sweep ( 160 ° nose angle) model to get a better idea of the trade-offs between stability and performance associated with changes in sweep. Although there are good reasons for reducing wing sweep, there are also a host of problems and for these models it was much easier to obtain acceptable stability and drag characteristics with the more highly swept planform. Separation: Small tufts on the models made it possible to observe flow separation (fig. 7). Most of the configurations were highly twisted at high angles of attack (about 30 ° for the moderate sweep, contemporary design) and stall generally occurred near the root and moved outboard - just as it should. With some sideslip, however, the trailing wing was inclined to stall long before the leading wing (as one might expect) even for the low sweep case. Tufts also showed that stiff battens with high nose

camber produced undcrsurfacc separation and 1he associated drag penalty at all but the highest angles of attack. In order to obtain low section drag a1 high (\ and large maximum lift cocflicients, a large amount of camber is required on these thin sections. Since camber generally creates a large, negative CMo, airfoils with large nose camber and reflex appear desirable, yet this nose camber results in poor low-lift drag characteristics. With !1exible battens it might be possible to tailor the airfoil shape so 1hat high uose camber is produced a1 high C/s while at lower angles of attack a Hatter profile is asimmed. Another solution may lie in the 11se of sections with greater thickness. Many rccem glider designs employ doublesurface airfoils and may overcome the ob .. served difficulties in obtaining the required maximum lilt, low pitching moment, and low section drags. Unfortunately, we did not have time to test a double-surface glider. Lateral data: Tests at an angle of sideslip produced some interesting results. (As with the pi1ching moment, one must be careful about reference centers and axes system choices rolling about the keel produces pitching about an axis perpendicular to the flight direction.) The cf. fective dihedral (C,8 ) or rolling moment due to sides lip decreasef with angle of attack for all of the gliders tested. At low and negative angles of attack effective dihedral is lost. This is probably due to the fact that at low angles of attack, the section Cl near the tips is negative, producing [according to simple sweep theory] an adverse roll due to sidcslip.) Also important to control at low angles of attack is the pitching moment at an angle of sideslip. Although for most aircrafl: pitching moment does not change muc:h with sideslip, the f1exibility of the hang glider produces some coupling. In these tests it appeared that sideslip did not change the pitching moment characteristics of the moderate sweep configuration with lufflines and fixed tips, while the lower sweep mode's moment was significantly altered at 20 ° of sideslip. (I am not suggesting that sweep is responsible for this. The two models differed in a number of ways see the NASA TMX for more detail.) does not permit more details on such things as the effects of keel pockets and dihedral hut some data on these modifications arc included in the fnll report. Now that some data is available we plan to turn our attention in the next iew months to interpretation of the data and their importance in the dynamics of these gliders: longitudinal dynamics, gust response, and lateral control. Finally, the aerodynamic prediction programs will be completed with the idea of developing some practical tools for the analysis and design of safer and more efficient ultralight gliders.

Jl1

.:J

Figure b - Effect of center-of~-g:rav1.ty locatton

Figure 7. 34

30 <> HANG GLIDING

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An instructional column for the new pilot. Introduction

by Erik Fair

This month The Right Stuff is going to dredge up and re-examine the concept of Intermediate Syndrome. As recently as a few years ago Intermediate Syndrome was easily recognized and well understood. The evolution of hang glider technology and instructional technique, however, has created a situation which calls for a practical re-definition of the Intermediate Syndrome. The underlying concept hasn't changed. Intermediate syndrome was, is, and always will be the tendency of a relatively inexperienced hang glider pilot to become so overwhelmed by the exhilaration of flight that he forgets or ignores his own limitations and those of his equipment. What has changed are the nuts and bolts of Intermediate Syndrome: the way it shows up in today's pilots and gliders.

The Old Intermediate Syndrome Yesterday's Intermediate Syndrome, in retrospect, was brightly illuminated by yesterday's limitations in instructional technique and glider technology. Yesterday's beginner either bought a kit and survived his own trial and error training program or took two lessons from a professional and considered himself trained. To understate the point, there was a good deal of variation in the actual competence of newly "trained" pilots who appeared at demanding sites in demanding conditions. Those who screwed up were said to have fallen prey to intermediate syndrome. Yesterday's gliders: Before 1978 new hot ones came out every 3-6 months. Some were certified, some were almost certified, and some were so slick that no one cared about certification. All were available to anyone who had the money. There was "Equipment Intermediate Syndrome," or, relatively inexperienced pilots inadvertently exploring the envelopes of inadvertently experimental equipment. Intermediate syndrome in the old days was highly visible because in addition to referring to poor judgement it tended to be a catch all explanation for accidents that by today's stan· dards could be more accurately attributed to: A) Inadequate basic training, B) Inadequate equipment or poor judgement in equipment

selection, C) Inadequate information. Another important point about yesterday's gliders, even post 1978 gliders which passed significantly tougher certification standards, has to do with their handling and performance characteristics. Simply put, the handling/performance coupling of older gliders made them fairly tough for the average novice pilot to jump into and immediately soar. Time, patience, and skill were required to maximize their soaring potential and the net result was novice pilots accumulting a fair amount of sled ride air time between their basic training and first soaring flights.

