USHGA Hang Gliding May 1983 by US Hang Gliding & Paragliding Association

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ANNUAL DUES: $29.50 ($32.50 foreign) This accords me full membership in the United States Hang Gliding Assn., Inc., 12 issues of Hang Gliding magazine, effective with current issue, liability and property damage insurance, and voting privileges ($10 00 of the Member dues is designated for Hang Gliding magazine). I need not be a rated pilot to be a member.

INSURANCE PLANS AVAILABLE D Plan A: Single Foot-Launch Gliding Coverage (included in Full & Family Membership fee) D Plan B: Powered Ultralight (add $160.50 to Membership fee)

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0 NEW MEMBER

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ANNUAL DUES: $14.75 for each family Member, everywhere (add $160.50 for Plan B insurance coverage), who resides in my household. Each will receive all Full Member privileges EXCEPT a subscription to Hang Gliding magazine.

SUBSCRIPTION ONLY 1 1 1 1 1 1 1 · · - - · · · · · - - - - - - NAME

$22.50 SUBSCRIPTION ($25.50 foreign)

$40.00 SUBSCRIPTION ($46.00 foreign)

(Please Print)

for one year.

ADDRESS _ _ _ _ _ _ _ _ _ _ _ _ _ __

for two years.

CITY _ _ _ _ _ _ _ STATE _ _ _ _ __

$57.50 SUBSCRIPTION

($66 50 foreign)

for three years.

ZIP _ _ _ _ PHONE (

$11.25 TRIAL SUBSCRIPTION ($1275 foreign) for six months.

I HAVE ENCLOSED A CHECK OR MONEY ORDER PAYABLE TO: USHGA, BOX 66306, LOS ANGELES, CA 90066 USHCA will ONLY accept foreign checks payable on a U.S bank in US. funds. (U.S dollars or International Money Order.) Allow 4 to 6 weeks for processing. I received this application form from:

D FULL MEMBER ($29.50. $32.50 foreign)

(Plan B arlrl $160.50) D FAMILY MEMBER(S) ($14.75 each) D SUBSCRIPTION, one year ($22.50, $25.50 foreign) D SUBSCRIPTION, two years ($40.00, $46.00 foreign) D SUBSCRIPTION, three years ($57.50, $66.50 foreign) D TRIAL SUBSCRIPTION, six months ($11.25, $12.75 foreign) _ _ __ D I would like $1.00 of my membership TOTAL dues to be used for WORLD TEAM expenses. Charge my D MasterCard

D VISA

Card No. _ _ _ _ _ _ _ _ _ _ _ Ex. Date _ _ __ Signature

e z

IA.

::c

I I

Ill

P.O.Box 66306, Los Angeles, California 90066 USHGA Item K4

Revised 9/81

(213) 390-3065

DONATIONS

New and Renewal Membership Allocation

$2,226.90

The World Team wishes to sincerely apologize to the following contributors whose names were mistakenly omitted from the January contributions listing and subsequent listings: Leroy Grannis, Carlsbad, CA .................... 100.00 Averlll Strasser, Los Angeles, CA ............... 25.00

Tom Denney, Petaluma, CA .......................... 5.00 Joe Lopez, San Diego, CA ............................. 7.00 Paul & Barbara Voight, Ellen\lllle, NY ......... 20.00 Mike Morlhaller, Colton, OR ....................... 25.00 Terry Ison, Pratt, KS ..................................... 25.00

ValleyVllle H.G. Assn., Eugene, OR ............ 50.00

Greg Hush, Columbus, OH ........................ 10.00

Robert Meigs, Lansdale, PA..... ............ 20.00 Carol Rauch, Belhlehem,PA .... .. .. 20.00 West Vogel, Bethlehem, PA ......................... 10.00 Steve Lidie, Bethlehem, PA ............. .. ... 25.00 Don Hatten, Beale AFB, CA............... .. .. 10.00 Ken Krajnik, Alllance, NE ............ 10.00

Peter Shloss, Long Beach.CA..............

Phil Leak, Norwalk, OH ............................... 25.00 Lyon McCandless, Bainbridge Is., WA ...... 25.00 Marcey Gillespie, Ft. Worth, TX ................. 50.00 Bob Lafay, Tujunga, CA ............................... 5.00 Wes Schield, Farmer City, FL ..................... 10.00 Mountain Air Hang Gliders, Sandy, UT ...... 50.00

Kevin Conklin, Cresskill, NJ ........................ 20.00 Blue Ridge H.G. Club, Allentown, PA ......... 25.00 Lauretta Klockars, Mill Valley, CA ................ 5.00 Jim Lindberg, San Mateo, CA ..................... 25.00 Richard Poe, Parkville, MO....... .. .... 10.00 Gerard LaMarche, Gaysville, VT ................... 6.00

.. 10.00

MANUFACTURERS Wills Wing, Inc., Santa Ana, CA ........................................................... . Ultrallle Products, Inc., Temecu~. CA ................................................... . Delta Wing KIies & Gliders, Inc., Van Nuys, CA ................................... .

.. ................ 500.00 .. .. 500.00 .. ................. 500.00

Syslems Technology, Inc., Oak Ridge, TN . Leading Edge Air Foil, Colorado Springs, CO ....................... .

.. ............................................ 25.00 .. ..... 4-0.00

SCHOOLS AND DEALERS Hang Fli.ght Systems, Santa Ana, CA .............. . Elsfnore VaUey Hang Gtidlng Center, Elsinore, CA .. Treasure Valley Hang Gliders, Nampa, ID .............. . Hang Gilders of California, Sanla Monica, CA .. . Chandelle San Francisco, Daly City, CA. The Hang Gliding Company, Pismo Beach, CA ..

... 705.00 .. 50.00 .. 24.00 ... 48.00 . 24.00 .. ... 25.00

Maryland School o1 Hang Glldlng, Inc. .. ............................ 25.00 Crestline Soaring Center, Crestline, CA ........ 100.00 ... 25.00 Nalural High Flight School, Austin, TX. ........ 100.00 Coastal Condors, Salinas, CA ............... . ........ 100.00 Hang Gliders Wesl, Ignacio, CA

Ultrallle Flyer Organization, San Diego, CA ............................. 25.00 USHGA Olfice Staff, Cathy Coleman, Terrie Jo Nelson Amy Provin, Linda Stahlberg & Carol Velderrain ........ .. ... 25.00 Rogue Val~y Hang Gliding Assoc., Grants Pass, OR ............... 25.00 Fellow Feathers, San Francisco, CA ........ .... 43.00 Orange County Hang Gliding Assoc., CA .................................. 25.00 Kegel Fly-In (Windsports, HG of CA, Della, ProAir) ................ 345.00 Arizona Hang Gliding Assoc., Phoenix, AZ ............. ........ 50.00

Wasatch Wings, Draper, UT................. ................................... 50.00 Sandia Soaring Association, Cedar Crest, NM ....... 25.00 Houston Hang Gliding Associalion, Houston, TX ...... 46.00 .................... 107.98 Utah Hang Gliding Assn., Draper, UT.. Southeast Idaho Pilots, thru USHGA Slacking Hal Sales .......... 45.00 Aspen Air Force & Danlel Rouch, Aspen, CO ........................... 100.00 Pikes Peak HG Club, Colorado Springs, Co ............................... 40.00 Pikes Peak Soc of Gentlemen ACNenturers, C.S. CO .................. 40.00 Wings of Rogallo HG Club, Milpltas, CA ................................... 100.00

North Central Hang Gliders, Wausau, Wl ...... .. ...... 100.00 Hang Gliders of CA/Banjo Cafe 8enef11, San la Monica, CA 660.00 Owens Valley Hang Gliding Cenler, Bishop, CA ................... 25.00 Bright Star Hang Gliders, Santa Rosa, CA . .. 328.00 Moun lain Air Hang Gliders, Sandy, UT .... .. ....... 50.00

CLUBS & USHGA CHAPTERS

Walergap H.G. Club, Randolph, NJ ............................................ 50.00

Topa Flyers Fly-ln/8.B.Q., Venlura, CA .....................................62.00 Marin County HG Assn., Ignacio, CA ............. 25.00 Telluride Air Force, Telluride, CO ............................................ 25.00 Roanoke Valley HG Assn., Roanoke, VA ................................. 100.00 Alabama Hang Gliding Assn., Pinsom,AL ...................... 50.00 Free Spirit Flight HG Club, Elmira, NY.......... .. ........ 25.00 So. Arizona HG Assn., Tucson, AZ 52.00 ValleyVille HG Assn., Eugene, OR .......................................... 50.00 Blue Ridge HG Club, Allenlown, PA ...................................... 25.00

INDIVIDUALS "THE 100 CLUB" (Individuals who have contributed $100.00 or more) Leroy Grannis, Carlsbad, CA ......... . Tim Cobb, Santa Monica, CA ........ . Vic Powell, Annandale, VA ....... . Larry Brown, Rancho, CA .............. .

........ 100.00 ............. 100.00 ................. 100.00 ..... 111.11

Steve Hawxhurst, San Diego, CA .................. 7.00 The Village Church, Rancho Santa Fe, CA .. 25.00 Mrs. June Newlon, Marshall, VA ..................... 5.00 Phillip Sherrett, Las Vegas, NV............ ... 5.00 Francis Turmo, Woodstock, NY .................... 10.00 Parker Ledbetter, Mt. Gllhead, NC ............... 10.00 Peter Sloll,e, Franklin Square, NY ................. 10.00 Mark Dodge, S. Charleston, WV .................... 10.00 Michael McCarley, APO S.F., CA .................. 10.00

Jerry Marlin, Dayton, OH..........

.. ......... 10.00

Bill Greene, Tujunga, CA.......... ........... 25.00 Craig Baker, Tarzan a, CA.......... .. ... 25.00 Dona Roosevelt, Temple, AZ.... .. ........... 20.00 Chuck McGill, Mercer Island, WA... ..10.00 Eddie Tad ea Jr., Los Angeles, CA ................. 5.00 Mark Bennet I & Judy York, Escondido, CA. 11.11 John C. Cook, Arcadia, CA ........................... 10.00 Robert Woolen, Statesville, NC ...................... 5.50 Rusty Gross, Riverside, CA.. ......... 5.50 Hardy Snyman, Houston, TX ....................... 15.00 Andrew Smart, Anchorage, AK ..................... 7.50 Steve Turner, Soquel, CA ............................ 10.00 William Aubin, Morris Plains, NJ ................. 25.00 James Slaugenhaupt, France .. .. .... 25.00 Wllllam Prince, Inverness, CA.. .. .......... 5.00 Bruce SI range, Bend, OR .............................. 5.00 David Volkman, Mt. Shasta, CA ........... 20.00 Kurk Dilley, Menlo Park, CA. ... 20.00 Ken Ward, Sunnyvale, CA .. .. .... 10.00 Stephen Urbach, Sunnyvale, CA .. .. .... 50.00 Robert Reller, Berkeley, CA ........................ 25.00 Dean Morris, Julian, CA ............................... 15.00 Elain Gionet, Las Vegas, NV ........................ 10.00

Doug HIidreth, Med lord, OR ....................... 50.00 Raymond Adams, Berkeley, CA .................. 10.00 Richard Cassetta, Sacramento, CA ............ 10.00 Kenneth Need, Redwood City, CA ................ 5.00 Dennis Morris, Sunnyvale, CA .................... 10.00

Jeffery Birak, Daly City, CA............

... 5.00

Jerry Sorenson, Sacramento, CA . .... 25.00 Mark Macho, Albuquerque, NM .................... 30.00 David Grey, Albuquerque, NM ...................... 25.00 Randy Cobb, Pismo Beach. CA ...................... 5.00 David Catlett, Alameda, CA ........................ SO.DO Jef1ery Bowman, Anacortes, WA .............. 10.00 Andrew MIiiot, Colorado Springs, CO ......... 7.00 Patrick Brooks, Natrona, PA ........................ 5.00 Rober1 Storms, Santa Rosa, CA .................. 25.00 Alban Llepert, Rochester, NY ...................... 20.00 Azby Chouteau, Corona del Mar, CA ........... 5.00 George Hugo, Bethany, CT ......................... 10.00 Roger Janson, Jamaica Plains, MA ............ 35.00 Mallland Gunderson, Leisure Clly, FL .......... 5.00 Fred Darland, Bulle, MT .............................. 25.00 Nathan Granger, Bayonne, NJ ...................... 6.50 Michael Mahoney, Healdsburg, CA .............. 3.00

Anonymous ................................. . .. 100.00 John Green, Monte Carlo, Monaco .. ...... 100.00 Bellina Gray, Rancho Sanla Fe, CA ............................. 100.00 John Denike, Covina, CA.. .. 100.00

Buzz Lucas, Louisville, KY ............................ 2.75 Dave Slawicke, Lexington, KY ... ........... 10.50 Joe Harlan, Ouakerlown, PA ... .. .. ;... 5.00 George Woodcock, Alamogorgo, NM ....... 20.00 Timothy Kelly, Pittsburg, PA............ ... 5.00 John Leak, Norwalk, OH ....... .. .......... 25.00 Phillip Vangel, Marlboro, MA ..................... 20.00 Ron Cady, Tacoma, WA ............................ 10.00 Robert Nelson, Jackson, WY ...................... 10.00 Jeff Roberson, Sall Lake City, UT .............. 20.00 Louis della Penta, Colden, NY....... ...... 10.00 Don Winkler, Norlh Huntington, PA ............ 5.00 Bruce Mankowich, Suffern, NY .... ... 10.00 Terry Fagen, Melbourne,KY ........................ 5.00 Eugene Palmer, Natick, MA 10.00 Ralph Karsten, S1. Paul, MN . .. .......... 5.00 Roger Marlin, Waynesboro, PA ................. 25.00 Coleen's Birthday Party ............................ 25.00 Scott Sayre, Pasadena, CA. .. .............. 10.00 Rich Pfeiffer....... .. ................. 5.00 Phillp Jones, Stone Min., GA ... .. .... 20.00 John Shook Jr., Denver, CO ...................... 15.00 Bob Lewis, Sioux Cily, IA ................ ... 10.00 Kenneth Beierlein, Ml. Clemens, Ml ........... 10.00 P. Hinchliffe, New York, NY .......................... 3.00 Robin Trayan, lneline Village, NV .... .. ........ 2.75 Michael Del Signore, Cleveland, OH ......... 20.00 Don Underwood, Arroyo Grande, CA ....... 25.00 Max Venus, Greene, NY ............................... 15.00 S. Wallach, Florham Parl<, NJ ...................... 10.00 Tim Donovan, Claremont, NH ..................... 20.00 William Purdy, Los Angeles, CA ................... 5.00 Robert Brecka, Phoenix, MD ....................... 28.80 Carlos' Valentine Party ................................ 75.00 Barbara Graham, Santa Ana, CA ................ 10.00 Eric Newhard, Coopersburg, PA.... ....... 5.00 George DIPerreo, Slerling, MA ...... .. ..... 5.00 Rob Swanson, Burling Ion, VT ..................... 20.50 Mr. & Mrs. Cheuvront, Fresno, CA ................ 5.75 Don Arnold, Shoreham, VT ......................... 20.00 Mike Meier, Santa Ana, CA .......................... 10.00 Oscar Higgins, Anaheim HIiis, CA .............. 20.00 Bud Brown, Haverhill, MA ........................... 10.00 Stephen Bannasch, Medford, MA ............... 10.00 David & Maggie Bash, SI. Charles, MO ...... 25.00 Dick Newlon, Marshall, VA .......................... 50.00 Gustov Johnson, Newlon, NJ ..................... 20.00 Salomi Nag.uaka, San Francisco, CA ........ 20.00 Don R. Clark, Pearl Harbor, HI ....... ... 10.00 Dean Tiegs, Melba, ID..................... . 25.00 Beverly a Karl Campbell, Catasauqua, PA 50.00 N. Todd, Berkeley, CA ................................. 10.00 Fred Maki, Baltimore, OH ............................ 10.00 Brian Carmichael, Norman, OK .................. 10.00

Jeff GIikey, Su,ntord, CA ............................. 15.00 Rolla Manning, Las Vegas, NV .................... 10.00

Terry Wilkins, Alla Loma, CA Georgia Kells, CA Dave Stambaugh, La Crescenla, CA .....

Don Boardman, Rome, NY ............................ 5.00 Chris Vo/th, Atlanta, GA .............................. 20.00 Roland Sprague, Wes! Germany .......... .. 20.00 S. Arthur Sherwood, Wichita, KS ................ 25.00 Doug Levy, Torrance, CA............... ........ 5.00 Ann Hoehn, Graham, TX ............................. 10.00 Marshall Hudson, La Center, WA ................ 25.00 Michael Haas, New Carlisle, IN ................... 10.00 Bob Barton, San Diego, CA.................. 40.00 Gerd Schaefer, Tokyo, Japan .............. 20.00 Robert Meshako, Hickam AFB, HI ........ .. 7.95 Sam Kellner, San Francisco, CA.......... .. 3.84 James Criflield, Lyons, CO .................. .. 9.50 Mike Godfrey, New Smyrna Beach, CA 10.00 Lee Dalton, Cambridge, MA ...... 10.00 Larry Small, Eugene, OR .... ...... 25.00 Mark La Versa, Adams, MA . .. .... 25.00 Dedy Widarso, Los Angeles, CA ................... 5.00 Meryl & Eves Tall Chief, Sunnyvale, CA ..... 10.00 Mike Ellsworth, Phoenix, AZ ........ 10.00 Mike Kitterman, Enid, OK ............................ 10.00 Jane Weirick, San Rafael, CA ...................... 20.00 Allan Douglas, San Mateo, CA .................... 25.00 David Davis, Minocqua, WI .......................... 20.00 Jay Weber, Los Altos, CA ........................... 50.00 Edward Fannon Jr., Reislerstown, MD ...... 30.00 Peter Judge, Chelmsford, MA ... ................. 5.00 Doris & John Pavlik, APO NY ...................... 10.00 Michael Brown, Ontario, CA ......................... 8.20 John B. Walls, Santa Monica, CA ............... 30.00 Betty Hicks, Candor, NC , 10.00 Jeff Busbee, Mt. Union, IA........ .. ......... 50.00 Parker Led belier, Ml. GIiead, NC ................ 20.00 Nick Berry, Somerset, KV . .. ......... 25.00 Herbert Salmon, Milford, NH ....................... 10.00 Steve Mazanek, Vienna, NJ ...... ............ 20.00 Gregory Nalke, Jamesville, NY ..................... 5.00 T.W. Riggs, Greenville, NC ............................ 8.00 Deb Roberts, Lewiston, ID ............................. 5.00 Dan Shoemaker, Elmendorf AFB, AK ......... 20.00 Gordon Forbes, La Verne, CA ..................... 15.00 David Profitt, Weal Linn, OR ....................... 10.00 Scali Huntsberry, Winchester, VA .............. 10.00 Jo Anne Ledbetter, Fountain, NC ............... 10.00 Warren Puckett, Odessa, TX ....................... 10.00 Doug Wallace, Truckee, CA ........................ 20.00 Richard Huggins, Canonsburg, PA ............ 10.00 Craig Auslfn, Oululh, MN .............................. 5.35 G. McFaull, J. Herd, B. Dean, England ....... 50.00 Judith Fool-Campbell, Salzburg, Austria ... 50.00 Kent & Linde Owens, Albuquerque, NM ..... 10.00 Jakob Schwalger, Clarendon, VT ............... 25.00 K.C. Benn, Evanston, WY ............................ 10.00 Neil Fortner, Newbury, OH........ ..... 25.00 Weegle McAdams, S. San Francisco, CA ... 10.00 Harry Marlln,Chatsworlh, CA ..................... 25.25

.. 103.00 .... 100.00 100.00

Joseph Basciano, Long Beach, CA ... 20.00 Kenneth Rogers, Ventura, CA .................... 25.00 Roger Barker, Walnut Creek, CA .............. 50.00 Bob Fullam, Oakland, CA ............... ... 10.00 Delmer Harman, Oklahoma City, OK ........ 10.00 D. Slaugenhoupt,La Grande Molle.France 30.00 Karl Allmendinger, Milpitas, CA ................. 30.00 Ken Brown, Salinas, CA........................ ... 10.00 Cyndy Kaufmann, Parachute, CO ............ 10.00 Craig McBurney, Charlolleburg, VA .......... 15.00 Paul Sparks, Milan, OH....... ........... 5.00 Reed Gleason, Portland, OR ...... 50.00 David Butz, Arroyo Grande, CA .................. 25.00 Daniel Erickson, Eden Prairie, MN ............. 10.00 Raymond Clark.Jerome, ID ........ 3.00 Tim Major, ID .............................................. 7.50 Rene De Jongh, New Zealand ....................... 8.00 Gary Westberg, Brightwood, OR ............... 10.00 Dale Young, APO San Francisco, CA ........ 17.50 Mike Reedy, Arlington, TX ......................... 10.00 Brent Sweeney, Salinas, CA ................. 10.00 Michael Trueblood, Ruidoso, NM . .. ........ 5.50 John Mercier, Austin, TX . .................... 5.00 David Westerman, Pittsburgh, PA .............. 10.00 Gary Satterlield, Lakewood, CO .................. 5.00 Robert Shumaker, Bangor,PA .. .. 10.00 Philip Pur\lis, Oswego, NY........ .. .......... 25.00 Kurl DIiiey, Menlo Park, CA....... .. .......... 10.00 Charleen Beam, Long Beach, CA .............. 10.00 Pam & Chip Wilson, Whealon, MO... ... 20.00 Hank Lawton, Forl Smith, AR... .. .......... 10.00 Rick Mulllns, Cincinnati, OH.... ............ 10.00 Pete Lehmann, Pills burg, PA ..................... 10.00 Dennis Andrews, Denver, NC... .. .......... 25.00 Leo Higley, Eldred, PA. . 10.00

Dwight Fisher, Owego, NY ........

.. ....... 20.00

Betsey & Werner Ullrich, W. Germany ........ 10.00 Mike & Aita Murphee, San Bernardino, CA 25.00 Scott Rowe, Rochester, NY ...... .. .......... 10.00 Kevin Peters, Kansas City, MO.. .. ............ 5.00 Robert Thompson, Burlington, NJ ............... 4.00 Scott Wise, Oakland, NJ .... .................. 10.00 Lyle Deobald, Moscow, ID .. ................. 10.00 Katherine Yardley, Sunland, CA..... .. ..... 10.00 Ed Hanley, Winnett, MT ................................. 5.00 Jack Cook, Arcadia, CA ............................... 15.00

Make donations payable to: USHGA WORLD TEAM FUND P.O. Box 66306 Los Angeles, CA 90066

EDITOR: GIi Dodgen ASSOCIATE EDITOR LAYOUT & DESIGN: Janie Dodgen STAFF PHOTOGRAPHERS: Leroy Grannis, Bettina Gray STAFF WRITER: ERIK FAIR ILLUSTRATORS: Harry Martin, Rod Stafford OFFICE STAFF: MANAGER: carol Velderrain Cathy Egelston (Advertising> Amy Gray (Ratings> Mary Marks (Membership! Terrie Jo Nelson (Acc. RecJ

ISSUE NO. 124

Hang Clding CUSPS 017-9701

USHGA OFFICERS: PRESIDENT: Dick Heckman VICE PRESIDENT: Steve Hawxhurst SECRETARY: Elizabeth Sharp TREASURER: Doug HIidreth EXECUTIVE COMMITIEE: Dick Heckman Steve Hawxhurst Elizabeth Sharp Doug Hildreth

CONTENTS FEATURES

The united states Hang Gliding Association inc., is a division of the National Aeronautic Association CNAA> which is the official u.s. representative of the Federation Aeronautique Internationale CFAll, the world governing body for sport aviation. The NAA, which represents the U.S. at FAI Meetings, has delegated to the USHGA supervision of FAI· related hang gliding activities such as record attempts and competition sanctions.

HANO OLIDINO magazine is published for hang gliding sport enthusiasts to creat further interest in the sport, by a means of open communication and to advance hang gliding methods and safety. contributions are welcome. Anyone is invited to contribute articles, photos, and illustrations concerning hang gliding activities. If the material is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gilding publications. HANO OLIDINO magazine reserves the right to edit contributions where necessary. The Association and pubilcatiOn do not assume responsibility for the material or opinions of contributors.

HANO OUDINO magazine is published monthly by the united states Hang Gliding Association, Inc. whose mailing address is P.O. Box 66306, Los Angeles, Calif. 90066 and whOse offices are located at 11423 Washington Blvd., Los Angeles, Calif. 90066; telephone (213) 390-3065. secondclass postage is paid at Los Angeles, Calif. HANO OLIDINC magazine is printed by Sinclair Printing and Lithographers. The typesetting Is provided by 1St impression Typesetting service, Buena Park, Calif. Color Separations are provided by scanner House of Studio City, Calif. The USHGA Is a member-controlled educational and scientific organization dedicated to exploring all facets of ultralight flight Membership Is open to anyone interested in this realm of flight. Dues for full membership are S29.50 per year 1$32.50 for foreign addresses):subscription rates are S22.50 for one year, $40.00 for two years, $57.50 for three years. Changes of address shOuld be sent six weeks In advance, Including name, USHGA membership number, previous and new address, and a mailing label from a recent issue.

TOWING 1983 - we·ve come a Long way Baby

by Garry and Denise Whitman; photos by Larry Coonrod

USHGA REGIONAL DIRECTORS: Regional Directors elected to 12/31/83 indicated first, those elected to 12/31 /84 indicated second. REGION 1: Floyd Griffeth. Doug Hildreth.REGION 2: Pat Denevan. Gary Hodges. REGION 3: Steve Hawxhurst. Bettina Gray. REGION 4: Ken Koerwitz. Bob Thompson. REGION 5: Mike King (12/31 /83). REGION 6: Ted Gilmore (12/31 /83). REGION 7: Henry Braddock. Dean Batman. REGION 8: Charles LaVersa (12/31/84>. REGION 9: Dick Newton. Vic Ayers. REGION 10: Scott Lambert. Steve Coan. REGION 11: Hardy snyman (12/31183>. REGION 12: Steve Ostertag, Paul Rikert. 1983 DIRECTORS-AT-LARGE elected to 12/31 /83: Jan case, Dean TanH, Dennis Pagen, Vic Powell, Elizabeth Sharp. EX-OFFICIO DIRECTOR: (With vote) NATIONAL AERONAUTIC ASSOCIATION Everett Langworthy. HONORARY DIRECTORS (Without vote) elected to 12131 /83: Bill Bennett, John Harris, Hugh Morton.

MAY 1983

ROPE TRICKS

28 TIME SOARING 31

DESIGNING YOUR OWN GLIDER - Part Ill

By Tom Phil II PS photos by Rod Stafford By Walt Dodge

THE CAPITOL CROSS COUNTRY CHALLENGE CUP by Ray Ruff

DANGEROUS BARS!

by Fred Stoll

DEPARTMENTS 4 EDITORIAL 9 ULTRALIGHT CONVERSATION 9 USHGA CERTIFIED SCHOOLS 12 NEWS AND NEW PRODUCTS 13 MILESTONES 14 CALENDAR 16 USHGA CHAPTER NEWS edited by Joel Howard 18 NEWLY ACQUIRED USHGA RATINGS AND APPOINTMENTS 37 CARTOON by Greg Shaw 40 USHGA REPORTS 41 CONSUMER INFORMATION 44 MEDICINA AVIBUS by Dr. Fred Leonard 47 CLASSIFIED ADVERTISING 50 INDEX TO ADVERTISERS 50 STOLEN WINGS

COVER: John Ryan pilots a Delta Wing streak at Torrey Pines, CA. Photo by John zurllnden. CENTERSPREAD: Silhouette of Jerry Poe at Pine Mountain, CA. Painting by Parmlee Morris, Ventura, CA artist.

CONSUMER ADVISORY: Hang Gilding Magazine and USHGA, Inc., do not endorse or take any responslbllltv for the products advertised or mentioned edltorlally within these pages. Unless speclflcally explalned, performance figures quoted In advertising are only estimates. Persons considering the purchase of a gilder are urged to study HOMA standards. copyright © United States Hang Gilding Association, Inc. 1978. All rights reserved to Hang Gilding Magazine and Individual contributors.

NOONE

BASA

SIMUIATOR LlliEOURS

"Crytltal" is no ordinary school. In the USA, several other schools can boast such professional equipment, facilities, and personnel such as Crfstal offers. But no others have a Crystal Hang GBder Slmalator. We invented it. We designed and built every component. We put it into operation, and we have now served over 3,000 students ( from 5 to 81 years of age), all in complete safety. 11:iat last word is a key one. Oh sure, it's all for fun. We guarantee the fun of flying and the eye-opening thrill of a unique sensation. But we offer all that in safety which has never been compromised. Never will be either. The Crystal Hang Glider Slmalator is a one-of-a-kind, patentpending, revolution in flight training. Statistically, Crystal students learn faster, safer, and more thoroughly because of the Simulator. "Just for students," say you Sky Gods? Not at all! Think for a secondjust how much J'OII could learn if you could deploy your back-up chute, just for practice. Sound useful? Well again, only at Crfstal, you can! Without a single exception, every pilot who has tried this special advanced form of training has felt much, much better about his or her backup system after, shall we say, "... trying the real thing." The safe thrill of learning is yours today ... but only at Crystal.

CRYSTAL FLIGHT RESORI' Route Four, Cummings Highway Chattanooga, TN 37409 615/825-1995

Ii] Professionals 4

since

197 4

A NOTE ON TOWING by Gil Dodgen The early days of hang gliding were marred by numerous towing accidents. During this period this aspect of our sport established a hopelessly bad reputation. And, indeed, last year, as you may have noted in Doug Hildreth's recent accident review, there was a towing fatality by a totally inexperienced Texas pilot. Some time ago I received a series of four articles on a new towing system from Texas experimenter and inventor Donnell Hewitt. I ran the first in the series of four articles. Editors learn from experience and if I could roll back the calendar I would run all four at once in condensed form. In fact, what happened was that the first article - which made some seemingly outrageous claims without outlining the actual technique or hardware inflamed the then towing establishment. It seems that today's innovators become tomorrow's conservatives so I was bombarded with calls, some from the USHGA Board, telling me that this Mr. Hewitt was totally inexperienced, that he didn't know what he was talking about, and that I was contributing to the possible injury and death of unknown multitudes of innocent hang glider pilots. I am not a tow pilot, and although Donnell's system made sense to me I was forced to discontinue the series. The essence of his system was a double bridle that connected to the glider and to the pilot. This system would thus pull the pilot back on line in the event that the glider was inadvertently turned off course from behind the vehicle. This would produce a self-correcting system avoiding the infamous "lockout" the factor which seemed to make towing so dangerous. Well, it appears that Mr. Hewitt's system not only works but, as I've been told by pilots who have made literally thousands of land tows with it, it works beyond all the most optimistic expectations. One pilot told me, "It is virtually impossible to lock out even if one tries." The possibilities are obviously incredible if a safe, standardized towing technique can be established. The sport of hang gliding at this point is essentially limited by the availability of flying sites. With land tow the entire country is opened up, and as we have seen by Willi Muller and Bruce Case's world class cross country flights over flat land, the potential is unlimited. In fact, there are certain safety advantages to flying over flat land. The tur-

bulence created by jagged terrain is avoided and the dreaded downwind turn into the hill is eliminated. In upcoming issues we will try to supply as much information as possible on this new aspect of the sport. Those with experience are invited to contact us about possible articles. · However, any new technique or equipment always produces unforseen problems. Towing must be approached with the most thoughtful and conservative attitude. As Garry Whitman pointed out to me recently, the only problem he has had has been with experienced pilots who won't listen to his instructions. And please remember, the equipment and methods described in this publication are based on the experience of the authors only and are not endorsed or recommended by the USHGA or Hang Gliding magazine. With the kind permission of Donnell Hewitt we will publish the remaining three installments of his Skyting series in upcoming issues. ~

Light Wing Insurance

Insurers for USHGA

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Progressive Aircraft Company, 4544 Industrial Street, Simi Valley, CA 93063 (805) 583-1014

\JLTKALl<iMT CONVE.RJAT10N

deployment. Last but not least, thanks to all the pilots and interested people who showed up to make it a successful and worthwhile gettogether. Mike Rupert Albuquerque, NM

USHGA CERTIFIED SCHOOLS GOLDEN SCHOOL OF HANG GLIDINCi 572 Orchard Street Golden, CO 80401 FREEDO,v\ WINGS, INC. 9235 S. 225th W. Sandy, UT 84070 FREE FLIGHT, INC. 7848 Cmwoy Ct. San Diego, CA 92 l l l

Vision Donation Towing

Dear Editor,

Dear Editor, More and more nowadays I'm hearing about some form of towing going on: ultralight tug, static line, boat, car, winch and bungee. In most places I've flown, nine states in all, people look at you in amazement when you talk of towing, the same amazement non-fliers have of fliers. Well, let's face it; it's not how you get into the air, it's how many times and how high. There is an immense portion of the flying population (and potential fliers) that would or could tow if some positive articles were written about pilots who do it successfully. Give them a chance to prove themselves. If an occasional pilot who averages two flights a month can meet with the best bunch of fliers this side of Istanbul and tow successfully with no previous instruction, something must be right with it. Come on, let's forget the old tow scare stories and let these guys prove there's a whole lot of safe air time in it. Flip Purvis Oswego, NY

You're on. See this issue. Those wfrh ex1ensive experience in towing are cordially invited to contact this publication about articles. We would hke to include at leas/ one towing-related article per issue from now on. Perhaps we can also inslitute a regular question and answer column 011 the topic. -Ed.

Aerobatics Seminar Dear Editor, On February 26 and 27, 1983, Buffalo Skyriders of Albuquerque, NM hosted an educational seminar for hang glider aerobatics and a parachute clinic for both ultralight and hang glider pilots. We would like to thank Rob Kells and Rich Pfeiffer of Wills Wing, Inc. for being the main speakers and for sharing their knowledge with the Albuquerque pilots. Thanks also to Boris Popov of Ballistic Recovery Systems, Inc. for providing the necessary supplies allowing for a static BRS MAY 1983

What can I do for the World Team? I asked myself this over and over, for the past two months. For every Vision hang glider I sell in the Pacific Northwest, I will give the profit to the World Team. This offer will run through the end of May 1983. The monies will go to the World Team fund under or in the pilot's name which purchases the Vision. Albert Gibson 22106 Cedarview Dr. E. Sumner, WA 98390 (206) 897-8436

KITTY HAWK KITES (East) P.O. Box 340 Nags Head, NC 27959 SPORT FLIGHT 9040-B Comprint Gaithersburg, MD 20760 HANG GLIDERS WEST 20-A Pamaron Ignacio, Ci\ 9494 7 WASATCH WINGS, INC. 700 E. 12300 S. Draper, l'.T 84020 HANG GLIDER EMPORIUM OF SANTA BARBARA 613 N. Milpas Santa Barbara, CA 93 l 03 HANG c;uDERS OF CA!.IFORNlA 24 l O Lincoln Blvd. Santa /v\onica, CA 90.J05 ROCHESTER HANC, GLIDER, INC. 2440 Brickyard Rd. Canandaigua, NY 1-1424

Antenna Update Dear Editor, I've been studying antenna theory a lot the past couple of months. A lot of interesting things have come to light and I'm beginning to get some good results, results we can all use to give us booming radio power in the air. But recently I've come to realize some simple things that we all have overlooked - namely that if you've used a bad antenna system on your radio you have probably done damage to your unit. High SWR indicates power bouncing from the antenna back into the radio. Many radio repairmen say higher than 1:2 will damage the "finals." Power that is not transmitted goes back into the radio as heat. The Radio Shack walkie talkie, with the batteries fully charged, should deflect the little indicator needle well into the blue on transmit. If you're not getting the needle much past the red-blue divider line, or if you suspect your unit of low power output, have it checked out and then don't use any antenna system that has higher SWR than 1:2. After I run some tests on my own system and kick it around a little I'll write an article about it. Right now it looks like the biggest problem is inconvenience and some wind drag. Jerry Bard Los Angeles, CA

JERRY NOLAND AND CRE\X' l.J l 5 Pacific Mall (P.O. Box 2 l l8-9'i063) Santa Cruz, Ci\ 95060 MISSION SOARING C:FNTFR .J 355 l Mission Bh·d. Fremont, CA 94538 CHANDELLE SAN FRANCISCO 198 I .os Banos Daly City, CA 940H \X'.\'C HA~G GI.mING SAi.ES

3083 Woodway Road SE Roanoke, \' A 240 l •l l'l.TIMATE HT SCHOO!. OF HANG GI.TDTNG l 3951 ,\\idland Road Powav, CA 9206-l FLIGHT REAT.ITlES 1945 Adams 1\ve. San Diego, CA 921 16 SAN FRANCISCO SCHOOi. OF HANG GI.TD INC; 3620 Wawona San Francisco, CA 94116 TRADEWINDS llANC, Gl.IDINC, P.O. Box 54 3 Kailua, HI 9682 l KITTY HAWK KITES WEST P.O. Box 828 l 38 Reservation Rd.) ,\\arina, CA 939 l 3 THE HANG GLID!NCi COMPANY 39 l Dolliver Pismo Beach, C1\ 93.J99 FREE FLIGHT l!ANCi GLIDING SCHOO!. 684 Hao St. Honolulu, HI 96821 AERO-SPORT LTLTRALTGIIT GLIDERS INC. 898 S. 900 E. Salt Lake City, l'T 8.J I02

Canadian Insurance Dear Editor, Some of our Ontario, Canada flyers have been contemplating not renewing their insurance, as they have been advised by certain New York sites that our Canadian Association insurance is not valid there. NOT SO. Our policy covers us as follows: quoting from contract, "Policy territory means; Canada or the United States of America, its territories or possessions."