The New Intermediate Syndrome The new intermediate syndrome is not as dramatically visible as the old one because it is not used nearly as much to account for accidents attributable to poor basic training and inferior equipment. These days the average number of lessons taken by the average beginner has risen sharply. Assuming the area I operate in is somewhat representative of a national trend, I can safely say that the average student completes between 5-15 lessons before being turned loose on his own equipment. Consequently, there is noticeably less variation in the competence of newly trained pilots appearing on the hill and the average competence level is noticeably

higher than it was a few years ago. The equipment new pilots appear with is almost always certified to standards considerably higher than those of even three years ago and is therefore inherently safer from a structural and aerodynamic point of view. In regards to the relationship between glider design and Intermediate Syndrome, however, the most significant design changes have been in the areas of performance and handling characteristics. Today's ships do significantly better than older ships in terms of effective soaring potential which is basically a function of maneuverability and wing aerodynamic efficiency. More and more novice pilots are jumping on state-of-the-art gliders, launching easily, soaring easily, and having only slight problems on landing. First soaring flights, even first cross country flights are taking place earlier and earlier in a given pilot's career. The result is an insidious, subtle brand of modern Intermediate Syndrome. Inexperienced pilots are very quickly exposed to the exhilaration of soaring flight. It is a heady experience to cross deep canyons, blithely hop ranges, gain thousands of feet in a thermal and stay up for hours. In the meantime soaring skills develop quickly while launch and landing skills atrophy from lack of practice. You no longer have to do multiple sled rides to satiate your flying appetite. The allure of soaring coupled with marginal launch and landing skills and limited experience in judging conditions makes for some pretty deadly combinations among modern pre-intermediate pilots.

How to Beat The New Intermediate Syndrome 1)

Continue to practice and refine launch and landing technique. Solicit and accept feedback from instructors, friends, and pilots more experienced than yourself.

If you've launched and landed four times in a given month and have eight hours of airtime to show for it, go to the training hill and do ten launches and landings.

Do not fly conditions you are not ab-

solutely sure of and comfortable with, specifically in terms of your launch and landing skills. Forget the day's soaring potential when you make this decision. HANG GLIDING

Assume that most other pilots are more experienced than you. If they're flying a given set of conditions that doesn't necessarily mean you should. If you see them not flying in conditions you are considering flying - pack it up.

Be extra cautious and conservative the next time you fly after you've wowed yourself with a substantial altitude gain and a two-hour flight.

Remember that the very exhilaration you feel after a soaring flight (and maybe expect to feel next time) can cloud your judgement and make you victim of Intermediate Syndrome. It only takes once. Please send questions or comments to The Right Stuff c/o Hang Flight Systems 1202 E. Walnut, Unit M Santa Ana, CA 92701

USHCA REPORTS

factor in eight accidents. Most of these were novices or intermediates flying in strong conditions. New sites contributed to three accidents, new kites to five. There were two reports of mid-air collisions. Parachute deployment saved five lives. In a number of reports, the parachute was thrown too late. Several general comments and impressions from reviewing these accident reports: 1)

Pilots are wearing their helmets.

Parachutes are saving lives.

A number of reports indicate the chute has been thrown too late; it should be thrown instantly at a sign of trouble.

I was surprised at the number of pil0ts attempting down-wind launches and landings. I was also impressed with the number of pilots who flew into obstructions: trees, power lines, cars, etc. These were not in strange landing areas, but rather at their usual flying sites. Ifa crash is inevitable, let the glider take the impact.

POWER The power deaths can be summed up in two sentences. The first is reckless flying practices. The second is poorly built and modified construction. I am sure there is a large number of power accidents I have not received where students are making mistakes, causing low altitude, low speed survivable crashes. I would reemphasize the value of the "roll cage" which is present on a number of the ultralights, affording extra protection to the pilot. (George Worthington's trike article.)

TOW

ACCIDENT REVIEW by Doug Hildreth For the first half of 1981, up to August 1, 1981, I have received a total of 79 accident reports for free flying, 14 for power, 5 for tow, and 1 for tandem. There have been 10 free flying deaths, 7 power deaths and 1 death while towing.

FREE FLYING Nothing really new has happened in the first half of 1981. Stalling at launch accounted for 18 accidents, stalling while scratching accounted for 14 and stall on landing for 16 - a total of 48 stalls (4 fatalities). Weather was a

NOVEMBER 1981

Essentially all of the tow reports concern lockouts, some with very experienced pilots. In one instance the release was on the base tube, the pilot's hands on the uprights; in another, the hands were on the base tube and the release on the upright.

FINAL COMMENTS In power, either high G maneuvers, "showing off," or frank recklessness is certainly taking its toll. In addition, there are some surprisingly poor quality machines being assembled by pilots who don't hesitate to use homebuilt modifications. In free flying, the stall is still the culprit. We must continue to teach our students about the stall from the beginning. All levels of experience must continually watch for it. I think serious consideration should be given to the possibility of a stall warning system.