Therefore, our flyers are definitely covered anywhere in the States. We would thus ask that you clarify our insurance status with your different associations, to prevent this problem from occurring again in the future.

sticker fees go toward the cost of printing _stickers and making individual site rules available to all who wish to fly any given site, toward maintaining sites (windsocks, etc.), and toward site insurance. In the case of Ft. Funston, the fees also go toward improving the launch area, the erosion of which has changed the characteristics of the site. It is important to recognize that the clubs are taking financial responsibility for keeping flying sites open and are providing a necessary format for signing waivers or communicating the rules of a site. To the benefit of all, their members have donated a tremendous amount of time and energy, as well as costs of phone calls, gas, and other expenses toward keeping existing sites open, acquiring new ones, and maintaining safety standards. No one is out to rip anyone else om

World Team The Pikes Peak Hang Gliding Club fully supports the efforts of the USHGA in its effort to raise money for the World Team. We are proud to be able to help in this process. Enclosed please find a check for $40. We urge all clubs to donate whatever their treasury can bear. It's for a grand cause. Chuck Price President, PPHGC

Dear Editor, Very sly of you to spell my name wrong in the World Team fund donors list. Now I have to send in more bucks to get it right.

Weegie McAdams South San Francisco

Angela Polach Calgary, Alta., Canada

Kurt Dilley Menlo Park, CA

Pre-Teen Club

TAF

Overregulation Dear Editor,

Dear Editor,

My name is Jeff Haworth and and I'm twelve years old. I started flying solo last summer. I have my Hang II, and am working for my Hang III. I'm writing to you because I would like to know if there are any other kids (pre-teens under 16) that have their Hang III or more? I would like to start a pre-teen club within the five western states, with possible articles in your magazine. Could you help me?

I was sure some surprised that Chris Price (Jan. '83 HG magazine) made no mention of the Telluride Air Force, who regulates and insures this site used for the recent aerobatic hang gliding championships. The T AF hosted the 1982 Airmen's Rendezvous with as many as 75 pilots flying in one day (130 pilots in 1981). Dedicated TAF members staffed safety teams. Seven days of high altitude flying with booming air resulted in many memorable log entries and not one accident. T AF and volunteers worked long and hard to ensure a safe meet, complete with daily air shows, a week long social program of speakers, entertainment and free beer for pilots serious about their flying and fun. Hundreds of spectators were able to witness safe hang gliding in our pristine mountain surroundings. While aerobatics may indeed be the leading edge of our sport, the 1982 aerobatic meet was certainly not for spectators as claimed, but specifically an "event for film." The real story of "Telluride '82" was not five pilots flying for a camera, it was Dave Kilborne, Rob DeGroot, Steve Lanz, Greg Duhon, J.C. Brown and 70 other pilots flying to personal highs to showcase our sport to the various people and media which followed it. The TAF extends a sincere wish for safe flying this season, a successful mission to World Team competitors and a warm invitation to fly Telluride '83.

Dear Editor, Although this letter is intended, in part, as a rebuttal to Sky Man's letter in the January 1983 issue of Hang Gliding, it is important to me to address a concern of the flying community in general. In fact, I find it difficult to take Sky Man seriously at all since he finds it necessary to hide behind the disguise of an adopted name and conveniently chooses to disregard the reality of the facts involved with keeping flying sites open, especially in regard to the necessity of site insurance in some areas. There seems to be a growing alienation in Region II among pilots in various areas over the issue of site regulation and sticker programs. Specifically, I am referring to the feeling that the clubs, which tend to associate themselves with the sites in their area, are overregulating their sites and lining the pockets of their treasuries with fees obtained from the sale of stickers. No one is interested in excessive regulation; however, for two reasons, it is quite unrealistic to think that some regulation isn't necessary. Reason one is to preserve our sites. Reason two is to preserve safety in our sport, especially for pilots with less experience. It requires little thought to recognize why it is to our advantage as individual pilots and as a sport to maintain these goals. Those who feel that the metropolitan area clubs are padding their pockets with sticker fees not only show little evidence of research into the matter, but also show a lack of appreciation for the considerable efforts offellow pilots toward site preservation and safety. The 10

Jeff Haworth 1718 Primrose Dr. Nampa, Idaho 83651

An Invitation Dear Editor, Even though most people will be Tegelbergbound this Summer, and we live in the other end of Germany, we'd like to extend a hearty welcome to all fellow pilots. There are quite a number of nice sites here in the north. (Dune soaring is big in Denmark and Holland.) Also, here is our donation to the Tegelberg Team. Lots of luck! (I can't help but have luscious visions of being able to gloat at our friends here ... ) Betsey & Werner Ullrich Oskar Hoffmann Str. 36 4630 Bochum 1 W. Germany Tel. 0234/33 17 30

J.R. Nershi President Telluride Air Force HANG GLIDING

Condolences Dear Editor, We of the hang gliding community would like to express our deepest sympathy to the family and friends of Bill (Rocky) Dodds of Plainfield, Indiana. Bill was killed on March 16, 1983 in an automobile accident. He was well known in the Mid-West and had flown in the Region 7 competition, and also flew in the 1981 Cypress Gardens World Tow Tournament. Dean Batman Indianapolis, Indiana

Boston Club Dear Editor, I would like to extend an invitation to any pilots or would-be pilots in the immed_iate Boston area to meet and discuss the formation of a club in our area. We could have some good times (you remember those!), search for new sites, represent the Bean at fly-ins, etc., as well as supply support, transportation, split costs, and organize trips to de Great Whites or N.Y. State or have pray-for-good-weekends parties. Give me a call. Lee Dalton Cambridge, Mass. (617) 783-8030 Days

Thanks Vic Dear Editor, Vic Powell's term as president of the USHGA is over, and he has passed the gavel into the capable hands of Dick Heckman. I think we need to emphasize to the membership the tremendous energy, effort and expertise that Vic has put into the USHGA over the last year. He has done the organization a tremendous service and I personally thank him publicly for that. Doug Hildreth Director, Region I Medford, OR

Caterpillar Club Dear Editor, In 1922 the Switzler Parachute company sponsored a club called the Caterpillar Club. This organization is made up exclusively of pilots who have had to deploy a chute to save their lives (as opposed to sky divers, paraMAY 1983

troopers, etc.). Needless to say this is a very prestigious and exclusive club composed primarily of combat pilots and test pilots. It is with mixed emotions that I report that one of our instructors, a diver of consummate skill, has been accepted as a member of this most august group. Our man, Kevin Regan, known to some as "The Plunger," after a particularly maniacal series of whip stalls, was successful in breaking both wings at the cross member, thereby rendering his diver not only very heavy, but upside down also. Rather than complete his flight in this rather awkward attitude the wimp deployed his parachute, thereby eliminating any chance to claim that this was all done on purpose. (I could write you a book about his tree landings.) It also qualified him for membership in the Caterpillar Club. I believe Kevin is the first hang glider pilot to achieve this distinction, although I have every confidence others will follow. Vin Mulligan Groton, MA

Caste System Dear Editor, The tentative plans for this year's Nationals were discussed at the February Board of Directors Meeting and it appears that the USHGA proposes to sink again into the demeaning quagmire of the caste system. Remember years ago, the Open Class (for real pilots flying high performance gliders) and the Standard Class (for those still flying inferior gliders)? Due to progress, the USHGA now wants to class the pilots directly: World Class (real pilots) and Sporting Class (inferior pilots)! This, of course, is totally contrived - professionals and amateurs. We have no real professional pilots except those on the contest circuit with maybe a product endorsement or two. We do have a group of professional manufacturers and salesmen who are permanently tied to the sale of a product. Any contest is just advertising to them. If this proposed "Pro Class" becomes reality, perhaps they should pay a significant advertising fee for the exposure that the USHGA provides. This well-intentioned caste system is arbitrary, confusing, embarrassing, and, in fact, will dilute our ability to select our best overall pilots. And I believe this system will further discourage participation by those pilots who are then the USHGA. You know, the vast majority of us who are the dues-paying weekend warriors, soon to be known as the Sporting Class, second-rate pilots. Steve Hollister Seattle, WA

Give 'Em A Break Dear Editor, This past February, we were at Fort Funston when Dick Boone came up to let everyone demo his new ProStar II. A lot of the pilots had the opportunity to try out his latest glider and were very pleased with its performance, including us. When Dick finally got a chance to fly, several of the local pilots were upset that he didn't have a Ft. Funston sticker. They complained loud enough that Walt Neilsen had to step in and tell him that he could fly on the condition he buy a sticker when he landed. This kind of hospitality really isn't necessary. Your local clubs and site organizers should review their rules on site fees for factory reps. The manufacturers put out a lot of time, money, and effort to promote the technology, safety, glider performance and rules to fly by for the sport of hang gliding. They spend a tremendous amount for R & D, promoting competition, and fees for membership to the USHGA, HGMA 211d other flying organizations. We think the manufacturers have gone to great expense to give hundreds of hours of flying pleasure to all of us. Couldn't we say "thanks" by allowing factory reps to fly our sites free? Maybe we should pay them to come to our flying sites like the rest of the sports world does for their "celebrities." Give them a break, give them a free ride at your pay flying site. Cathy Sutor Mike Giles San Francisco, CA

Hang Gliding welcomes letters to the editor. Contributions must be typed, double spaced and limited to 400 words. Send your letter to: USHGA, Box 66306, Los Angeles, CA 90066.

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The 1983 Telluride Hang Gliding Classic is set for September 12 1hrough the 18. This an· nual evcm, now running for ten years, will be an airman's rendezvous with a central theme of fun flying and pilot camradcric. The "Air Show" demonstrations and closed course cross·country Hying, as in the pas1 few years, will provide excitement for both pilots and spectators. Launch from 12,200' Cold Hill twice cfaily, soar over 1he majestic beauty of southwcstnn Colorado, conquer the world's most scenic, thirty·mile course, and party with pilo1s fi·om around the world. If you haven't Telluride ycl, make Telluride 1983 your hang gliding vaca· tion. Prc·rcgistration is recommended ($'50), on· site registration $6(), The first l SO qualified (experienced Hang JV or equivalent rccom· mcndation) pilols will be admitted. [nforma· tion sheels will be sent to various hang havens so keep your eyes and cars open or con· tact: Telluride Air Force, Box 4S6, Tcllmidc, CO 81435, Jack (303) 72/l,4759.

Beck, President of Sierra Whitchawk has infimncd us of' 1hc development of a new 160 square fool glider, to be produced them this The glider has an increased span and aspecl ratio over the 185 cmrcmly in production. The manufactmcr claims the speed range of' the glider is from 16,65 mph and comes with winglcts and elcvons in the B package. The manufacturer also claims tlrn1 the although somewhat stiller due ro the is easy to maneuver and land due to the control surfaces and dive brakes. Contact: Sierra Whitchawk, P.O. Box 79 W, Tahoe Vista, CA 95712.

USHGA welcomes a new certified school: Maui Soaring Supplies, RR No. 2, Box 7SO, Kula, HI 96790. 12

1Jltralite Products offers $5,000 to the first pilot to fly 200 miles in a UP glider and can prove it. The rules: Must be made on a pro .. duction UP glider. Launch must be witnessed and notorized by observer other than those among the pilot's crew. Landing witnesses (two minimum) are required and must be other than pilots or crew members. Distance will be measured by great circle method. UP reserves the right to make the final judgement on all flight claims.

Flight Systems presentation: "Fighting Gm· vity with Rob (Yahoo) Kells." One of the world's top acrobatic pilots, Rob Kells has been instrumental in the continuing development of acrobatic competitions around the world. He is totally committed to the safe and sane approach to learning and practicing acrobatic hang gliding and is cager to share his knowledge (and bitchin' films) with acrobatic aspirants and movie bulls in the hang gliding community. Information and entertainment! What more could you ask for? The program will be held on Tuesday, May 17, 7 :00 PM at Hang Flight cw,srP1rns 1201 E. Walnut, Unit M, Santa Ana, CA. Call (714) 542 .. 7444 for more information. $2.00 World Team donations will be accepted but not insisted upon.

The Tennessee Tree Toppers is offc:ring a $1,000 cash prize for the longest flight in ex· cess of l 00 miles that originates from a TTT regulated site. This contesl is open to all an· nual members and runs until January 31, l 984. For fort her information, contact the Tennessee Tree Toppers, P.O. Box l 36, Lookout Mountain, TN 37Yi0. The first Alberta Government Achievement Award in rccognilion of hang gliding was awarded to Willi Muller in November, 1982. The award was presented to: "Willi Muller of' one of the original pioneers of the sport of hang gliding, founder of the /\lbena Hang Gliding Association and first presidcnl of the Canadian HC,A. He has taught over tl,000 students and continues to be active in the sport, being the first pilot in Canada to fly over JOO miles and participating on the Cana· dian team in international competition." Above is a photo of the Honorable Les Young, Premier of Alberta (lcfl) presenting the award to Willi Muller.

Arc you dazzled by "wangs, loops, and trails of smoke?" Do you want to know what an ac· complishcd acrobatic expert has to say on the subject of "getting upside down" in a hang glider? If you answer yes t.o either question you won'1 want to miss the May 17 Hang

CHATTANOOGA, TN. While 1hc onc-o[: a·kind Crystal hang glider simulator bas pro· vcn itself as a useful instructional tool for beginning hang glider st udcnts, advanced pilots can learn something on the unique device as well. In a series of Real Air Deployment Seminars, the Crystal Air Sports simulator has set new standards in learning to use the emergency parachutes carried by over t hrec· quarters of all hang glider pilots. The $20 HANG GLIDING

seminars permit 2-3 flights down the simulator. A time is specified by a starter gun - a time unknown to the pilot - the noise suggesting glider structural failure, mid-air collision, or other potential catastrophe. The pilot then reaches for his deployment handle and throws his chute. The times are measured by stop watch, and a pilot not only gets to actualize the experience, but can actively work on. improving his/her performance. Average deployment times in the first such Seminar in 1982 revealed an average time to full deployment of7.8 seconds. This figure includes what was described as "fumble time" (the time to seek and find the handle of the back-up system and take deployment action) as well as "deployment time" (the time for the chute to gather enough air to fill completely). Several discoveries were made by pilots who participated in the seminar. Most were surprised by the total time needed, as parachute ads usually quote just the "deployment time" and fail to consider "fumble time." The times were roughly equal. Many practicing pilots further found that the exercise improved their performance, as the awareness gained allowed some to dramatically decrease their "fumble time." All pilots felt much better about that " ... $350 lump on my harness, which I was not even sure would really work." Of course, all who were involved also got to repack their own chute, itself an educational as well as required effort. Manufacturers customarily recommend repacking the chute every 3-6 months. A couple pilots made discoveries out of the ordinary. One such occurred when the pilot pulled the handle on his recently added emergency chute, only to have the handle come off in his hand, never deploying the chute. An improper sewing job showed itself, giving this pilot the chance to have repairs made so that it wif1 work should the need ever arise in a life-threatening situation. Another pilot who had owned his system for many months, deployed his chute only to have it completely fail to open. All the lines extended normally, but the canopy itself remained packed. The likely explanation was dampness, causing a cohesion which did not allow it to fill with air. Periodic repacking will avoid this problem. Deploying in the environment of real flight - the simulator can indeed "fly," that is, not be supported by the overhead cable - can definitely assure the back-up system will do its job when it is needed. Another of the very popular seminars is planned for June 11th and 12th. The charge is $20. In addition, pilots may pay the fee, and proceed on their own on any day when the simulator is in use for training, thereby avoiding the need to be present at the group seminar. No timing will be available for these individual lessons. Contact: Randee Laskewitz at Crystal Air Sports, Rt. 4 Cummings Hwy., Chattanooga, TN 37409, (615) 825-1995 seven days a week. MAY 1983

GOLDEN SOARING CAMPS Bill Sloatman and Al Godman of Golden Hang Gliding School will be conducting three soaring and XC seminars this flying season. These seminars are designed to improve knowledge and utilization of lift and lift sources. The course will combine experiences of ridge lift, thermal lift, and longer flights with knowledge of aerodynamics and micrometerology. Discussions are combined with practical application at selected sites ranging from 300' to 4700'. Participation is encouraged for Novice and Intermediate pilots during the Salt Lake City clinics, June 4-7, and Sept. 7-10 and by Intermediate and Advanced at the Summit County clinic which will emphasize XC and mountain flying, July 29-Aug. 1. The cost of the clinics is $175 for the Salt Lake City sessions and $225 for the Summit County session. Contact: Al at (303) 278-9566 or 666-4463, 15912 W. 5th, Golden, CO 80401.

BRITISH COLUMBIA XC LEAGUE Last year provided many excellent XC days in B.C. and gave us a very successful second year for our league. Many new pilots took up XC flying last year and as well, many new sites with 100- to 150-mile potential were discovered. The whole eastern border of our province, 800 miles, is the Rocky Mountain trench - a virtually unbroken range of 5,000' mountains. Following is a list of last year's winners in each of our regions. We would like to give special thanks to the folks at UP for their help in organizing and for the sponsorship money they supplied.

Winners B.C. XC League -

1982 Distance (Total

Region

Pilot

Glider

3 Flights)

Vancouver

Barry Bateman

Comet

75.3 miles

Vernon/ Okanagan

Chris Florkow

Harrier

70.4 miles

Invermere/ Kootenay

Ken Hiebert

Comet

277.0 miles

Rest of B.C.