I reiterate my prejudice for R&D on air bags and pilot protective fairings. Early chute deployment is critical. I did receive one indignant letter asking why a rather well-known pilot's death from 1980 had not been reported. The reason, of course, is obvious. Everyone figured someone else would send it in. We'll hope that does not occur in 1981. ~

NAA REPORT by Richard Newton On August 30, 1981 in Williamsburg, Virginia, the writer attended the National Aeronautic Association (NAA) Annual, and Board of Director meetings as alternate for Les King, Region 9 Director USHGA. (Les was attending the USHGA Director meeting in California at that time.) The USHGA is affiliated with the NAA along with 12 other major national Divisions and several aero club chapters. The interests of the affiliates range from modelers, parachutists, experimentalists, balloonists, racers, aerobaticists and educationers to aerospace persons. The NAA's purpose is the advancement of the art and science of aeronautics and space flight and related subjects and the diffusion of the knowledge thereof. The NAA is the U.S. representative of the 60-country Federation Aeronautique Internationale (FAI). In recent years NAA has played a low key, low visibility role in the aviation community. Its main focus has been FAI contests, records, and honors. Now the NAA leadership with the support of all the membership has decided that NAA must act as overall spokesperson for the entire private sector in aviation and aerospace at the National level as there is no current National Air and Space policy. NAA's basic charter calls for keeping the U.S. first in air and space flight. To this end they conducted the first U.S. symposium on Aerospace in Williamsburg, Va., from Aug. 31 to Sept. 2, 1981. This was planned as the first of an annual series of meetings to focus attention on the urgent need for a national aerospace policy. The "Aerospace I" symposium assembled key decision makers in industry, the armed forces, and government as panelists, workshop leaders and speakers. Workshops included Space Policy, Military Air Power, the Industrial

Base, Commercial and Business Aviation, General and Sport Aviation, Research and Development. Now that the first symposium has been concluded, NAA will produce a (first draft) National Air and Space policy statement which it is hoped, with perhaps some minor changes, the Administration will adopt as the official Air and Space policy for the U.S. ~

This failure report concerns the failure of a hang strap from a Seagull l O Meter. The strap was sent in by Dean Whisler of Best Flight Aircraft Service, Flabob Airport, Riverside, CA. The description sent in states that the strap has seen "hundreds" of hours flying time, been flown tandem many times, dunked in salt water, was resting against a rusty trim bolt, and generally had a fairly hard life. How many folks out there are flying with equip· mcnt with that type history? Initial inspection showed that the original black color of the strap had fr1ded to brown in those areas which had been exposed to tbe sun (sec l ). Although the latest nylon materials are more resistant to ultraviolet light than the materials of a few years ago, the UV in sunlight degrades nylon fairly rapidly. An originally black hang strap which has turned

brown has seen a pretty large share of UV. In Paul McCrcady's Solar Challenger, they cover the Kevlar control cables with black dacron and them when they turn brown. When pull tested, the strap failed at 2,050 lbs. I don't know the specs on the material that SeagulJ used for this strap, but webbing of this type and size generally has a rating of 3,600 lbs. This means that the strap had lost almost half of its original strength. The salt water exposure is no real problem to nylon. however, sand comes with salt water and if all traces of sand are no1 washed out, internal abrasion can weaken the material. The salt water dunking also probably helped create the rusty trim bolt. Rust itself is rather abrasive but it also creates a rough surface of microscopic sharp edges through its pitting action on the steel bolt. The constant

Figure 1. Nole lading of material In areas exposed lo sun.

working of the boh against the strap weakened the strap. This abrasive action can be seen in the feathering of the strap where the bolt was resting (sec Fig. 2). Fig. 3 shows the installed configuration of the suspension strap and the trim arrangement used by Seagull. When the strap was fabricated, the cut end of the strap which was melted by the hot knife was sewn in such a position that it ended up directly behind the trim position most ofren used on this glider. This hard ridge of melted nylon (see 4), pressing against the bolt, created additional stress on the strap and could have created internal damage. From Fig. 4 it can be seen that the hard edge was not symmetrical and one SA shows side is sharper than the other. what appears to be internal damage to the fibers of the strap such as could have been

Figura 2. Abrasion ol the boll 11.gainsl the strap caused leathering.

HANG GLIDING

done by a instrument. Whether this was done the melted nylon or not is not clear. Fig. SB does show the strands at each end of the strap which were apparently all that were holding the strap at the time of failure and the normal fraying type failure which would be to be found ifno cutting type action had occurred. With the magnitude of the which had occurred, I believe that a carcft1l inspection of that area behind the trim bolt would have revealed sul1i-· cicnt damage to have made the struc:tmal inof the strap highly questionable. What can we learn from this? First, periodic detailed inspection of your glider is manThis docs not mean scanning it with your eyeballs and that's all. Follow the manufacturer's recommendations for inspection carefi.1lly. Make sure you check all wear points thoroughly. As in this case, it may mean to some level to allow adequate inspection. Second, to soft goods such as harnesses anti suspension straps is not as obvious in some ways as damage to metal components. Check for any stress concentrators such as the melted nylon anti make sure no excessive wear is occurring. Third, always use a backup suspension loop. Founh, inspect the whole thing again, just to be sure. I would like to thank Dean Whisler fc.1r taktbe time to send this material in and I hope this helps get some folks to perform better periodic inspections.

Figure 3. Installed configuration with adjustable CG arrangement.

Figure 4. This hard ridge ol melted nylon created additional stress on the strap.

Figure 5. (A) shows internal damage to fibers as done by a sharp instrument. (El) shows strands that ware all that was holding al lime ol lailure. This is normal typo ol failure that occurs with no cutting action.