Daniel Swaim

Fledge

147.0 miles

JEFF BURNETT INJURED Jeff Burnett, third-ranked U.S. hang glider pilot and member of this year's World Team, was injured recently at Tater Hill near Boone, North Carolina. Burnett was performing aerobatic maneuvers when his glider tail slid into a tumble at 1,000 feet AGL. Jeff tried to deploy his chute but threw out his glider bag instead. Burnett suffered two broken arms and is recovering satisfactorily, however he will be unable to compete in the Tegelberg world meet this year.

A Column For Unusual Flights

XC Flights At Cochrane, Alberta, Canada March I 0th was a good day at Cochrane, Alberta, Canada, with steady but strong southwesterly winds. Six pilots managed to get away from the hill in a good thermal and by the end of the day the tally was as follows: Ron Dockerty 2 miles Steve Soinien 4 miles Willi Muller 38 miles Stu Cameron 51 miles Gordon Hay 61 miles Cliff Kakish 62 miles

Typhoon Comet 165 Comet 165 Comet 185 Comet 185 Comet 165

For Gord Hay it was his first XC flight off Cochrane Hill, and for both Cliff and Gord it was the longest flight they had made and long enough to be the proud recipients of the U.P. 50-mile shirt award. Gord Hay's XC club application sheet reads as follows: "I originally launched at approximately 1:00 PM in crosswind conditions which made the hill marginally soarable despite the strong winds of 20 mph gusting to 25 mph. A couple of thermals of 200-500 up rolled through that were hard to center in. At about 1:30 PM the wind increased to a steady 25 mph and from about 1,000 feet above launch I decided to leave Cochrane Hill for the first time in a nice thermal which took me to 9,700' MSL. This was also the highest point ofmy flight. The rest of the flight was spent chasing clouds which appeared just as fast as they disappeared. At about the halfway point I started to set up for a landing east of Crossfield but found some zero sink and stuck with it for about 10-15 minutes. I was then lucky enough to find some large areas of 100 and 200 up, which thus returned me to approximately 8,000 feet for my final glide to my landing point by Highway 21 8 km south of Three Hills, Alberta. I've been flying for two years and started thermaling last summer. Other than some short 15-mile jaunts in the mountains this was my first cross country trip and my first crack at prairie XC flying." ..-, 13

HANG GLIDER PILOT CITED FOR TANDEM FLYING Recently a hang glider pilot in San Diego, CA was cited by an FAA official for flying his glider with a partner. Remember that Part 103 prohibits tandem flying and this rule is currently in effect. The USHGA has applied for a waiver for all rated hang glider pilots and things look favorable, however, at this .time

MAY 19-22. East Coast Championships, White Lake, NC. Tow meet. Contact: Tommy Faircloth, 5217 Hornbeam Rd., Fayetteville, NC 28304 (919) 424-4302. MAY.JUNE. Safety 1 and 2, Micrometeorology, buying a used glider, seminars at Chandelle San Francisco. 10-year celebration on June 1. Contact: Chandelle, 198 Los Banos Ave., Daly City, CA 94014 (415) 756-0650.

MAY 21-29. World Masters, Kossen, Austria, $120 entry fee. MAY 22. Wrong Brothers FlyIn at South Columbus, OH. Contact: Roger Digel-Barrett, (614) 927-6083, 533 Ballman Rd., Reynoldsburg, OH 43068.

MAY 22-29. Lariano Triangle International Cross Country Open organized by Delta Club Como. Invitational. Contact: Gianluca Zunino, Via Stoppani 4, 202129 Milano, ITALY (02) 49-89-461.

MAY 30-JUNE 8. Revion IV basic and advanced instructor cinic, Salt Lake City, UT. Contact: Bill Sloatman or Al Godman, 15912 W. 5th St., Golden, CO 80401 (303) 278,9566.

MAY 30-JUNE 6. Basic Instructor Certification Program. JUNE 3-6. Advanced Clinic. Contact: Al Godman (303) 278-9566. JUNE 5-19. Fourth World Hang Gliding Championships. Tegelberg Fussen, Federal Republic of Germanv.

tandem flying is still illegal. Anyone who would like a copy of Part 103 may receive a free copy from USHGA headquarters by sending a stamped, self-addressed envelope with your request.

MEMBERSHIP CREDITS USHGA Thanks our top ten membership contributors for January, February and March 1983:

JUNE 6-8. JULY 29-AUG. 1. SEPT. 9-13. Soaring clinics. Contact: Al Godman at Golden Sky Sails (303) 278-9566. JUNE 15-19. Cross Country Open. Hang Ill, $195 includes transportation. Reservations required. Contact: Owens Valley HG Center, 700 Airport Rd., Bishop, CA 93514 (619) 873-4434. JUNE 18-19. 11th Annual Cochrane Meet, Cochrane, Alberta, Canada. Target Ian. dings and/or XC. Contact: Willi Muller, 5-1303-44th Ave., NE, Calgary, Alberta, Canada T2E 6L5 (403) 250-2343. JULY 22-25. Wyoming XC Open. $25 entry fee. Contact: Don Kremer, Box 1284, Lander, WY ·82520 (307) 332-9466. AUG. 19-21. Sky Ryders ultralight meet. Contact: Ralph Owen, 2167 S.E. Meadows Ct., Gresham, OR 97030 (503) 667-0936. AUG. 20-21. 1983 Can-Am Challenge Cup, Black Min. WA. Entry $1 O before 7/1. Send SASE to: R.N. Girard, 101 Acacia Pl., Bellingham, WA 98225 for form and details. SEPT. 3,5. SiX1h Annual WELM/Free Spirit Flight Hang Gliding Festival. Draht Hill, Elmira, NY. $1,000 purse plus trophies. Team and Open classes. Beginner to Advanced. Camping, ultralights. Contact: Free Spirit, P.O. Box 13, Elmira, NY ·14902. .SEPT. 12-18. Telluride Airmans Rendezvous. Contact: Telluride Airforce, Box 456,

Flight Realities Kitty Hawk East Chandelle Bay Area Ultralights Tradewinds Free Flight HI Aerial Techniques Mission Soaring Hang Gliders of California Treasure Valley Hang Gliders

Telluride, CO 81435 (303) 728-4759. SEPT. 15-18. International hang gliding film festival. Contact: Raibon Pernoud, 38720 Saint-Hilaire-Du-Touvet, !sere FRANCE (76) 08 30 08. SEPT. 24-0CT. 3. lnternation meeting of the wind. Contact: Atelier Arc En Ciel, 37 Rue Duperre, Brest 29200 FRANCE. USHGA SANCTIONED ·MEETS APRIL 30-JUNE 26 (consecutive weekends): Region 12 Championships, Mt. Ellenville, Ellenville, New York, Registration $15 due April 30. Contact Barbara Voight, RD #2, Box 561, Pine Bush, New York 12566, (914) 744-3317. MAY 28-30. Region Regionals at Pine Mountain, Bend, OR. Cross country. $20 Fee. Stained glass trophies by John Morse. Contact: (503) 253-2309. MAY 28-30. Region 6 Qualifier, Bufalo Mtn., Talihina, OK. Contact: Ted Gilmore (913) 677-4123. MAY 28-30. Region 6 Championships, Buffalo Mt., Oklahoma. Registration $25 due May 28. Contact Ted Gilmore, 5805 Mission Drive, Mission Hills, Kansas 66208, (913) 677-4123. MAY 28-30. JULY 2-4. Region 9 two-part Regional Qualifier. Contact: Jay Peters after 6 PM (215) 948-5058. $50· fee includes camping.

tact David Klein, 1741 Kipling, Houston, Texas 77098, (713) 225-9211. June 8-12: Region 2 Championships, Dunlap Flight Park, Dunlap, California (site of 1983 Nationals). Registration $40 due 5 PM, June 7. Contact Dave Bowen, P.O. Box 241, Dunlap, California 93621 (209) 338-2422. AUGUST 5-16: 1983 U.S. Nationals, Dunlap Flight Park, Dunlap, California. World Class and Sporting Class competitions. Entry by qualification at Regional Championships and invitation. Registration deadline: August 4, 5 PM. Contact Dave Bowen, P.O. Box 241, Dunlap, California 93621, (209) 338-2422.

KIITY HAWK EAST MAY 1. Ultralight fly-in. MAY 7. Ultralight fly-in. MAY 13-15. Eleventh Hang Gliding Spectacular. Novice through Advanced. MAY 22-23. Hang Ill rating clinic.

Contact: John Harris (919) 441-6094 or Chris Lawrence (919) 441-4124.

KITTY HAWK WEST MAY 14. Parachute Clinic. MAY 21-23. Basic Instructor Certification Clinic. JUNE 4,5_ Mountain Clinic.

·MAY 29-31: Region II Championships, Packsaddle Mt., Kingsland, Texas. Registration $30 due Mav 29. Con-

JULY 16-17. Mountain. Clinic.

Contact: 1408) 384-2622. HANG GLIDING

WHArf PERFORMANCE LURK.S IN [HE HEARrf OF rfHIS NEWESrf, ADVANCED GLIDER·... -.. 1

.i//lHT _:. \\~~~ Wings for Man

rfHE ONLY WAY rfO CArfCH A SHADOW IS rfO CON'TACrf YOUR NEARESrf FLIGHrf DESIGNS DEALER

,.,,~ I edited

Howard

USHGA CHAPTER NEWS of the Month

local sites (most sites require either an Intcnncdiatc or Advanced rating, and pilots from other areas must be sponsored by a local Santa Barbara pilot to fly these sites). The S.B.H.G.A. has Hang Gliding Association (1126) organized Annual Fly-A-Thons ( 1983 will be in past Fly-Atheir 6th year for this event Thons they've raised over $12,000, which was BIOGRAPHY donated to local charities), parachute clinics, and annual flying contests (including the The Santa Barbara Hang Gliding Associa- George Hammond Perpetual), plus they action was organized in 1974 by a group of con- tually had a float in Sama Barbara's Bicentencemed pilots and enthusiasts who shared the nial Parade which won an award. common goal of improving the sport and The Santa Barbara HGA has approximately educating its participants and the public. 150 members, and holds monthly club meetSafeguarding and maintaining lakeoff and ings at a local pizza parlor. They can be landing sites is also an important priority of reached c/o: The Hang Glider Emporium, the organization. 6134 North Milpas, Santa Barbara, CA 93103 In addition to monitoring the activity at the (805) 965-3733.

tcrmediate (III). Chapter ofTicers are: Scott Dockter, President; Jack Anderson, Vice President; Terri Dockter, Secretary; Roger Schenken, Treasurer. "The Flier"

Ultralite Flyers Organization, Inc. of San Diego (11:31) P.O. Box 816!l5 San Diego, CA 92rn8 Ron Miller, editor 2/83 The gala 10th Anniversary issue is loaded with memorabilia from the past decade. Way to go UFO! May you encounter strong lift in your next 10 years. The Third Annual Torrey Pines Fly-A-Thon will be a benefit for the San Diego Youth and Community Services. It will feature clowns, mimes, jugglers, RC demo, ultralight demo, and personal ap·· pearances by players from the NFL's San Diego Chargers. Commercial contributors have even sponsored individual pilots.

"Newsletter" Wcslcm New York Hang Gliding Assn. (/132) 33 Hilldale Ave. West Seneca, NY 14224 Vicki Vigorito, edit.or 1/83 The name has changed but the chapter is the same. Welcome Western NY members. Some three-hour plus flights were recorded al Hammondsport by Canadian and local pilots in December. Chapter president, Jeff Ingersoll took advantage of the good winds/weather and held the first fly-in/rating clinic on Jan. 2nd at Perkinsville. "The High l'lyer" Alaska Sky Sailors Assn. (#2) P.O. Box 144 Girdwood, AK 9!)587 Kalie Bennett, Vicki Griffeth & Becky Whisman, editors

"Newsletter" Santa Barbara Hang Gliding Assn. (1126) lit:i North Milpas St. Santa Barbara, CA 9:1103 Bonnie Nelson, editor 3/83 The George Hammond Perpetual is on again for 1983. Chapter president, Jc!T Mailes, urges all pilots to ohserve the La Cumbre sticker program. Please help out for the sake of' site protection and saf'ety.

"Newsletter" Northern California Hang Gliding Assn. (1127) P.O. Box 420091 Sacramento, CA 95842 Tim Summerfield, editor 1-2/81 Regulations for flying in the Pacific Valley area include obtaining a permit from the Pacific Valley Station or from Campground Host at Plaskett Creek. Minimum USHGA rating is In-

2/8'3 There will be no more down loading of' gliders at the Alyeska Resort site. All gliders must be flown o!T the mountain by the termination date of the summer season. Ether fly if' off or hike it down. OfEccrs for the cominp, year arc: Je!T Bennett, President; Floyd Griffeth, Vice President; Katie Bennett, Secretary/Treasurer.

"Thermal Flyer" Arizona Hang Glider Assn. (114) 4319 West Larkspur Glendale, AZ 85304 Patty Campbell & Bob Thompson, editors 2/83 Lots of' great speakers arc lined up for up· coming meetings -· FAA reps, balloonists, sky

HANG GLIDING

divers, radio/control flyers, and an ultralight pilot, to name a few. The winners of the 1982 Arizona XC Contest are: Jim McEown (33 mi.) - 8th; Hans Heydrich (38 mi.) - 7th; Joe Pettit (42 mi.) - 6th; Jim Whitelaw (40 mi.) - 5th; Scott Griffen (47 mi.) 4th; Andy Rockhold (50 mi.) 3rd; Rob Murray (88 mi.) - 2nd; Bob Thompson (141 mi.) - 1st. The AHGA will run the competition again in 1983. Contact the above address for an application blank. "Newsletter" Marin County Hang Gliding Assn.(#25) 20-A Pamaron Way Ignacio, CA 92401 Judy Canham, editor 2/83 - The Rangers are checking stickers at Mt. Tam. The Point Reyes Lighthouse and ,'vlt. St. Helena sites are not open ... yet. "Flight Line" Wings of Rogallo (#66) 20409 Old Santa Cruz Highway Los Gatos, CA 95030 Roger Thompson, editor 2/83 - A Fort Funston regular recently celebrated his birthday. Erick DeRenyer flys his Harrier 147 and is admired and respected by everyone who has had the pleasure of flying with him. Now get this ... Erick celebrated his BOTH BIRTHDAY! WOR Flight Director, Pat Denevan files a report on the future of the Mission Ridge site. He is interested in feedback/comments on the flying proposals for hang gliding. The possibilities of this new site are exciting. Best of 1uck to al 1 those involved in securing the new site. "Sandia Soaring News" Sandia Soaring Assn. (#73) P.O. Box 194 Cedar Crest, NM 87108 Steve Fogle, editor 3/83 - The SSA is planning their Second Annual Memorial Day Fly-In. There will be priz.es, schedules and rules at a future meeting. The chapter is considering a contest for cross country f1ights originating within New Mexico. "Free Spirit News" Free Spirit Hang Glidng Club, Inc. (#78) P.O. Box 13 Elmira, NY 14902 Robin Kellogg, editor 2/83 - Jim Kolynich and Dan Mayes have secured backing from a local radio station (WELM) for the 1983 Labor Day Meet. WELM has embraced hang glider pilots in new and innovative proiects. Other chapters take note. The Free Spirit Club has a handle on a good thing.

January. Rumors are that George Crowe and Mary Kesslak both flew at Claremont in December. Bob Corbo was flying at Mt. Tom in January. "Newsletter" Coastal Condors (#84) P.O. Box 828 Marina, CA 93933 2/83 - California Parks and Recreation has finally approved a special use permit for hang gliding at Manresa Beach. The site is offtcially open. i\ launch ramp must be built if pilots are to continue flying at Marina Beach. Dune stabilization is taking place and Parks and Recreation will provide the materials if the pilots supply a design and labor. "Newsletter" Cloudbase Country Club (#92) 524 221st Street SW Bothell, WA 98011 Ken & Wendy Seligman, Beth Little - editors 2/83 - Pete and Joe Daigle took the cause of hang gliding to a local elementary school. They gave a presentation in which they simply talked about various aspects of our sport and then fielded questions. The principal was so impressed he wrote a check for $50. The money will be used by the safety committee of the CBCC. i\ great way to educate folks on the sport. Good show Pete and Joe! "Wind Rider" Maryland Hang Gliding Assn. (#108) P.O. Box 7768 Baltimore, MD 21221 Cookie Bartfeld, editor 2/83- Thanks to the efforts of John Ostrowski, the CHGA has received approval from Fairfax County for pilots to fly al the landfill on Route 66 about 10 miles west of the Capitol Beltway. More details will be given by MHGi\ president, William Chambers, at the next meeting. "The Current Flyer" Northern Sky Gliders (#35) P.O. Box 364 Minneapolis, MN 55440 1-2/83 - Reports of December flying at Lake City include Bruce Bolles' hour flight that included a couple of thermals that got him np to 1500'. Seismic Sam reported that Bruce flew on December 20th. Also, six pilots got 300-400' in smooth sunny conditions at the Hager site. This all happened on New Year's Eve. Results of the recent election include: Mark Thompson, President; Bruce Carlson, Vice President; Gary i\sh, Treasurer; Dave McCullough, Treasurer.

"Newsletter" Sky Riders of New England (#81) 122 Stella Road Bellinham, MA 0201!\ Frank Ripaldo, editor

"The Oregon Hang Glider" Oregon Hang Gliding Assn. (#36) P.O. Box 5592 Portland, OR 97228 Dave Proffitt, editor

12/82-1/83 - Through the courtesy of Mother Nature the flying season was extended through

l/83 - Chapter offtcers are: Victor La Course, President; John Hazen, Vice President; Don

MAY 1983

Wilson, Secretary/Treasurer; Morry Sumption, Flight Director. Jim Boscole and Dick Gammon are conducting a Basic Instructor Certification Program. "Newsletter" Water Gap Hang Gliding Club (#44) R.D. #7, Box 544 Newton, NJ 07860 Bill Sayer, editor 1183 - Stickers are required for anyone wishing to fly Big Pocono (Camelback). The $5 fee goes towards the required site insurance. The January meeting featured a Master Rigger's talk about parachutes. ''Ridgerunner" Rogue Valley Hang Gliding Assn. (#45) 1423 Euclid Medford, OR 97501 Chuck Kanavle, editor 2/83 - Marshal Lango, Flight Director, reports that the road to the top of the Woodrat site has been open most of the winter. Several pilots have been flying there. Craig Cox flew a couple of hours there in mid January. The RVHGi\ has petitioned each member of the Board of Directors in a letter dated January 14, 1983. They want ". . The certification requirement for gliders in Class One of all USHGA sanctioned meets (to) remain unchanged ... " Seven points are given in the letter signed by chapter president, Steve Bissett. "Newsletter" Southern NY Hang Glider Pilots Assn., Inc. (#47) P.O. Box 124 Millwood, NY 10546 Bob Havreluk, editor The 1983 offtcers are: John i\llen, President; Bill Wiand, Vice President; Jim Donovan, Secretary; Ross Sale, Treasurer; Paul Voight, Flight Director; Gus Jochec, Site Director. "The Soaring Times" Utah Hang Gliding Assn. (#58) P.O. Box 14 Draper, UT 84020 Winslow Collins, editor 2/83 - The 1983 Cross Country Odyssey is off and flying. Greg Duhon has donated $100 for the first 100-mile flight. Sign up early. The longest flight in the 1982 XC Odyssey was 77 miles by Orange in a 165 Comet. Orange flew from Cedar City.