NOVEMBER 1981

• I • I

I NOMINEE: NIA INCUMBENT: Pat Dencvan

NOMINEE: Steve Hawxhurs1 INCUMBENT: Mike Turchen

NOMINEE: NIA INCUMBENT: Ken Koerwitz

NOMINEE: NIA INCUMBENT: NIA

aminerslobservers are readily available. I also ::;. plan to attend all USHGA meetings and to ~ become actively concerned to assure that ~ USI-IGA serves the best interests of Region 9 ~.£/ member pilots and the local and national fly~ ing communities. I will submit USHGA meeting notes to Region 9 newsletters, which I am made aware of, for publication. I will carefully monitor safety, rating and other training programs in Region 9 as expected by a Director of USHGA. I have the genuine interest, energy and time for serious commitment, Mech. Eng. and Bus. Adm. degrees with experience in both fields. Hang IV pilot with certified USHGA Instructor, Examiner, and Observer ratings. President of Capital Hang Glider Assoc. 1980. Over 80 hours at 32 sites in 12 states Even though I don't like politics, I decided from east to west coasts. to run for a second term. Because of the Ex-Marine Corps. pilot. Commercial license ultralight situation a lot of the board members single and multi, land and sea, 2000 hours and my opponents are for the continuation of power. power ultralights into the USHGA. I would like to encourage all USHGA members to research and vote for the Director that would make policies that would reflect their views.

NOMINEE: Tommy Thompson INCUMBENT: Scott Lambert

11:

NOMINEE: Ted Gilmore INCUMBENT: NIA

NOMINEE: Kennith Shue INCUMBENT: David Broyles

NOMINEE: INCUMBENT: NIA

Braddock

NOMINEE: 1. Richard Newton 2. Vic Ayres INCUMBENT: William Richards

If elected, I plan to visit or be in correspondence with all active groups and in Region 9 of which I am made aware, and to assist in solving their local problems when asked and to be sure sufficient ex-

HANG GLIDING

Region 11 needs a Director who will pro· mote the sport of hang gliding for all of Region 11. And inform all pilots and USHGA members in Region 11 of coming events, fly. ins, and meets being held in Region 11 to pro· mote the sport for Region 11. I will do this ifl am elected Regional Director. I live in Odessa, Texas at 2206 E. 14th. I have been flying for four years, and am currently going for my Advanced Rating. Help Region 11 by voting for me, Kennith Shue. Together we will make Region 11 known.

INDEX TO ADVERTISERS Aerial Techniques .............................................................. 23 Aqua Marine ......................................................................... 41 Bennett Delta Wing Gliders ............................. 28, 29, BC

BJ Aircraft ............................................................................... 10 Flight Designs ............................................................. IFC, IBC Flyer's Coop ............................................................................ 23

REGION 12: NOMINEE: Ken Zachara INCUMBENT: Steve Ostertag

glider sail cleaners

Glider Rider ........................................................................... 35

CLEAN SAILS ARE A MUST!

Hall Brothers .......................................................................... 46

FOR PROFESSIONAL RESULTS CALL OR

WRITE US FOR DETAILS OR DROP YOUR SAIL OFF WITH US AT OUR FACILITY. 2701 ORANGE UNIT .. S".SANTA ANA.CA. 92707

Hang Gliding Press ........................................................... IFC

(714) 546-7245 Kitty Hawk Kites .................................................................... 44

··--------------------------------------1

MANUFACTURERS, DEALERS AND SCHOOLS I I I USHGA requests your help to update our information source lists of manufacturers, dealers I and schools. The lists are sent out to every new and renewed member and in information I I packets to the general public, upon request. I Please fill out and return to: USHGA, P.O. Box, 66306, Los Angeles, CA 90066.

Kwlk Clamp ........................................................................... 27 Leaf ........................................................................................... 23 Lookout Mt............................................................................. 14 Maklki ...................................................................................... 23 Manblrds ................................................................................ 48 Manta Products .................................................................. 43

Name of Business

Pagan ...................................................................................... 42

Address: Para Publishing .................................................................... 42

City: - - - - - - - - - - - - State: ___ Zip: ____ Phone: _ _ _ __ Rotec ........................................................................................ 14

Are you a 1) Manufacturer _____, 2) Dealer _ _ _ _, 3) School _ _ _ __ Manufacturers, Dealers: Please give names of major flight systems you currently have available.

Snyder Ent.............................................................................. 45 Ultralite Products ................................................................. 2 Ultralight Pub ........................................................................ 10 USHGA ........................................................................... 1, 15, 23 Whole Air Magazine ........................................................ IBC

Schools: 1) How much do you charge for individual basic lessons? _ _ _ _ _ _ _ __ 2) Group basic?

Wills Wing, Inc ........................................................................ 11

3) Do you teach intermediate/advanced? _ _ _ _ __

4) What is the charge for these lessons? Group _ _ _ _ _ _ Individual _ _ _ _ __ 5) How many instructors do you have? - - - - - - - - - - - - - - - - - - -

If your address is different from above, please note here:

Street

City

AD DEADLINES State

Zip

Manufacturers, Dealers, Schools: What geographical location do you mainly serve?

Please send any promotional literature that will further help USHGA to inform others of your business.