Time to renew your USHGA Membership? A phone call and a credit card number is all it takes! Call our office at: (213) 390-3065

NEWLY ACQUIRED USHGA RATINGS AND APPOINTMENTS Name, City, State

BEGINNER RA TINGS Name, City, State Doug Frasher, Cupertino, CA Paul Freifield, Kings Beach, CA Keith Gibby, Mountain View, CA Mick Horn, Kings Beach, CA Steve C. Johnson, Sacramento, CA Edward Porrazzo, Citrus Hgts, CA

Region

2 2 2 2 2 2

Roe A. Myers, Aiea, HI

Greg Calender, Littleton, CO Phil Corbidge, Phoenix, AZ Todd Rankin, Phoenix, AZ Eric Sanford, Tempe, AZ

4 4 4 4

J.C. Huizenga, Chicago, IL

Richard Bunn, Bethesda, MD Tommy Clarke, Palmyra, VA Bouvard Hosticka, Charlottesville, VA Milton L. John, Jr., Owings Mills, MD Lance A. Pedigo, Williamsburg, VA Carl 0. Roberts, Lanham, MD

9 9 9 9 9 9

Reese C. Evans, Nags Head, NC

Thomas J. DeKornfeld, FPO, NY James S. Stephanoff, Woodstock, NY Vicki Vigorito, Buffalo, NY James Workman, FPO, NY

12 12 12 12

NOVICE RATINGS Name, City, State Merle T. Roberts, Electric City, WA David Zutz, Anchorage, AK

Region I I

John Aronson, Oakland, CA David E. Chilton, Truckee, CA Mark Keel, Mill Valley, CA James Klem, Olympic Valley, CA Paul Ogne, Santa Rosa, CA Linda Richardson, FPO San Francisco, CA Larry Schuermann, W. Truckee, CA Rob Spinnler, San Luis Obispo, CA Scott L. Weisman, Fresno, CA

2 2 2 2 2 2 2 2 2

Michael Bogdanowicz, Glendora, CA Patrick Borin, Gardena, CA David E. Cleve, Fontana, CA Robert A. Hicks, Baldwin Park, CA Rich Masters, Covina, CA Kenneth W. Means, Rosemead, CA Vincent Morales, San Clemente, CA David M. Stilley, Solona Beach, CA

3 3 3 3 3 3 3 3

Anthony C. Barton, Tucson, AZ Todd Christenson, Salt Lake City, UT Swami Prem Dhanesh, W. Sedona, AZ John Ebinger, Los Alamos, NM Jan M. Vandine, Mesa, AZ Michael S. Vandine, Mesa, AZ

4 4 4 4

Jean Agte, Moscow, ID Tim Major, Nampa, ID

4 4

Region

Name, City, State

Region

Daniel H. Demaree, Kill Devil Hills, NC Linda Harrison, Clemmons, NC \Y/. Charles Mayton, Birmingham, AL John Saari, Ooltewah, TN

10 10 10 10

10 10 10 10 10 10 10

Robert Rayow, Shrub Oak, NY

Sherry Bryles, Plano, TX Jimmy Dale Scarborough, Canyon, TX Henry Wise, Houston, TX

II II II

Michael Farrell, Sea Isle City, NJ Patrick Farrell, Sea Isle City, NJ Scott Gressitt, Mendham, NJ Collin Kinnish, Tenafly, NJ Dick Pfeiff, Little Ferry, NJ Loyd Ritter, Farmingdale, NY Anthony Spiecker, Lima William Van Husen, APO, NY

12 12 12 12 12 12 12 12

Name, City, State Craig Abbott, Fresno, CA Curtis Carrico, Chico, CA Richard W. Green, San Rafael, CA Richard E. Lopez, Carson City, NV James Mock, Tahoe City, CA RolfTschudi, Daly City, CA

James B. Nordle, Hooksett, NH

Willie A. Carr, Roanoke, VA Danette F. Hale, Ft. Myer, VA

9 9

Robert Austin, Valle Crucis, NC Jim Corey, Chattanooga, TN Richard Harris, Easley, SC Walter Preston, Statesville, NC Robert E. Seaman, Florence, AL Stephen Tedtone, Greenville, SC Peter Timmins, Pensacola, FL

Will Lanier, Alberta, Canada

Foreign

INTERMEDIATE RATINGS Name, City, State Gary Bortis, Orangevale, CA Ute Cheuvront, Fresno, CA James T. Cristiano, Los Gatos, CA Art McCarthy, San Jose, CA Robert Norris, Redding, CA Brian Scharp, Sebastopol, CA William Sheffield, San Francisco, CA Duane E. Taylor, Santa Rosa, CA Meryl Tall Chief, Sunnyvale, CA Ed Trujillo, San Francisco, CA Ken Woolley, Woodland, CA

Region

Brian Golden, Laguna Niguel, CA Allan L. Reaves, El Cajon, CA Arthur Simoneau, Hawthorne, CA Janet Takara, Oxnard, CA Mike Trozera, Del Mar, CA Dedy W. Widarso, Los Angeles, CA

3 3 3 3 3 3

Steve Ditter, Mesa, AZ

Michael L. New, Oklahoma City, OK

Peter B. Jahn, Corcoran, MN Jeffrey J. Stoll, Minneapolis, MN

Tom Condren, Southington, CT Kevin Gurskis, Weth, CT Bruce Ruscio, Natick, MA

8 8 8

Tom Allen, Hanover, PA Preston E. Amspacher, Biglerville, PA Brad A. Hays, Cockeysville, MD Nelson Lewis, Charlottesville, VA

9 9 9 9

2 2 2 2 2 2 2 2 2 2 2

Paul Alexander Lebrun, Ontario, Canada Rodney Nicholson, Ontario, Canada

Foreign Foreign

ADVANCED RATINGS Region

2 2 2 2 2 2

Neal Atkinson, Del Mar, CA Jean-Pierre Dumas, La Jolla, CA Paul Gach, San Diego, CA Laura Gilbert, Carlsbad, CA Colin H. Hansen, Woodland Hills, CA Fred Hinshaw, Crestline, CA Hunt Evans Johnsen, Honokaa, HI Harold Stephens, Monrovia, CA Dennis Yeomans, Canyon Country, CA

3 3 3 3 3 3 3 3 3

Bill Landis, Aspen, CO

Charles Cottingham, Wichita, KS Warren Flatte, Ft. Smith, AR

6 6

Doug Johnson, Duluth, MN

George Diperrio, Sterling, MA Tim Donovan, Claremont, NH James Mumford, W. Rutland, VT Kevin J. Regan, Beverly, MA Robin Seltzer, Kinnington, VT

8 8 8 8 8

Kevin Gross, Birmingham, AL

Diane Dandeneau, Houston, TX

Gregory Natke, Jamesville, NY

Enrico Santoro, Milan, Italy Gunther Schoeberl, Hornberg, Germany James Tait, Yukon, Canada

Foreign Foreign Foreign

BRONZE AW ARDS ISSUED WITH NOVICE RATINGS

John Aronson Dave Chilton Dave Allen Coy Andy Fawcett Kevin Peters David M. Stilley William H. Van Jusen Gary A. Vosters Scott Weisman

HANG GLIDING

OFFICIALS Region

Na me , City, State

EXAMINERS Mike Daily, Everett, WA David Bowen, Dunlap, CA

Vic Ayers, Aberdeen, MD Robert Beck, Tamaqua, PA Richard H ays, Timonium, MD

9 9 9

OBSERVERS Jack Anderson , Cameron Park, CA Scott Dockter, Sacramento, CA Jim Lynn, Watsonville, CA Mike Markley, Sacramento, CA Sharol Strickland, Santa Rosa, CA

2 2 2 2 2

Gayle Calvert, Sandy, UT

Hank Lawton, H ackett, AR Michael New, Oklahoma City, OK

6 6

Patrick Quillan, Walker, MI

Roger Ritenour, Charlottesville, VA

Michael Scheibe!, Bristol, TN Mike Wooten, Statesville, NC

10 10

Steve Bren ner, H ouston, TX

INSTRUCTORS Basic Larry Battai le, Nags H ead, NC

Steve Brenn er, H ou ston, T X

SPECIAL OBSER VERS John Smith, Lenior, NC

MARCH LILIENTHAL Bronze David Henly Arthur McCarthy

Silver Robert Knuckles David H en ly

Para Publishing Books by Dan Poynter Post Office Box 4232-314 Santa Barbara, Ca 93103 Telephone: (805) 968-7277

Send For FREE Brochu re MAY 1983

BACKGROUND

NEW METHOD VS OLD

Tom Dolsky built the first low-tension safe· ty winch in January '78. It differed from ex· isting winches in that it insured a constant line tension that was resettable exactly for every flight. With a similar winch I have made over 650 flights, over land, without one lockout. Tom and I detailed this first system in three articles in Glider Rider in 1979. Since then Denise (my wife) and I have spent over $2,500 improving this system. The winch evolved 3/8" from a 4-foot wide 400-lb. package line to a 24" x 24" x 24" 100-·pound device holding 3,000' of 1/8" polypro line. This winch had remote pneumatic controls AFTER operated by the driver. TRYING DONNELL HEWITT'S BRI· DLE SYSTEM, WE HAVE ABANDONED THE WINCH. HE HAS A BETTER IDEA. Donnell has a comprehensive set of instruc· tions which should enable anyone to learn to tow from scratch. These arc available from him at a very small cost. My purpose, here, is to outline my method of towing state of the art hang gliders to 2,000 feet AGL by pilots with at least a novice rating.

Illustrations A and B show the main dif· fcrence between the old and new method. When the pilot is turned by a gust or pilot er· ror so that he is cross to the apparent wind, the winch prevented lockouts by limiting line ten· sion to that which the pilot could overcome by brute force in the roll axis. The Hewitt bridle corrects this condition by using the pilot's weight to roll the glider to the proper direct ion automatically.

The Hewitt bridle puts 1/3 of the tension 16 inches forward of the glider C.G. and 2/3 of the pull on the pilot's body. See illustration C. A Schweizer glider release ties the bridle slide point to the rope. Next comes l 00 feet of l /4-inch polypro to absorb the recoil of a weak link break. The weak link can be mechanical (sec April '79 Glider Rider). ·rhis is the most reliable and repeatable. Next best is 12 inches of braided nylon string with a 150 pound

TOP: Pilot passes overhead hands of! (not recommended) demonstrating the sell-correcting nature of the Hewitt system. INSET: "Rocky Too" gravel-filled bucket being towed with l~ewitt bridle. ABOVE, LEFT AND RIGHT: Upper and lower bridle attachment. HANG GLIDING

breaking strength tied in a loop using a square, or a grapevine knot. This combination will break between 140 and l 70 pounds. The next 1,000 feet of rope is 1/8-inch polypro hollow braid. This will provide the proper amount of stretch to absorb wind gusts and car jerks and bumps. Last comes either 2,000 feet of 1/4-inch polypro or I use 2,000 feet of 1/16-inch Dupont Kevlar guy wire. The object is to prevent too much stretch, which we have found contributes to pilot induced pitch oscillation. It is much more efficient to climb in a smooth controlled manner. Mounted on the tow vehicle is some sort of scale that the driver uses to adjust the ground speed. See illustration D. Ours is a garage door spring mounted in a PVC pipe. A cable tied to the spring raises or lowers an indicator mounted in front of the driver. A hydraulic cylinder with a gauge could be used just as easily. The spring or gauge should indicate up to an actual 160 pound line tension. Once the upper limit is known, graduate the scale or gauge into l O or so parts. See illustration E. We still use a radio because it's so handy. to see a takeoff signal with 3,000 ft. of rope out is difficult but can be done with a flag man. Releasing is easier, if you tell the driver

1>1Lor "W '!<OPE PULLS

ro ROPE.

1'1 LOT

C/0° TO KO"PE,

6LibER. BASE

1Ul3E LEFT. GLIDER Rou... s TO T<-IGH-T, TrlEN

'i?.O'PE Pl.ILLS 'Pl LOT

LOCJ<_S OUT Ii=

'FOLLOWIN6 THE ROPE

GLl1)Ef{ ROLL.$ To LEFT,

'PULL 1

E.XCEEt>S °?IL01 S WEIGHT.

SMALL. CA12A131NER

Yi+" x 2" RIN6

SAiLJ:>LANE. RELl=ASE 0

1)..

AUTOMATI CA LL Y.

1/LI 11 13RAIDEl) NYLON

1oo' yt.t" i'OLY{}Ro T>QLYPRO

l<l?LEASE I.INE

, ....2.--3: TIE ALL COJ;at> AN"D LI NE LOOSEL:'! WIT!-1 RlAl3'"BEl2

BANDS

Common tow mistake, got wheels, got bridle, got radio-forgot to hook in.

to stop ahead of time with the radio. Otherwise you should pull in to slacken the rope and then release before the scale on the car drops. A reel to pick up the rope is a necessity if you use over 1000 feet of rope. The one pictured cost 20 dollars. Two used bicycle wheels, an old boat starter motor, a vcc belt and two bearings make up the reel. Use old parts, be creative. The basic idea is to reduce the starter rpm (2,000) to approximately 150-200 rpm reel speed. This reel pulls in l ,000 feet of line per minute. You should have wheels on your bar for all takcoffa at first and for any made with less than five mph wind speed. MAY 1983

·6·

k E ...

·b

.,. f

'POLYPR.0

·row LIKE AlTACHMEN"t

C ..

I bO

INbtCATbR. AN]) CAELB

I b. GA'AAGE 'DOOR SPR.lNG

E .. 2" PVC PIPE.

SCALE: ON FR.ONT CAR_ f<!ACK

good driver will not start if the glider is not level. The driver should accelerate quickly in light wind until the glider leaves the ground. In high winds the car can start slowly. The driver can increase the scale reading as the line angle increases up to the maximum for that pilot-glider combo. The observer, if used, should say nothing unless he feels the pilot is out of control. Experience shows that an observer is usually wrong. After the pilot releases, the line can be taken off the scale and rewound.

FtGURE.

'10/

MAKE IT EASY

WHEN LIN~ TEN;\Ql'I

TOWING First hook up the bridle. The single line goes to the keel loop 16 inches in front of the C.G. The double line goes under the bar and ties to the loop at the pilot's waist. After the driver signals he is ready the pilot either calls "ready, go" into the radio, or has a flag man signal the tow car. The takeoff is the easiest part of the flight. Simply hold the glider neutral, pointed straight into the wind. Let the tow line pull you before you start running down the road. A straight wind will let you fly down the road. A cross wind launch is easy if you keep the glider pointed into the apparent wind. Once in the air, you should use the rope to see the apparent wind. As the rope bows in the middle, fly the glider in the direction needed to straighten the rope. At no time during the takeoff or flight should you push out. If your glider is tuned it will need no pitch input except to release without a radio. Pushing out will break the weak link. Breaking the weak link in the trimmed position is not a problem. The nose will drop after the climb stops without pitch input and flight continues as a glider. In smooth stable air the climb should be held at 500 feet per minute. Take a flight cautiously with the vario showing 500 fpm. If, after release, your sink rate shows to be normal 200-250, pu can then use your scale reading for all flights. This will differ for each pilot-glider combination. Also, this should be your next tow tension. If you try to always use your vario you can get into trouble. Suppose you're towing through 500 fpm sink. If the car speeds up to make your vario say 500 fpm your actual climb through the air will be 1,000 fpm and you will have no safety margin. Also, depending on your weight, the weak link

l',0 lbs.

will break. So, towing through thermals, sometimes your vario might say O fpm or maybe 1,000 fpm with the scale setting and line tension staying the same. Never use an observer to set car speed, only the scale. An observer cannot see signals 3,000 feet away. After release throw the release into the flying wire junction on the downtube. The only problem some mountain pilots have is that they forget how much gradient there is over flat terrain. Some have tried low 360's and stuck a tip halfway around. The gradient can be as much as 20 mph at 50 feet above the ground.

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DRIVING The driver is very important. He must be precise in his driving, level headed and methodical. After paying out the needed line it must be tied with a slip knot to the scale. After this is done the driver can signal to the pilot that everything is set. The pilot should say "ready, go" to the radio or flagman. Without a proper signal, the driver should not start. A

Never let the rope angle to the road exceed 45 degrees. Higher than that, the pull down exceeds the pull forward. If you want to go higher use a longer rope. Keep the angle below 30 degrees on first flights. See chart for maximum altitude at given rope lengths. Check the other chart for maximum rope lengths on a one-mile road in varying wind speeds. ANY FOOL CAN KILL HIMSELF. MANY DO. I was reluctant to write this article at first for many reasons. Although Denise and I have completed over 800 tow flights without pilot or equipment injury, we know of people who hurt themselves the first time they towed. Beware high time pilots. A few of you know it all, and have the hardest time towing. Other pilots will try it without the proper release or scale or procedure and will hurt themselves or others. You wouldn't fly without your harness, or battens. You wouldn't hook in on your nose plate. So for God's sake do this right with the proper equipment. If you don't, Doug Hildreth's report will be longer next year. This is easy, if you screw it up it's because your head is up your ass. For those of you who do want to do it right, I will answer specific questions at (405) 363-5189 between 6 PM and 7 PM central time. Also, I will help pilots in groups of four or fewer here at Kildare, Oklahoma free of charge. You will have to bring a driver to train, wheels for your glider, a bridle, and preferably C.B. radios. ~

OPPOSITE, CLOCKWISE FROM UPPER LEFT: Driver's view of tow tension indicator. - Tow car with glider racks, reel, scale (spring in white plastic pipe}. - Eighth-inch tow line to weak link to '/•" leader. Note no rings. - Easy light cross wind takeoff. Note. pilot waving. - Bridle with release. Close up of take,up winch. - Ninety-degree cross wind takeoff demonstrates versatility of this tow technique.