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

·--------------------------------------NOVEMBER 1981

$150. Call (714) 878-2063 after 6 p.m.

1~t~{(Li1SS1r1t:f~I~r ·.~~~:~?.;~fI:~~0~:::~1::::,:::;:::::::'.: };!fl'' ilbVt.RTJS1ffg . .f/::;·,~:~~-;:::tfifo~:~,11:.·~;;r:1:i~:\' WILLS WING ALPHA 215 - Low mileage, flies great. Excellent condition. Pilot weight range: 165-205. $550. obo. (213) 392-8825.

gliding center in Southern California. Featuring Flight Designs, UP and Wills Wing. All other brands available. Large inventory of parts and accessories. Beginner to advanced instruction with USHGA certified instructors. 5219 Sepulveda Blvd., Van Nuys, CA 91411. (213) 789-0836. THE HANG GLIDER SHOP - For the largest in stock inventory. USHGA certified flying instruction and much, much more! Call (213) 943-1074. 1351 Beach Blvd., La Habra, CA 90631. RAVEN 209 Leave number.

$700. Dewitt Barnard. (805) 688-6205.

Rigid Wings 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 corn 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 BRAND NEW SUPER LANCER 200 - Blue, white, gold. Moving up to Demon. $1250. Will ship. Call (412) 661-3474. 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. CHALLENGER 178 - Exe. cond. $1,000. Doug, (213) 447-3265. CHALLENGER !I - 1981 fully certified, 178 sq. New condition, $650. (213) 340-5790. COMET 165 - All green. $1195. o.b.o. (805) 962-6461 or (805) 962-2588. COMET 165 - Excellent condition. Brown and gold, $1500. (213) 780-9427. COMET 165 - $1395. MOS. 196, $595., HARRIER 177 w/spectracloth, $1450., MOYES MAXI, $700., LAZOR 155. (714) 678-2021, (714) 637-7898. COMET 165 - Airframe perfect condition, sail slightly soiled, 40 hrs. airtime. Will ship, $1450. HARRIER 177 Like new, 10 hrs. airtime, $1500. Will ship. NOVA 210 Immaculate airframe, slightly soiled sail, $500. PHOENIX 6-D 215 - mint condition, clean sail, $500. RAVEN l79's - Selection, all perfect condition. 35 hrs. airtime. $1050. Call: (213) 399-5315, Hang Gliders of California, Inc. 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. FOR SALE - 185 Comet - $1,800 o.b.o. 166 MOSQUITO - $800 obo. 164 GEMINI - $1400 o.b.o. All in excellent condition. Call Joe at (714) 674-1611. HARRIER 177 - Excellent condition. White wired LE, keel pockets. $1,000. (714) 349-3527. LOOKING FOR A USED GLIDER? Selling yours? In 213 and 714 area codes call Doug Hertzogs Hang Gliding Referral Service, (213) 436-4891. 2-166 UP MOSQUITOS - Both in excellent shape, low airtime, best offer. Demo COMETS & GEMINIS, new COMETS & GEMINIS, all sizes. Idaho Mountain Air, 945 No. Harrison, Pocatello, Idah 83201. (208) 232-3408. NOVA - 230 sq. Great for tandem or big pilots. $400. (213) 716-0198, leave message. OLY 160 - XLNT cond. $500. Good Phoenix 6CJR, $350. UP harness and chute, $250. Vario and altimeter, $100. Mike (714) 568-6534.

THE ONLY COMPLETE MANUAL ON THE SPORT OF

MINI BAT SAILPLANE - Trailer, deluxe instruments. All reasonable offers or trades considered. (805) 962-6461 or (805) 962-2588.

POWERED

ULTRALIGHTS

Schools and Dealers

OVER 90 PHOTOS AND ILLUSTRATIONS

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.J. and E.G.!. 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 857 l 9, (602) 628-1737. CALIFORNIA ELSINORE VALLEY HANG GLIDING CENTER. Certified, experienced instruction, sales for all major manufacturers and repair facilities. Call (714) 678-2050. FREE FLIGHT OF SAN DIEGO. Expert instruction utilizing modern, safe equipment. (714) 560-0888. HANG FLIGHT SYSTEMS - Certified instruction pro· gram, beginning to advanced levels. Featuring Wills Wing and Ultralight Products gliders and accessories. Raven, Comet, Harrier demo flights available to qualified pilots. 1208 E. Walnut Unit K, Santa Ana, CA. (714) 542-7444. HANG GLIDER EMPORIUM - 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 ~fCalifornia, Inc., 2410 Lincoln Blvd., Santa Monica, CA 90405. (213) 399-5315. HANG GLIDERS WEST-DILLON BEACH FLYING SCHOOL. We sell and service all major brands, parts, accessories. USHGA certified instructors, observers serving northern California since l 973. 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.

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.

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.

STRATO MAXI - Excellent condition. Good intermediate. $500. Sunbird harness with Windhaven chute -

SOUTHERN CALIFORNIA HANG GLIDING SCHOOLS, since 1974. Largest and most complete hang

*** NEW ***

FLEDGE l!B - Mylar L.E. Hi camber airfoil - all extras. Brown & gold, $1000. Evenings, (714) 363-6721.

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

MENT-FOOT LAUNCHING-WHEEL LAUNCHING-CONTROLSAIRMANSHIP-AERODYNAMICS-MICROMETEOROLOGY-ENGINE CARE AND PLACEMENT-MEDICAL FACTORS AND MUCH MOREONLY $7.'95 + POSTAGE.

eoc

ALSO BY THE AUTHOR:

• FLYING CONDITIONS - S5.95 + 60< POSTAGE SPORT AVIATION MICROMETEOROLOGY

• HANG GLIDING FLYING SKILLS - S5.95 + 60< POSTAGE A BASIC TRAINING MANUAL

, HANG GLIDING FOR ADVANCED PILOTS - ss.95 +

eoc POSTAGE

$10.95 + 60c. POSTAGE FOR ANY $14.'95 + 90C POSTAGE FOR ANY THREE $21.'95 ·+ 90C POSTAGE FOR ALL FOUR

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

DEALER INQUIRIES INVITED

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

Manned KITING by Dan Poynter is all about tow launched hang gliding. In fact, it is the only book on this special aspect of the sport. You will learn how to get to altitude with a proven step by step program which takes you from taxi practice, to lift off, to climb, release and free flight. All the necessary equipment is described in detail with photos and sources. You can expand your flying experience by sending for this fun, easy to rn1d book now, just $4.95 (includes shipping in the U.S.; forei 5 n .1dd $ l; Californians add 30a: sales tax) to:

Para Publishing Books By Dan Poynter P.O. Box 4232-G Santa Barbara, CA 93103 Tel: (805) 968-7277

Send/or FREE brochure.

HANG GLIDING

UL TRASPORT, 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 cer· tified. Call or write for more information. Ultra Sport, Inc. 12780 Pierce #14, Pacoima, CA 91331. (213) 896-1805. COLORADO ASPEN HANG GLIDERS & ULTRALIGHTS Lessons, sales, service. Dealers for Manta, Bennett, \Xlills, U.P., Lancer. Also, Kasperwing & Soarmaster motorized ultralights. Box 7115, Aspen, CO 81611 (303) 963-1504. FOUR CORNERS SCHOOL OF HANG GLIDING since l 974. Certified instruction. All major brands, in· eluding powered gliders. Repairs & accessories. Box 38, Hesperus, CO 81326. (303) 533· 7550. 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 8040 l (303) 278-9566. LEADING EDGE AIR FOILS, INC. · Write for our corn· plete 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 AIR WISE INC., l 5 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 presen· ration available. HAWAII HAWAII SCHOOL OF HANG GLIDING - Complete USHGA certified lesson program. Equipment sales, service and rentals available. Write or call for more info. P.O. Box 460, Kailua, Hawaii 96734 (808) 595-7119. ALOHA!

MAUI SOARING SUPPLIES - Certified instructors. Sales, service and rentals. R.R. Box 780, Kula, ,\,\aui, HI 96790. (808) 878-l 27 l. 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. MARYLAND MARYLAND SCHOOL OF HANG GLIDING, INC. Serving the Washington D.C. and Baltimore areas. Com· plete line of gliders and equipment. USHGA certified in· struction. (301) 628-6177. MICHIGAN 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 l-4. 493 Lake St., Benzonia, Mich. 49616. (616) 882-5070. ECO FLIGHT GLIDERS (South)- Certified instruction, handling major brands of gliders, featuring Gemini Power System, with tne new Hummingbird. Eco Flight Gliders, 17390 Redman Road, Milan, Michigan 48160, (313) 439-8637. 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. 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 Cornet, 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 cer· tified 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 en· joy 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. Begin· ner/Novice packages and ratings available daily. Complete inventory of new gliders, accessories an parts in stock. OREGON SUPERFLY HANG GLIDERS representing Ultralite Products, Wills Wing and Eipperformance, Demos in stock. Beginner and Novice instruction with USHGA cer· tified 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. TENNESSEE AIR-POWER INC. · Dealer for most motorized ultralite aircraft. Certified instruction. 3832 Guernsey, Memphis, Tenn. 38122. (901) 324-8922. Financing available.

Never heard of a guarantee on a new hang glidert Now you have. Leave it to Kitty HaVvis; Kites to be the first to tols;e the insecurity out of buying a new hong glider. "Will that new glider perform the way I've been led to believe it will? Does it respond predictably to light control pressures? Does it hove the low sinl.; rote and brood speed range I'm expecting? Ase launch and landing characteristics docile or unnerving?" Worries lils;e these can our needs mal.;e buying a new hang glider a nightmare. e in 10 discuss y we will wnen you~~: your ski\\ \e~\~\be\ieve 10 13ut not any more. Read the text of our new JO-day guarantee. If you and descnd wnat we nones ke type and buy a new hang glider from us you have JO days to decide that the recornrnen best glider rna . \nirty-daY be the very 11 dunng 1ne ng your glider will do everything we say it will, or you can exchange the size \or .v;~·ediate\y tollo~'nder we glider for another model. We can offer this new l<;ind of guarantee period , ot the new cornp\e\e\y because we l~now what our gliders will do purcnase ou are nol .11 Hawk ,ecornrnen\/ \nat glider. l(~a~ge tnal and because of the excellence of the satistied_ t:11ow you lo e~dce\ we nan~le brands we carry-gliders we can l(i\es w1I u otner new rno . inallY paid. stal.;e our reputations on. J'der tor an, · e you ong 101 gI tu\\ re\a'il pnc diustrnen\s al \he necessary a ear and tear. \ess anY and norrnal w \Ider• you datnages be; a nigher pnced\1 g1ne glider ou se\ec . t ence. 11 Y price d1t er ditterence, we retund \he pay 1ne cos\s \ess.