HANG GLIDING

February, when most of the country is suf· fering under the ravages of winter, is the time for thought and discussion about our sport of hang gliding. Ideas which lay dormant in the rush of the flying season have lime to grow and mature. Such an idea is towing. Seeds that have been sown in the past through independent efforts and distributed through our publications in the form of letters and articles are now sprouting in the minds of many pilots. Wills Wing provided the fertile ground with their dealer seminar for '83. Dealers from across the country came together in a forum to learn and exchange ideas. One of these ideas is Skyting, a new way to attach a rope to a flex wing glider to tow it aloft. The Skyting system centers around a bridle which appears to have eliminated the "lockout" phenomenon. By pulling from the "center of mass" of the glider and pilot instead of from the control bar, the system simulates gravity. The pilot retains full and normal control over both pitch and roll, at least in theory. I came from Chattanooga with the idea t\1at this bridle could be used to tow nex wings behind ultralights but I was still in the gearing-up phase of my efforts. I had studied the Skyting literature and bridle from Donnell Hewitt and produced my own bridle with an alternate release system. I brought these to the seminar to show and discuss with other pilots and dealers. In Chattanooga, a center for Eastern U.S. hang gliding, I had already found great interest and good reports from pilots with experience in using this bridle system. Even the arch-conservative Florida gang was showing interest. During breaks and in the evening after seminar business, I brnachcd the subject with many of the other dealers. Rather than resistance or the skeptisism I expected to have to overcome, I found that the mood was com· plctely open and ripe for action. In fact, Mark from Kitty Hawk Kites was there and had already been doing some towing with the system. And there were others with towing ex· pcriencc such as M.ichacl Robertson from High Perspective, in Canada. The logic oft he "center of mass" bridle sells itself. When I explained the concern to Rich Pfeiffer and Roger McCracken, they were ready for me. Towing had already appcalcd to them and they had gone so far as to acquire a truck-mounted winch. Pfeiffer wants 200 miles and his reasoning is that it will happen over flat land. You have to stan early to get in the eight hours it will take. Mountain launches have to be critically timed to get off early as soon as it's soarablc, but you risk burning out and wasting time. Roger secs the same advantage for his test flying program. We decided to go for it as soon as the seminar was over and invited the other dealers to come out and watch and/or participate, hoping that their would contribute to the cf· fort. It was decided that we would meet at sun 24

Climb-out on a sm::cessful tow.

up (groan) at Lake Elsinore on Tuesday, February 15. Talk about deja vu. We had all seen the unveiling of the artwork by Roel Staffi.1rd for the new Wills ad. That was the drive to Elsinore captured perfectly and my cxpecta· tions were riding high. As the sun came up over the sand Oats, we began setting up the equipment. We were extremely fortunate to have Michael Robertson's expertise on the winch to get us started and Mark Aircy was to be our initial test pilot as he was experienced with the Skyting bridle. Attachment points for the bridle were secured to the keel and Mark's harness and he elected to use Donnell's bridle as he was used to it. We would try mine later. The first few flights were unimpressive and a couple were aborted by release misadjust· ment. The bridle is designed such that when the lower release is activated, the top release is tripped by an auto release line. The length of this line is therefore critical. Rich, Roger, myself and some others felt and expressed

some doubt as this point but as our truck and winch crew got their act together and the bridle adjustments were made, we started seeing good smooth climb outs and pilots landing with big grins on their faces. Phil Lee had gotten a turn by now and he was ecstatic. Rich decided it was his tum so we rigged his Bullctman and up he went. After that there was a continuous stream of flights made from 600 to 1,100 feet and pilots landing with grins, muttering about "cake." We had switched bridles when Rich flew because he and Roger liked my three-ring releases better than Donnell's. Some thirty 11ights were miide during the day. We used a 187 Harrier I and Betty Moyer's 147 Harrier. I hung back, adjusting harnesses and bridles and observing the tow truck in action, until most of the others had flown at least once and decided it was my turn. I crowded to the head of the line. The wind was light all during the day and was at max about seven mph. I was nervous mainly about the start. The climb outs were, to me, very steep in many cases, and felt that way to me as HANG GLIDING

A little enthusiasm on tha way back for 1mother tow. I went up but that phase was over quickly. I mood of confidence which ultimately led to a got into my cocoon and soon found the top bri· die in my way as the tow angle steepened so I manually released the top line. My only con· cern then was the oscillation in yaw that I could not seem to dampen out. This was exas previous pilots had noted it and Donnell had reported this in his later ex· pcrience with high aspect gliders. I estimated my altitude at 1,000 feet as the truck stopped and I let go the lower release from my harness. I am convinced that the lockout phenome· non docs not occur in this system so long as rhe

bridle never touches the fzying wires or conrrol bar. The oscillations we experienced in yaw sometimes exceeded 45 from the direc· tion of tow but always tended to reverse themselves. The pilot's overcontrol was the element that aggravated them. I was annoyed and embarrassed but never threatened by these oscillations. Pitch control was, however, not what I had expected. The bridle makes a pulley system such that the tow force is divided between the center of the glider's mass and the pilot. 'fhe bridle line runs from a release at the keel just ahead of the heart bolt, through a ring (tied to the tow ripe), to (and through) a ring at the release on the pilot's waistband and back to the apex ring where it is tied to the tow rope. This forms a 2 to 1 mechanical advantage which preserves the pilot's pitch aut.hority in theory. The problem comes with the clrnriging geometry of the bridle when towed from a surface vehicle. It is necessary to route the lower bridle below the control bar base tube to achieve a higher tow. In the initial stages of tow-up this has a tendency to pull the base tube forward, increasing the climb angle. The slower the tow, the less this is apparently a problem. In the case of an aero tow behind an ultralight, the lower bridle could be above the base tube as the glider would always he towed straight ahead, and pitch cornrol would be preserved. As the day went on, there was an increasing

rather end to the day's flying. It seemed to me and some others that the climb angle was steeper than desirable but everything was working so far. Matt Wagner observed some flights and expressed concern over the possibility of a tow line failure at extreme attitudes. His counsel, based on exnenr'nrP. provided prophetic within minutes. In our eagerness to accommodate everyone who wanted to try the system, we were constantly changing harnesses and lower release attachment points. When Howard Haig's turn came, the auto release line to the top release had become too short for the harness which he had borrowed. Something of a carnival atmosphere was prevailing as more and more people arrived. The UP Arrow came gliding in from a tow-up by an MX. There was even a Nomad ultralight there whose owner wanted a tow on our winch. As Howard's flight began, I noticed what I thought to be one of the steeper climb angles of the day, however, conditions had not changed much and the truck crew throught that things on their encl had not changed. At about 75 feet the upper release tripped and allowed an even steeper climb and as momentum carried him up another 25 feet, the upper

ring on the bridle slammed into the apex ring, shearing the perlon rope and bending the The bridle thus became detached, leaving Howard at l 00 feet with his keel vertical and zero airspeed. What happened next was predictable. By most accounts, Howard pulled in hard. The 187 Harrier rotated through and tumbled. When it went over on its back, Ffoward lost the control bar. In the second ro1ation, he went frir his chute in the most grnphic demonstration of the Right Stuff I have ever witnessed. The glider failed in the third rotation. The sail split from trailing to double surface on the lcfr and the right leading edge failed, causing the glider to fall off on the !cf\ and hit the ground on the wing tip. It is to his credit that the chute of that borrowed harness hit the ground first! Howard hit hard on his lcfr side and was unconscious when we reach· eel him. He revived after about two minutes and is recovering with a broken lcfr fcmul'. After a lot of thought, the consensus seems to be that human factors accounted for Howard's accident and no fault can be al1ributecl to the Donnell system, though what we learned that day will certainly lead to im· provements in both systems, human and mechanical. It should be made very clear that what we did was not as that term applies to a system defined by Donnell Hewitt's Skyting criteria. These are guidelines 10 assure wbile towing. They arc available in the "Skyting" publications along with a wealth of experience published by Donnell. If you tow or are considering towing you owe it to yourselves to take advantage of this information. Had we observed all, instead of some of the eight criteria, our experience would have been more pleasant. As it is we arc shocked into a sense of cautious optimism. I am convinced that the "lockout" is history and that the era of towing and 11atlarnl Hying is at hand. /1.s Rich Pfeiffor says, "I'm tired of driving up mountains." For more information on SKYTING, con .. tact Donnell Hewitt at: 315 N. Wanda, Kingsville, TX 78363.

Rob Kells rolls off.

WALT

DODGE PART V OF VI Well, our hero Grebs, who was sucked into a cloud and emerged two thousands years in the future, has been learning about society in this brave new world. In addition he has learned that the sport of hang gliding has not only survived but that pilots in this era soar solar winds around the planets. We last left Grebs on a solar wind flight tandem with Rob, in the vicinity of Mars.

Out they flew and as Mars got bigger it became more apparent that Rob was correct in his heading to intersect with the "Angry Red Planet" of ancient legend. As they swung around, utilizing the magnetic pull to sling them back toward Earth, their pass over Mars was quite low. Rob pointed out some interesting landmarks and cities of one kind or another. Grebs saw the area that for thousands of years was thought to have been canals and wasn't, the famed polar ice cap, Olympus Mons, that giant volcano four hundred miles across reaching twenty-five miles into the Martian sky, and last but not least, Vallis Marineris, a canyon three thousand miles long, five miles deep and one hundred miles wide, with fingers extending off it that were larger than the Grand Canyon. As the orbit swung them around once again Rob pushed out and they began heading for home. Grebs searched his emotions. The planet they were now flying away from was really no stranger than the one millions of miles away, that he thought of as home. Both seemed so

unknown and remote. The real home he knew hadn't existed for thousands of years. He looked at Rob and then at Todd flying just off their left wing, and wondered how long it would take to get used to the brave new world, that has such people in it. "Rob! Grebs! Todd! Come in you guys. This is Mark. We got problems." The abrupt interruption of Grebs' thoughts startled him a bit, and since soaring through outer space in a solar wind glider was something new to him, the expression 'we got problems' had a special air of foreboding. "What's up, Mark?" Rob responded. "One of the pilots got himself into some hot water and we have got to help if at all possible. You guys are the closest so your elected." "Like I told you Grebs," remarked Rob, "every now and then some lover gets into trouble. We can usually get him out, but it sure is a pain. "What are the details Mark? Who and where?" "Helen, on Phoebus," was the reply from Mark that brought groans from both Todd and Rob in unison. "What did the clown do this time," asked Todd. "She decided to do a little touch and go practice on Phoebus, and you know how much that government loves us," Mark said sarcastically. "Well, she chose the capitol courtyard and they got her before she reached interplanetary free-space. "They confiscated her glider, of course, and · she's being held on The Wall." "The Wall?" broke in Todd. "That's just great. I don't suppose they're in a mood to negotiate release?" "No way," answered Mark. "The Parkier wants to make an example of her." "Maybe we should let him." "OK, Mark," said Rob. "We'll talk it over and get back to you. Sit tight." "Isn't Helen the beauty I met when she landed?" asked Grebs. "That's the one," exclaimed Rob. "She's beautiful, but crazy." "What's a Parkier?" "A sort of king or dictator. The Parkier has

a governing body of people he has to answer to, but usually does as he pleases." "I'm in this with you guys," exclaimed Grebs wishing he weren't. "So I'll help however I can. Fill me in on the details. What's The Wall?" "Our real problem," remarked Rob. "It's a wall that's quite narrow and long, and about six hundred feet high. Totally unguarded because that old buzzard knows it is impossible for us to land on." "Why is it impossible?" asks Grebs. "I thought these things could do anything." "The one thing we still have to do is land directly into the wind with a decent approach. The Wall runs exactly perpendicular to the Phoebus winds, which never switch." "Now I see your problem," said Grebs. "Our problem," Todd reminded him. "Can Mark show me a map of The Wall and the surrounding area?" "Sure, but you can't climb it. The surface is completely smooth. "Mark, put the scan of The Wall area on the screen, will you?" Rob requested after reestablishing communication with him. When the image appeared, Grebs scrutinized it very carefully. The Wall ran right down the base of a mountain range. The mountains weren't very high, but quite steep. Suddenly 'bingo.' The revelation came to Grebs. "Give me a wind direction and speed, Mark." Just as he'd asked the screen indicated the details, and the solution was there. "Can our transmissions be picked up on Phoebus?" asked Grebs. "Not if we scramble," was Rob's reply. "Good. Mark, scramble all transmissions from this point on." "Go ahead Mark," said Rob. "Sounds like Grebs is onto something." "OK," answered Mark. "It's done.'' Rob looked over to Grebs. "I hope you know what you're doing. The situation looks almost hopeless." "Not at all," came back Grebs. "Just a little twentieth century 'go for its' that you guys have forgotten all about. Scarey, yes. But not hopeless. Stick around and watch the master at HANG GLIDING

work." "When he'starts talking like that," remarked Todd, "then I start getting scared." "I suggest," exclaimed Grebs, now in apparent control of the situation, "that we turn these babies around and make a direct heading for Phoebus. "I'll explain on the way." "My god," exclaimed Todd. "We've created a monster." As they banked the gliders around and pushed out hard for maximum speed, Grebs began laying out his plan of attack. When he'd finished, Todd remarked that he thought Grebs had flipped his cookies, and was suffering from some kind of space lunacy. "Didn't you say Mark could beam my glider to those coordinates?" asked Grebs defending his decision. "Yes, of course he can, but ... " His 'but' was broken by Grebs. "Unless you have a better idea, I say we do it." "It's your neck," conceded Rob. "Go for it." Upon arrival at Phoebus, they landed in the mountains behind The Wall and beyond any possible detection. Grebs was too busy scouting the countryside with his eyes to even notice how Rob landed the glider. He had made a boast about being able to perform a trick, in order to accomplish the rescue, that hadn't been seen on Earth for almost two thousand years, and he was looking around for any factors that could substantiate that boast.

MAY 1983

After unhooking from the glider and stepping away from it, Grebs reached up and touched the release button on his helmet. The telltale popping of his ears occurred before he tried to lift it off. "I'm a little surprised," he said to Todd, "that there is an atmosphere at all, let alone a breathable one." "When Phoebus was first settled," began Todd, "it was barren and had no atmosphere. This air you breathe is generated from a large underground plant that removes the necessary gasses from the interior of the planet and sends them to the surface. The gasses don't escape due to the forcefield surrounding the planet. Once the atmosphere was established and the cycle of life began, mother nature took over and presto. One living planet." "Magnificent," exlaimed Grebs. "Phoebus is a great place to visit, too," said Rob. "I come here a lot for vacation. Just don't let them know you're a pilot." "What's wrong with what we do?" asked Grebs. "Nothing," answered Rob. "Except that the Parkier's son took it up. Fell in love with the sport, and renounced his duties for flying." "Time really doesn't change a thing," said Grebs half to himself. "Just places and methods." "What's that supposed to mean?" asked Todd. "Back in my day a hang glider pilot was

called an 'air junky,' who had to have his periodic fix of flight or else. Wives, families, even careers took a back seat with some." "It can happen," remarked Rob. "We experience things no one else can. Therefore they can never understand why we are the way we are." The conversation was interrupted by a rich green glowing of the ground off to their left. The green changed to gold, then it seemed all the colors of the spectrum were pulled into the small space. Grebs jumped back and ran behind a tree, much to the amusement of Todd and Rob, who didn't even flinch. "It's your glider, sport," remarked Todd. "Huh? Oh yeah, I can see it is," said Grebs as he looked from behind the tree to where the glowing had been. There on the ground, was his glider. It was still set up. Probably because no one had known how to tear it down. His harness and helmet were lying next to it. "Good," declared Grebs, back in control. "Now let's see that Wall." As they walked to the windward side of the hill, Grebs saw this forbidden structure that seemed to be the bone of contention for the rescue attempt. It was beautiful. Grebs thought it might have been made of a bluish colored glass or something. It extended for as far as the eye could see in both directions. On the top it was flat with a parapet wall about three feet high on both sides. The wall itself was not straight up on the sides, but curved as though it was smoothed out to blend with the ground at the base. "Perfect," said Grebs. "Absolutely perfect. His own ingenuity will be the defeat of him. Let's get the glider." As Todd and Rob went back to get the glider, Grebs continued to reconnoiter the area. The place he was standing on was as good a takeoff as any and would allow for a safe top landing. He was about a thousand feet above The Wall and five hundred yards from it. The wind was just as it was indicated. A steady twenty-five. "Now for the subject," thought Grebs. "Ah, there she is." He saw a lone figure walking back and forth on the top of the wall. Then the sudden flash of blonde hair in the wind confirmed it had to be her. "If that isn't Helen," he thought, "this could turn out to be really embarrassing." The guys had brought the glider up. Grebs flight checked it, very carefully considering all it had gone through, not to mention the transport beam. "Everything's OK," said Grebs at last. "Well, here goes." He put on his harness and helmet and hooked in. Rob held the glider nose, as he worked it to the front of the takeoff. Grebs described to Rob what to do. "Let the

wing fly in the wind. Just be sure the nose isn't tossed up. When I say "go" let me have control and drop under my left flying wire. I'll probably go almost straight up, so don't worry about getting hit." "My getting hit is the least of my worries," said Rob. "This is crazy. This thing is unstable and unsafe." "You think these are unsafe. You should have seen the originals. We called them 'standards,' " replied Grebs. "Nobody knows how we lived through that era. Enough about that. Come on, let's get Helen." On cue Rob released the wires. Grebs shot into the air as smooth as silk and headed out toward the lone figure on the wall. Grebs couldn't believe the smoothness. "There's something to be said about a wind with no gusts and no lulls," thought Grebs as he pulled in on the control bar penetrating Out.