For more information and brochure write:

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

13 good reasons W'hy theNE.""Altimaster IV should be ton 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

TEXAS AUSTIN HANG GLIDING CENTER - Lessons, winch tow to 2000'. (512) 255-7954. ELECTRA-FLYER DISTRIBUTORS. South MidWestern distributors for: Electra Flyer Corp., UFM Products, Sky Sports, Seagull Aircraft. Now accepting dealership inquiries. Call or write: LONE 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

Hall Bros., Ball Varios, Altimaster, Quick-N-Easy. 1104 Rekku Shibakoan 2/11/13. Shibakoan Minatoku Tokyo 105 JAPAN. Tel. 03/433/0063.

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. ULTRALIGHT PILOT WANTED - Must be high time, under 5'6" tall. Resume to: Ultralight Aircraft, 3049 Rigel, L. V., NV 89102.

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 84102. (801) 359-SOAR.

HELP \'ii ANTED - USHGA certified ultralight and hang glider instructors needed at East or West Coast facility. Opportunity for advancement and management positions. If well qualified but not certified we will train and certify. Send resume to: Kitty Hawk Kites, P.O. Box 340, Nagshead, NC 27957, Attn: Ralph Buxton.

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.

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.

CAPITOL CITY GLIDERS - New and used gliders and ultralights, accessories, service. Certified instruction. (206) 786-9255, (206) 456-6333. FAIRWINDS INTERNATIONAL is the exclusive Ultralite Products dealer in the Northwest. Comet, Gemeni in stock. Some good used gliders also. 1302 Kings Place, Bainbridge Is., WA 98110. Call evenings, (206) 842-3971 Lyon McCandless; (206) 842-4970 Ken Godwin.

International Schools & Dealers SUNRISE COUNTRY INC. - Distributor Japan: Manta, Pacific Kites, Delta Wing, Flight Designs, Odyssey, Litek,

NEW RAPID DEPLOYMENT B.U.S. FLY AWAY CONTAINER SYSTEM is the world's newest, fastest and most reliable system. By the orlginators 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. PARACHUTE INSPECTION AND REPACKING Repair, modify your equipment. Reuben Ramirez, FAA master rigger examiner. (805) 486-0819, Oxnard, CA.

Parts & Accessories PROPELLERS -

Publications & Organizations PILOTS! Know what keeps your glider up? Read Tech11ical S0ari11g and find out! This is the technical journal of 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. Tech11ica/ 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.

Emergency Parachutes

WASHINGTON

Buy the best. Factory direct. Southern Propeller Corp., 1114 Hinson Ave., Haines City, FL (813) 422-2335.

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

-~~------------------------

All sizes. Wood, beech, birch, maple.

USHGA CLASSIFIED ADVERTISING ORDER FORM

30 cents per word, $3.00 minimum. (phone numbers - 2 words, P.O. Box -

BROTHERS

1 word)

i='hotos - $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:

Fast and accurate air speed

measurements can be made by

using the Hall Wind Meter. A valuable instrument

for all hang glider pilots. $21.50

Our Seated and Prone Brackets shown here with the Wind Meter. provide an

excellent lightweight mounting tor the

Wind Meter. Seated Bracket $5.00 Prone Bracket $6.00

Number of words:------~@ .30 Section (please circle) Rogallos 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\'s11 control bars. Specify size when ordering.

S20.00 pr.

When ordering please specify the items ordered and how many of

prevents vibration from intertering with its operation on motorized gliders. S&.50

Rigid Wings

Schools and Dealers

Business Opportunities

Emergency Chutes

Publications & Organizations

Ultralight Powered Flight Begin with 19 consecutive issue(s).

Miscellaneous issue and run for ____

My check ___ money order ___ is enclosed in the amount of $ _ _ _ _ _ _ __

each are desired. Add $2.00 for C0.0. orders and for orders to foreign countries. Telephone orders welcome. Dealer inquires invited.

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

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

·---------------------------

HANG GLIDING

P.O. Box 144, Girdwood, 783-2957, Reward.

SOARMASTER TRIKE - $1400. New condition, test flown only 5 hrs. on 16 h.p. solo engine. Call (402) 331-8328.

SPORT FL YING UNLIMITED - Ultralight sales, training and service for QuickSilver, MX and Mirage. Two locations: 2915 S. Logan St., Lansing, MICHIGAN 48910, (517) 882-2468 or 1450 10th St., S., Safety Hbr., FLORIDA 33572, (813) 726-7020. 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.