It was Helen in fact, much to his relief. When he yelled down at her, she. was so startled she almost jumped off the wall. As he inched his way down in the lift band caused by the smooth surface of the wall, he got to about fifty feet above her before he realized she kept moving beneath him in her excitement. "Get out of the way," he yelled, "and let me land." As he pitched the glider to the proper angle of attack to the velocity of the lift, he slowly sank the remaining distance and touched down lightly on the top of the wall. "I didn't know these things could go straight down like that," yelled Helen as she ran up him. "They go straight up too," replied Grebs as he lowered the nose so the wind wouldn't blow the glider over and strand both of them. "Come here. We're going for a ride." "I'm not riding in that thing. It's unsafe." "Unsafe!" yelled Grebs. "First off, it's perfectly safe. And secondly, it's the only game in town, so come here." Helen shut up and walked over. Grebs tied her to him so she would be hugging his back inside the lines of his harness. It wasn't the safest way to travel, but like he told Helen, "If you're starving to death, don't complain if the bread you're given isn't fresh today." He showed her the proper method of tandem flight in his type of glider. When they were ready, he hooked in. Moving the glider to the edge of the wall was a real trick. With no help from a wireman and a beautiful girl strapped tightly to his back, Grebs wondered how he got mixed up in this mess. "Oh well," he thought. "Anything for a pretty face." As they approached the edge of the wall the ground handling became a bit rough. Grebs knew that if the wind weren't as steady as it was, this might be far more difficult if not impossible. At the edge he stood on the control bar base tube and pointed the nose of the 30

glider over the edge and down. The wind under the sail was almost more. than Grebs could hold. "Now remember," instructed Grebs. "Don't fight me. No run, just lean with me into the wind. When the glider lifts off, relax and let me do the flying." "I've done a lot of tandem flying Grebs,'' remarked Helen. "I'm sure you have,'' replied Grebs. "But not in one of these and not with me. So, as far as I'm concerned you're a beginner. Understand?" "Yes. Let's go, hero." Grebs would have liked to have made a remark about that last bit, except his eye suddenly caught a glimpse ofa lot of men running into The Wall at the bottom. "Unguarded, huh? Who are those guys?" screamed Grebs, rather upset at this new little development. "Someone must have been watching?" replied Helen. "That is an understatement. Hold on. We're getting the hell out of here." With that he picked up the control bar and fell into the upsurging lift that propelled his glider, Helen and himself up into the air at about five hundred feet per minute. By the time the would-be thwarters of this rescue attempt reached the top of The Wall, Grebs was more than a grand above and working his way back up the mountain to his waiting friends. After gaining the necessary altitude for a proper top landing approach, he swung the glider around and flew downwind over the landing area previously chosen. Rob was there waiting and obviously cheering. A quick turn into the wind, a proper approach and a good flare put both pilot and passenger safely on the ground. "Can I talk now?" asked Helen. "Of course," replied Grebs, just realizing she hadn't said a single word during the entire flight. "You're magnificent," she screamed throwing her arms around him and giving him a very big and juicy kiss that took more wind out of his sail than five sail inversions.in a row. As they broke apart, they" noticed Rob running up to them followed by Todd and another man. He was much. smaller. About five-six, Grebs estimated, and quite round. "Hey Grebs," Rob yelled. "Congratulations, you did it. There's someone who wants to meet you." The short, round man stepped forward. He looked to be about fifty and as jolly as a man as Grebs had ever seen. "When do I get my turn," he said. "Grebs," broke in Rob, "may I introduce the Parkier." "How do you .... " Grebs suddenly realized who he was meeting. "Did you say, 'Parkier?!"' "Yes he did," said the little man. "Those

gliders that sail around space don't do a thing for me or my people. But this thing you have looks like fun." "Aren't you mad at my stealing your prisoner," asked Grebs a little dumbfounded. "Heavens no. Prisoners are so terribly expensive to keep. I only outlawed the gliders because I think they're silly and the pilots keep taunting me with them. But this thing of yours is wonderful. To be able to ride our winds and sail our skies. We're quite proud of our planet, you see." "Yes, I do," replied Grebs. "If you could build me one and send an instructor to teach, I'll make you the official Parkier's guest anytime you're in the neighborhood." As he elbowed Grebs in the ribs and with a wink in his eye, he added, "There's a lot of hot stuff around here kiddo." Grebs and the others broke into laughter and shook hands consummating the deal. After the glider was torn down, Grebs had it transported back to Mark so they could begin construction on the duplicate. The foursome were then treated to a banquet and a night of sights and sounds tnat Grebs was sure he could never top anywhere in the universe. The next morning, with tired eyes and a bit of reluctance, the foursome hooked into their gliders and circled upward into space on the return voyage home. Helen was teamed with Todd. It was only appropriate. They were both crazy. Continued next month ...

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(301) 695-2080 HANG GLIDING

DESIGNING YOUR OWN GLIDER ..... Part III © 1983 by Dennis Pagen This was supposed to be the last article in this design series. However, since the March installment, I have received stacks of letters and a year's supply of phone calls falling into two categories: the parties are either nonplussed to think that I would suggest that pilots scrounge tubes, wire and dacron and build their own gliders, or they are pilots begging for more information concerning how they can get started ,)n their personal ultimate glider designs. I should have known, I can never broach a controversial subject and get off easy. So here it :s: my best effort at summarizing the somewhat arcane art of hang glider design with a i.trong emphasis on safety. Before we embark on our arduous task, however, it is time 'or a thousand apologies. My blood sugar was :eally running low when I wrote the February article and I made a few faux pas. I identified Tom Peghiny's ultralight design as the Swallow when, in fact, it was the Swift. Oh well, I got the first two letters right, and, Tom is still my friend. Worse yet, I failed to give credit where credit is due. It seems that Bill Blood of Lowell, Massachusetts is responsible for arranging for those incredible graphite spars we used on the Accipiter. Bill engineered a very successful graphite airframe for a Sensor 210 three years ago and has quite a bit of experience w :irking with the stuff. He tests the flex and strength properties of aluminum spars and duplicates these in graphite. My apologies to both Tom and Bill.

and materials. Spend your time working out handling, airfoil and washout refinements and you will gain the needed experience for constructing your futuristic designs later. Remember, you must crawl before you can fly. Note, I did not say copy existing designs. I have a real dislike for the act of blueprinting designs, even if it's a one-shot deal. If you don't have some worthwhile change to make, I suggest you buy the original design. If you simply want to make add-ons, why not buy a used glider and modify it? The cost is less in

THE OVERALL PLAN There are many n asons for designing and building your own ;,;lider, including saving money, learning aircraft construction and the self-satisfaction of creativity. And, of course, most designers hoi;e to improve on the performance of the commercially available gliders. Unfortunately, performance is as sought after but elus:ve as the Holy Grail or the G spot, so only those with insight, experience and devine guidance should expect much success. My advice to a first time designer/builder is to stay within the bounds of the current designs in terms of planform MAY 1983

FIG.

the long run. Now, before I get another flurry of correspondence, let me warn would-be modifiers that most manufacturers have played extensively with their gliders to max out performance. There's probably little you can do to their designs (other than tuning) to enhance performance. In addition, installing flaps or other control systems may render the glider dangerously unstable. So, the whole argument concludes: build your own, using to-

day's state of the art gliders for guidelines but don't copy them directly or you will be accomplishing nothing. Of course, most successful designs are inspired by previous designs, so take what you need, but, combine it in a new manner. Best of luck. A very legitimate reason for "building your own" is to get the design you want in the size you want. If you weigh yourself in grams or tons, you may find it hard to get a perfect fit in gliders. Also, you may fall between the sizes of your "ideal" glider. So, you choose to size a design down or up. It is not advisable to merely expand or shrink a design as if blowing it up or reducing it in a projector. Years of experience have shown that the flight characteristics of a shrunken glider are very poor, similar to the personality changes characteristic of a shrunken head. The best plan is to shrink or expand a design by adding to the root section as shown in figure I. This overcomes most of the effects of scale which cause problems due to Reynolds numbers and material stiffness. If you look at manufacturers' specifications, you will see that in most designs the aspect ratio is lower in the smaller sizes. This is a result of removing a slice at the root to make a smaller wing. Remember, when you are scaling up or down to use wing loading. For example, if you feel 1.3 pounds per square foot is right for you, figure out what area will give you this wing loading (be sure to add the glider's weight to your weight and allow 2 to 3 pounds change in glider weight for every 10 square feet of area added or subtracted). Once this new area is found, find out what percentage of the original it is. Now change all linear measurements of the original glider by the square root of this percentage and you will have a glider in your chosen size. The reason that we use the square root is that area is a square measure while tubing and wire lengths are not. If you did not take this square root, you would wind up with the wrong area and be left to wonder why the dang thang don't fly. As mentioned earlier, reducing the root area by the desired amount is a better method if the change is great (say 20 square feet or more). 31

Shakespeare wrote, "And all our yesterdays have lighted fools the way to dusty death." In like manner, I expect my advice to keep it simple will be for naught, so let's plunge ahead and work on our plans no matter how exotic. Once you have decided on a size, pick a nose angle. Most high performance gliders range from 120 to 135 degrees between the sweptback leading edges (nose angle). If you use a wider nose angle you had better concern yourself with washout control devices (see the March article), some means of maintaining your stability (a vertical fin) and an alternate means of achieving pitch stability (defined tips lose their effectiveness as sweep is reduced). Permanently held reflex over a large area is about the only pitch stability solution for a flex wing design of very little sweep. Reflexed battens and reflex bridles are suggested here. Theoretically, the wider your nose angle, the better performance you should get, especially at the low end of the speed range. However, with a flexible sail, it is harder to control washout as the nose angle increases so there is a point of maximum efficiency depending on sail tightness and area distribution. Suffice it to say that without some tricks your hopes probably won't be realized if you stray from the standard nose angle range. So, you make the big decision and select a nose angle. Lay this out on paper (the larger the better) by drawing in the leading edge lines. Work with the top view of the entire glider for now. Later on as you gain experience at visualizing planforms, you can work with only one side of the sail. Next, select an aspect ratio. Resist the primordial urge to indulge in aspect ratio and keep it under seven for reasons explained in the March piece.

figure 2). This is for maximum efficiency and handling ease as well as tip stall prevention. Do not allow too much tip area to be roached. Roach is the area beyond an imaginary line drawn from the leading edge tip to the rear of the root chord. This represents unsupported area and only the tension of the sail acting on the battens through the root to tip line holds down washout in the roached area. Also, do not incorporate any sharp angles in your trailing edge (stress points) and make all curves as gradual as possible. It should tickle you to know that almost any planform will fly. However, if you go too far beyond the above guidelines you had better be very clever or you will court disaster in the form of dismal performance and/or instability. Is your calculator warmed up? If so, divide one side of your planform into as many rectangles and neat triangles as you can and using the scale you have chosen, measure the sides of the rectangles and triangles to find the area. Obviously it helps to chose a convenient scale such as I inch equals I foot. An engineer's triangular (in cross-section) ruler with inches marked in tenths or twelfths is useful here. I won't insult your intelligence by giving you the formula for the area of a rectangle or triangle, but after you figure out all the areas, add them up and multiply by two (two sides to the wing, remember?). Did you come out anywhere near your chosen area? If so, make little adjustments here and there to shave or add a tad of sail area to get it right (a couple square feet shouldn't make much difference). If not, you may have to add or cut a slice from the entire trailing edge. Be cautious of changing your tip to root relationship too drastically. By now, you may have decided to can this whole design business and go draw a loan from the bank and buy a glider rather than continue to draw plans. If you are still with us, however, praise Allah, for the next part is more fun. Grab yourself a sandwich (keep the mayonnaise off the paper) and settle down for some airframe design.

THE BARE BONES I am not going to tell you how to cut, cradle, deburr, bush and bore tubing. Suffice it to say that you must take great care to bevel the edges of your tubes when they are used as sleeves and bevel the edges of your holes to relieve stresses. Sleeve places where bolts go through the leading edge and keel. Be very careful to drill all holes perpendicular and centered on the tube. This is next to impossible without a jig of some sort. You can make jigs out of wood (the commercially available ones are only justified if you plan more than one design). Another alternative is to take a strip of paper 1 to Jlh inches wide and wrap it around your tube in a spiral. Put a mark across the seam (where the paper meets) at some point as shown in figure 3. Now, lay the paper flat and draw a diagonal from one mark to the other. Divide this diagonal exactly in half as shown. This is a simple measuring device that will give you straight holes every time (although it's a little less convenient than a normal jig). To use this paper jig, decide where you want your bolt hole to fall, wrap the paper around the tube so that the original marks coincide with the hole position on one side of the tube. The half way point on the diagonal will give you the precise point to make the hole on the opposite side of the tube. Use a center punch and drill each wall from the outside in. I first saw this idea in a club newsletter and I am sorry but I can't recall who invented it. I have used this method and it works. Now after that short course on tubing preparation, here's a short one on glider stresses: The big problem when designing airframes is knowing what the load distribution is in flight. It is difficult to test pressures on a membrane wing, and our varied washout patterns only complicate matters. Let me give you a few basic principles. If a wing has a uniform angle of attack and camber along its span (no washout, identical airfoil), and we neglect the

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FIG. 2. Now we come to the hard part, although this should tax your calculator, not your brain. Recall the formula: Aspect ratio = span 2 /area and solve for the span using the area you have chosen. Select a suitable scale, then with this span marked on your leading edges (remember, span is measured from tip to tip), lay out the most beautiful trailing edge you can dream up. Follow these guidelines: the root chord should be 2 to 21h times the tip chord (see

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spanwise flow, the load at each station along a wing will be proportional to the chord length at that station. In addition, discontinuities will be smoothed out so that even a rectangular wing will exhibit a somewhat elliptical load distribution. Our wings experience considerable washout, sweep, spanwise flow and variation of camber high point as we move from root to tip. Thus, it's anybody's guess as to the load distribution on a typical hang glider wing. My guess is shown in figure 4. Note that sweepback inf<.E /'v<- VIE: W OF LOAD Dl.::5"T'P./BU77oN ( P-IG-Hr WING)

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FIG: 4 creases tip loading while washout and spanwise flow reduce it. The more efficient a wing is, the more it will load the tips. With a supposed load distribution, we can calculate the load at each point, apply a good dose of vector analysis, Euler's formulas (pronounced oiler's), and elbow grease and come up with a good guess of what size and strength to make our tubing. In truth, most designers rely on experience and a test vehicle to design their airframes. As long as it passes the HGMA requirements it should be strong enough. For the purposes of a home designer, I suggest you use conventional standard tubes and construction, then alter the strength where needed during structural testing. However, if you are going for an unconventional shape, I feel a complete structural analysis is necessary. Remember to take into account preloads due to sail tension and increased tip loads due to fixed tips or washout control. I may do an article on stress analysis in the future if enough interest is shown (no promises). Now let's get to the nitty gritty of spar construction. Leading edges should be made of 2 inch .049 from the nose back beyond the cross bar bolt. An internal sleeve of 1- 7/8 x .049 should extend about 3 feet in front of the crossbar bolt and continue on back to form the rest of the spar. An inner sleeve of 1-3/4 x .049 should extend from two feet in front of the crossbar bolt, back past the end of the 2" tube by about two feet. Put a short sleeve at the nose to handle the bolt pressure and at the rear where the sail and defined tip attach. This arrangement allows a fat radius for the airfoil leading edge (good for slow speed airfoils) and provides the greatest strength where needed. The wide diameter thin wall tubing is best for handling bending loads without add-

MAY 1983

ing excessive weight. The breaking point of this leading edge will be at the end of the 1-7/8 tube forward of the crossbar. You may have to extend this inner sleeve forward if your spar is long. The rearward end of the two inch tube is also dependent on total spar length. It should be at least two feet past the crossbar on all but the smallest gliders. Leading edges normally break in the negative mode due to the defined tips. If your design has fixed tips or washout control systems, you may find you will be pushing strength limits in the positive mode as well. If so, extend the sleeves. The keel should be made of 1-3/4 x .049 and sleeved with 1-5/8 inch at the stress points (noseplate, heart area and rear cable attach point). A 1-1/2 to 2 foot sleeve in the heart bolt/hang point area should be sufficient. If king post and control bar are separated, the longer length is warranted. Kingpost and control bar downtubes should be made out of 1-1/8 inch x .049 stock and internally sleeved with l inch x .058 for about 2/3 of their length (center the sleeve). Crossbars should be at least 2 inches in diameter. They don't need sleeving if 2 inch x .058 tubing is used. You have to figure out some way to attach the crossbar to the leading edge above the leading edge so it doesn't interfere with the sail. Reforming the crossbar or devising special brackets is standard procedure. The first is crude, the second is heavy. Look at different solutions on current gliders and devise your own ingenious method. Fittings in general can be altered greatly for lightness and convenience. There is great fun to be had designing widgits for your wing. However, you'd better know your materials and your stress analysis before trusting your life to an unknown component. If there's any doubt, buy fittings from a manufacturer. Need we say that all bolts and hardware should be aircraft grade? Yes! Use only AN bolts and aircra/1 hardware. If you use defined tips, make them strong. Many of the older designs used springy or

weak defined tips that were less than effective (I won't mention names). The larger area your defined tip supports, the more effective it will be. If your wing is swept, however, it is also more effective the further out it is. There's a trade off here on a tapered wing. When rigging your airframe, use small u-clamps (with nuts to tighten the bolt) to hold the cables while you adjust things back and forth to get the exact lengths on both sides. I always put a turnbuckle in my side cables to adjust dihedral on a prototype. You must safety the turnbuckle to keep it from unwinding in flight. Without this turnbuckle, you'll see a lot of cable scraps litter your floor as you adjust for handling. Now we have two problems to solve. How do we locate the center of gravity (C.G.) position and the control bar position? The C.G. should fall under the position of the net aerodynamic forces. The closest way to approx.imate this is to use the quarter chord sweep concept. We assume that the center of pressure at each point along the wing is 1/4 of the way back on the airfoil (this is probably a good guess for our forward high point airfoils). We locate these points at selected stations along the wing and draw a line through them (the sweep of this line is what is known as 1/4 chord sweep and is the effective sweep of a wing). Due to our curved trailing edges, this line is often curved. Ifso, you can approximate a straight line by squaring off the tip and replotting the 1/4 chord line. Next, find the position of the average chord (we are looking for the mean aerodynamic chord which we approximate with the mean geometric chord). You can do this by cutting out a planform of one side of the wing in cardboard and balancing it on a knife edge held parallel to the root chord (equal weight on either side of the knife blade means equal area), or use the geometric method illustrated in figure 5. Here you must first approximate the wing with a trapezoidal planform, draw a line from the midpoints of the root and tip chord, add the tip distance to (Continued on page 45)