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

Miscellaneous 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. METAL LICENSE PLATE FRAMES - "I'D RATHER BE HANG GLIDING." White lettering on a blue background. $4.50 including postage and handling. Californians add 6% tax. USHGA, Box 66306, Los Angeles, CA 90066. PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 31/,'' dia. Inside or outside application. 25¢ each. Include 15¢ for postage and handling with each order. Box 66306, Los Angeles, CA 90066. TEE-SHIRTS with USHGA emblem $5.50 including postage and handling. Californians add 6% tax. Men's sizes 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 Bettina Gray. Pictorial review of hang gliding at Torrey Pines. 40 pages of photos, maps, flying regulations, and history of the area. Excellent booklet for those who have only heard of Torrey Pines. Booklet can also be purchased at site. $2.50 each (encl. pstg.). USHGA, P.O. Box 66306-HG, Los Angeles, Calif. 90066. The rate for classified advertising is 30¢ per word (or group of characters). Minimum charge, $3.00. A fee of $5. is charged for each photograph. Art discount for display ads does not apply to classifieds. AD DEADLINES - All ad copy} instructions, changes, additions and cancellations must be received in writing 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.

NOVEMBER 1981

99587

(907)

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.

SOLO FLIGHT, Wisconsin's first ULTRALIGHT AIRPORT/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.

UL TRASPORT, INC. - Dealers for Eipper, Quicksilver, and Pterodactyl Fledglings. Our only business is power. USHGA certified. Call or write for further free information. UltraSport, Inc., 12780 Pierce #14, Pacoima, CA 91331. (213) 896-1805.

TYPE: R.D.P. parachutes: #'s 3003, 3078, 3042, 3073, 3035, 3037, 3023. Litek Model C varios: #'s 390, 417, 420, 434, 401, 423, 433, 383,404,403,397,256,287,213,230,243,247, 233, 249, 251, WHERE AND WHEN: Delta Wing, Van Nuys, CA. Sept. 1981. CONTACT: Detective Bob Hanson, Van Nuys police dept. (213) 989-8371 or Delta Wing (213) 787-6600. Reward for information. TYPE: Wills Wing Raven 209 #4911. WHERE AND WHEN: Aug. 10, 1981 from Buffalo Skyriders shop, Albuquerque, NM. SAIL PATTERN: Red leading edges. Center out: black, red, orange, gold, yellow, white tips. Also stolen, custom harness, black with custom blue chevron. CONTACT: Buffalo Skyriders, (505) 821-6842. Box 4512, Albuquerque, NM 87106. Reward. TYPE: Olomana #1. SAIL PATTERN: All white. Blue bird emblem on sail near nose. Orange and gold cover bag. CONT ACT: Mikel Dillon, 1111 S. Water, Wichita, KA 67213. (316) 263-1287. TYPE: Phoenix 6D. WHERE AND WHEN: April 10, 1981 from Fairfield, CA. SAIL PATTERN: Center out: Gold, white, lt. blue, blue, black, black leading edges and keel pocket. CONT ACT: Keith W. Bakula, PSC 3 Box 136, Travis AFB, CA 94535 (707) 437-2110. TYPE: Seagull !OM, 1979. #9434. SAIL PAT· TERN: 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. CONTACT: 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. CONT ACT: 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: 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 orange with brown ends, snaps. CONTACT: Alaska State Troopers or Becky Whisman,

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 double surface and keel pocket. CONTACT: Dave Broyles (214) 996-7706 weekdays, (214) 424-2980 eves. and weekends. $250 reward each for information leading to arrest and conviction. 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 surface gold, lower surface orange, keel pocket dk. blue. #76, 178 - Tip to keel: Dk. blue twice, lt. blue 5 panels. Dk. blue LE and KP. #68, 178 - Tip to keel: White, white, 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 lOOB. Center out: Dk. blue, It. blue, yellow, orange, white tips. DISTINGUISHING CHARACTERISTICS: control bar, duck tape on left leading edge, Eipper quick releases. WHERE AND WHEN: March 19, 1981 at Motel 6 on 3100 block of SE Powell Blvd., Portland, OR. CONTACT: Jim Wiley, Redmond, WA (206) 883-4336 or (206) 258-3372. $100 reward. TYPE: Atlas less battens and washout tubes. WHERE AND WHEN: Home March 2, 1981. SAIL PATTERN: All red with white double surface and white leading edges. DISTINGUISHING FEATURES: Spliced keel, mylar leading edges, resewn panels and trailing edge. 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 Hook, 4190 Pompano Dr., St. Pete, FLA 33705 (813) 898-1891. Reward. TYPE: 215 Alpha. SAIL PATTERN: Keel out - sky blue, yellow, green, orange, red, white tips. Red leading edges. DISTINGUISHING FEATURES: Big red star on center of sky blue panel. CONTACT: Jesston Turner (714) 678-1712. ~~~~~~~~~~~~~~~~-

Hang Gliding publishes (free of charge) stolen gliders and equipment. New listings appear at the head of the column in bold. Type up your submission in our format and send to: USHGA, Box 66306, Los Angeles, CA 90066.

From Prentice-Hall:

MAN BIRDS: Hang Gliders & Hang Gliding BY MAHAL 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 under· standing." 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 fast· paced, 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

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.

WRITE FOR FOREIGN AIR MAIL RATES AND DEALER INFORMATION

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.

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.

WHOLE AIR the magazine for pilots

D Bill Me (In Advance) D Visa Expiration Date: _ _ _ _ __ D Mastercard Is this a renewal? D Yes D No I j D $7-1 year D $12-2 years Published Bi-monthly I

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(Canada, add $2/year--Other countries, write for air rates.)

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