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What kind of cross country competition do you hold in an area which has unpredictable weather and also has most flying sites facing the same direction? The answer is a long one! This was basically the problem confronting the Capitol Hang Gliding Association last year as we sought some way to prod interest in cross country flying and 10 reward pilots for the best flights in the Washington, D.C. area. The result was the year-long Capitol Cross Country Challenge Cup. The year-long format seems to be one that is becoming more popular around the country as evidenccct by the number of clubs sponsoring this type of competition. We kept our rules relatively simple for our first effort, and I think that was a definite plus. Basically, we mack the competition open lo everyone (even pilots from outsicte the area) with no registrn· tion needed, anct witnesses were required for MAY 198~i

takeo!Ts and landings. The only real limitation was that a cross country flight must origiuatc from one of the local sites (I'll describe these later on). Bob Deffenbaugh and Margo Daniels of Sport Flight offered to provide a trophy for the winner, so enthusiasm was high at the start of the competition. In addition to a trophy for the longest flight, the winner will have his name added to a perpetual trophy that will be kept on display at Sport Flight (which, by the way, is where all of our club meetings are held). The Virginia, Maryland, and Pennsylvania mountain sites within about three hours drive of Washington mostly face west and north· west, with a southeast site here and there rounding out the selection. This makes for some outstanding days in the spring and fall as those cold fronts come rushing down out of central Canada, but the summer is not too ex-

citing since the prevailing winds arc from the south. It is not surprising that the top flights of the contest all occurrcct in the spring. We all had great hope for the fall, but fate just was uot with us this year as it turned out to be the worst fall for flying in recent years. As you can sec from the flight list, Jerry Nielsen came out on top this year with a 59-milc flight from High Rock in his Comet 165. 'fhe clay that Jerry made this flight turned out to be a spectacular day for flying all around the area. Several people had long flights, including Ward Odenwald with 52 miles, also from High Rock. Both of these guys lost most of their altitude (7,000 ft.) as they tried to navigate around the BaltimoreWashington International Airport control zone. Close behind Jerry was Tom Haddon with a 55-mile flight from Massanuttcn. Most people had expected the longest flight to originate from here because there is a 40-mile ridge (see the description) to work, but Tom did it the hard way by going directly over the back. He even went over the ridge which runs parallel to Massanutten and makes up Shenandoah National Park. Mike Degtoffwas another pilot to clear 50 miles from Massanuttcn, and he probably doesn't even know his flight was entered in the competition like I said before, we're counting them all. There is also an honorable mention to local pilot Paul Hanken who wasted his time in the Owens Valley this summer and came up with a couple of 100 + mile flights too bad Owens Valley is not a local CHGA site! Since most of the western fliers arc not that familiar with flying in the D.C. area, I've put together d brief description of the major sites in case you happen to be passing through. The cross country competition is open to all pilots, so if you have a spectacular flight from one of our sites in 1983 you will be eligible for the trophy. It's still up to you to make sure news of your flight along with supporting documentation (witness names and phone numbers) reaches someone in the CFIGA. Members of the Capitol and Maryland hang glicting clubs and local shops can fill visitors in on local site protocol and restrictions. As in other regions, each of our sites was obtained by painstaking effort on the part of many people, and we need for everyone to help maintain them by observing local flying regulations.

MASSANUTTEN: This is the only advanced rated site in the area. It is a forty-mile ridge with several major breaks, one of which requires a 1. 5-mile upwind journey to cross the gap. There arc nnmerous fingers off the TITLE PHOTO: Aerial view of upper seven miles of Massanuuen ridge. INSET: Launch into Shenandoah Valley from Dickey's Ridge,

front which can generate a lot of turbulence in cross winds, and there is no designated landing field, sot it's strictly cross country. If that's not enough, there are sections of the ridge (especially around the gaps) where there is no place to land for miles in any direction - it's all trees. A fanny pack with survival supplies and 100 feet of rope are needed just in case you are forced down in one of the isolated spots and get stuck in a tree. It is, however, a gorgeous place to fly because the ridge is actually a double ridge with rivers winding around the fingers on the front and back and Shenandoah National Park runs parallel to Massanutten about seven miles over the back. This is a 1,000-foot vertical launch which faces northwest, and you've got about a 20-minute walk to the launch.

HlGH ROCK: This is by far the most popular site in the area and it is regularly flown by several different clubs. It also has a 1,000-foot vertical launch which faces northwest. I guess it's so popular because it is closer than most sites, there is always someone there to assist in the ramp launch, turnaround in only 15 minutes from the nice landing field owned by Emma Jane, and it handles strong winds well. The ridge is somewhat uneven although someone going south 10 miles and coming back is not unusual. Most cross country flights are over the back which is relatively flat, although you have to be careful about wandering into the Camp David prohibited zone - they mean business there. This is an intermediate "party" site, although lots of advanced partying has been found here. PULPlT: This has, you guessed it, a 1,000-foot vertical launch which faces north-

west. This novice rated site has a smooth ridge which is six miles long. A trip to the end and back can be categorized as easy. The ridge also extends to the north where it is considerably more difficult. The Capitol and Maryland clubs recently purchased the launch in a joint effort to secure the site, so there should be some improvements coming in the future. There is currently a single ramp, although plans for a dual launch are underway. The primary landing field has a bit of a slope to it, so landing a double surface glider there is exciting. High Rock is exactly 27 miles downwind of the Pulpit, so it's soarable in winds that are too light for High Rock, but then, High Rock is frequently flyable when the Pulpit is blown out.

DICKEY'S RIDGE: This site has a 1,350-foot launch and faces west-southwest. It is an intermediate site and you have to check in with the ranger at Shenandoah National Park before flying. Although ·a pretty place to fly, you do have to hike your glider in about a quarter of a mile to the running slot launch, and there is only enough room for about three gliders to set up. And, you will need to have your landing skills down pat to fly here because you land on a hill. It's relatively easy to land on the backside or top of the hill, but you will be in for quite a ride if you overshoot the crest. I think you'll enjoy waving to all the startled people at the overlooks and hikers on the Appalachian Trail as you cruise along the park ridge. As .a matter of fact, this ridge is part of the group that run to the northeast where High Rock is located (it is about 70 miles away). Unfortunately, it is very low and broken for long stretches.

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ZIRKS: This northwest launch is the best novice site in the area; many first high flights have taken place here. The launch itself consists of about 20 feet of gently sloping grass which abruptly drops off 780 feet to the Potomac River below. The flyer has a picturesque view of the steep granite walls, the narrow, winding Potomac, and huge fields on the other side of the river. The workable part of the mountain is only about 112-mile long, but more experienced pilots have crossed the gaps to explore further to the north. The road up the back goes right up to launch, and there is room for about six or seven gliders to set up at one time. For you interstate flyers, the launch is in Maryland and the landing field in West Virginia; this makes for some great exaggerated first-flight stories. There are several other sites in the area which I have not described because they are not used as frequently as the ones mentioned above. Even though our flying days are not as frequent as out west, the people in the CHGA and the MHGA welcome visitors to the area, and ifwe can't find a place to fly while you're in the neighborhood, we'll probably at least find you a good party. ~ Distance, Flyer, Launch Glider (miles) 59 - Jerry Nielsen, High Rock Comet 165 55-Tom Haddon, Massanutten Comet 165 53-Mike Degtoff, Massanutten Sensor 510 52-Ward Odenwald, High Rock Sensor 510 46-Ward Odenwald, Massanutten Sensor 510 40-Dick Newton, High Rock Comet 165 40-Bob Deffenbaugh, Massanutten Comet 165 40-Ward Odenwald, High Rock Sensor 510 37-Ward Odenwald, High Rock Sensor 510 32-Ward Odenwald, High Rock Sensor 510

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DANGEROUS BARS by Fred Stoll

This article has been in the works for months, being delayed by distractions, lack of motivation, and even a catastrophy or two. But reading Debbi Renshaw's letter in the January '83 issue of Hang Gliding magazine regarding injuries to women pilots has reinforced my belief that I'm raising an important issue, so at long last, here are my two bits.

INTRODUCTION As anybody who's followed hang gliding for the last several years knows, today's certified gliders are wonderfully strong and stable compared to many unsafe designs which appeared in the sport's earlier days. An aircraft is only as strong as its weakest part, and it is clear that the HGMA certification standards have assured us that the weakest part in our gliders is generally strong enough. Using glider parts with excess strength is usually harmless, outside of adding unnecessary weight. However with a control bar, which is the closest thing a hang glider has to a crash cage, overbuilding the downtubes can be hazardous and needs to be reviewed by some manufacturers, as I will show here. Last spring I landed and relaxed after the flight at a nearby flying site, but I quickly became dismayed when I found out that Gretchen Greene, a local pilot who had launched shortly before me, had just been carted off to the hospital with two severely broken arms. It seems that she had attempted a sharp turn while on final approach to avoid another glider in the landing area, stalled her turn, and plowed in downwind from about ten feet up. When she hit, she was pushing out on the control bar downtubes, holding them about in the middle. I was quite surprised when I discovered that her downtubes were bent only slightly, a bend of about six degrees in each one. Considering how many landings result in bent or broken control bars without injury to the pilot, I immediately suspected that Gretchen's downtubes were much overbuilt. As a way of checking this theory, I decided to compare the relative strengths of downtubes on the dif38

ferent sizes of the glider model she flies. The first step is to understand the loading and failure mechanisms of a downtube.

NORMAL DOWNTUBE LOADING AND FAILURE With a triangular control bar, downtubes are exposed primarily to two types of loading: 1. In normal flight, a downtube is compressed along its axis by a load, P (see Figure la). This is called "column loading." For a long slender column such as a downtube, an increase in P produces no lateral deflection (bending) until a critical buckling load, Per, is reached, at which point the tube will fail catastrophically. 2. When a pilot noses in holding the downtubes, the load, F (see Figure lb), applied by the hands of the pilot gives the downtube some shear stress, but much higher bending stresses. An increase in F produces a bend which is at first an elastic bend (as with a spring, it returns to its original shape when unloaded), but when the stress at any point in the tube exceeds the yield stress of the tube material, the tube deforms "plastically" (the tube is permanently bent). I'll call the force

which produces the onset of plastic bending Fmax. The tube can be bent even further with a slightly increasing load until the tube cross section collapses (the tube crimps) or until the tube wall ruptures. (All too many ofus know these symptoms!) Knowing the dimensions of the downtube, the two forces, Per and Fmax, which characterize the strength of the downtube can be calculated quite accurately. For this analysis, I'll assume that the force F is applied to the exact middle of the downtube length. The theory for these calculations is outlined in the appendix section at the end of this article. With the characteristic downtube loads known, the following two approximations will allow comparison between downtubes on different size gliders: 1) I will assume for this analysis that the column loading on the downtube (P) for a given G-load is directly proportional to the pilot weight. This neglects the loads due to the glider's mass, but is true to a close approximation because most of the mass of the glider is in the wing itself, distributed spanwise similar to the lift distribution, and is thus lifted directly by the wing without loading the understructure.

•

C1L1D6R

NOSE

F : Fo not- App 1,·t.d by pilots Ylll..nd

F R1, Rz. Ruwt1'1rr1

t,ru,; from A,i r{nt..vy. t- M\ ,I

,,-jj i'nj p

f'IC:!URI:: I - PRl!v1Af<.Y TYPE'.<;, OF LOADiNCi ON CDNTROL BAR.. DoWNTU6E

HANG GLIDING

TABLE 1 -

DOWNTUBE DIMENSIONS AND LOAD PARAMETERS

GLIDER SIZE

l (in)

(in)

Per (#)

Fmax

(If)

(#)

% Overbuild

"200" "180" "145"

210 175 135

58.9 58.9 53.1

1.0 1.0 1.0

.083 .083 .083

720.9 720.9 887.0

120.5 120.5 133.6

0% 20% 91%

It is mainly the concentrated load of the pilot which must be transferred by the control bar and flying wires to the entire wing. 2) In comparing gliders of the same model but of different size, I make my second approximation, which is that the column load on a downtube for a given pilot weight would be the same for each of the glider sizes. If the different size gliders were scaled exactly, this assumption would be true. Actually, they are not scaled exactly, but the approximation is close enough for this analysis.

ANALYSIS AND DISCUSSION There are four sizes of the glider model which Gretchen flies, all of which are HGMA certified, which means that they all meet the positive G-load requirement for their respective maximum pilot weights. Table 1 lists for three of these gliders the nominal size, maximum pilot weight (Wp), and the downtube dimensions and characteristic loads as defined earlier. Ifwe pretend that with a 210-lb. pilot on the "200" size glider the downtube exactly meets the certification requirement for G loading (which by definition it meets or surpasses) then we can assess how overbuilt the control bars are on the other two size gliders. The "% Overbuild" seen in Table l is defined as follows: % Overbuild

( Per /Wp

\CPcr/\VpJ 1120011

1) )( 100%

This shows that the downtubes on Gretchen's "155" size glider were overbuilt for in-flight loads by 91 %! If we look at the ratio of Fmax to Wp, we see that one downtube on the "200" size glider will bend in the middle under 57% ofa 210-lb. pilot's weight, whereas it takes nearly the entire weight of a 135-lb. pilot to do the same thing on the "155" size glider. Gretchen weighs less than 135-lbs., so for her, the loads were even more extreme. It's clear, looking at the downtube dimensions, that to simplify materials ordering, this manufacturer chose to use the same tubing on all three of these gliders, even though it results in a grossly overbuilt downtube on the smallest size glier. I know there are other companies which do this also, but in the interest of pilot safety, this practice should cease. As a downtube deforms, it is absorbing energy, which is desirable in a hard landing situation, but if the force needed to bend the downtube

MAY 1983

breaks the pilot's arm first, then this energy absorbing property is wasted. Some people may argue that control bar overbuild doesn't matter, because proper crash technique consists of letting go of the control bar and swinging through it (though with the high nose angles and resulting short nose lengths on many new gliders, this technique seems not as trustworthy as in the past). But right or wrong, most pilots sooner or later nose in a landing with stiff arms, and overbuilt downtubes can cause unnecessary injury. The type of overbuilding discussed here endangers all small pilots, but it victimizes women pilots most of all. Since women tend to be smaller than men, they tend to fly the smallest gliders. But on top of that, when compared to men, women have arms which are less strong, and have a greater portion of body weight in the lower half of their bodies, which subjects their arms to proportionally greater forces, whether flying or nosing in a landing. I've spoken to many women pilots who tell of a very high incidence of arm injuries to pilots of their gender. Well, no wonder! Physiologically, women deserve high attention to the proper design of control bars, yet some of the small gliders they tend to fly have the most neglectfully overbuilt downtubes of all! Nearly all control bars are overbuilt to some degree, so that small scratches and the straightening of slight bends does not make the tube unacceptably weak. But perhaps more marginal construction is in order, particularly for smaller gliders. Of course, a marginally designed downtube must be replaced immediately if scratched or bent, but paying extra for a glider that comes with ten spare downtubes is still cheaper (and less painful) than mending a broken arm. Pilots with small gliders, should ask their glider's manufacturer about .the strength of their downtubes. (There are already some companies which are careful in this regard.) Flight schools should be sensitive to this issue too, for obvious reasons. As an additional safeguard against arm injury, all pilots, but women most of all, are well advised to do arm strengthening exercises. Perhaps Gretchen would have suffered two 1:koken arms even with lighter downtubes. We'll never know. But I hope all manufacturers (as well as the HGMA) look into this sometimes neglected aspect of hang glider design which tends to victimize women. If anything we should be favoring women pilots, because I'm sure we'd all love to bring more women into our male-dominated sport.

APPENDIX -

Fmax Wp

100%

57% 69% 99%

Critical Load Calculation

(The following analysis assumes a circular downtube cross section.) If we assume the ends of the downtube are "hinged" (free to rotate) then the critical buckling load, Per, is given by the following equation (derived from equations in Ref. 1):

Per where l is the length of the down tube between the two mounting bolt holes, E is the "modulus of elasticity" of the downtube material, and I is the "moment of inertia" of the tube cross section about the center of the section. For a tubular cross section, I is determined as follows (Ref. 1):

where R and Ri are the tube section outer radius and inner radius, respectively. This can be rewritten for convenience as

where D and t are the tube outside diameter and wall thickness, respective[ y. In the lateral loading case, assume that the pilot pushes in the middle of the downtube with a force F, and that the ends are hinged. It can be shown using a "free body diagram" (omitted here) that the maximum bending moment (and hence, stress) in the downtube occurs in the center of the length, and that the bending moment, M, is as follows:

'1 -= F 1 I', -4The moment, M, produces a compressive/tensile stress, S (force per unit area), acting on the tube cross-section, given by the following equation (Ref. 1):

S = -Iwhere S is positive for compression, and z is

(Continued on page 45)

USHCA REPORTS.

The following three pilots are prequalified for the Sporting Class in the 1983 Nationals:

$250 - Regions 2 and 3 (except Hawaii) $200 - Regions 4, 5 and 1 (except Alaska)

1. Rich Burton 2. Jerry Sturmer 3. Tim Cobb For further information, contact Liz Sharp, USHGA Competition Administration (303) 530-0718. The 1983 Nationals will be at Dunlap Flight Park, Dunlap, California, August 5 to 16. Entry fees are as follows:

$150 - Regions 6, 7, and 11 $125 - Regions 9, 12, and 10 (except Puerto Rico/Virgin Islands) $100 - Region 8, Alaska, Hawaii, Puerto Rico/Virgin Islands

USHGA COMMITTEES & CHAIRMEN COMMITTEE

CHAIRMAN

PHONE

Awards

Dick Newton, Rt. I, Box 98E, Marshall, VA

703-364-1776

Bylaws & Organization

Paul Rikert, 101 N. Broadway #2B3, White Plains, NY 10603

914-946-9386

Commercial Relations

Steve Hawxhurst, 1945 Adams St., San Diego, CA 92116

619-298-1962

Competition Administration

Elizabeth Sharp, 5555 Bowron Pl., Longmont, CO 80501

303-530-0718

Competition Rules

Dean Tanji, c/o 2717-B S. Orange Ave., Santa Ana, CA 92707

714-641-2000

Elections & Allocations

Vic Powell, 4425 Medford Dr., Annandale, VA 22003

703-941-8212

Finance Review

Doug Hildreth, 1025 E. Main St., Medford, OR 97501

503-779-0803

Insurance

Steve Hawxhurst

Membership & Development

Vic Ayers, P.O. Drawer 'J', Aberdeen, MD 21001

National Coordinating

Dick Newton

Publications

Bob Thompson, 4319 W. Larkspur, Glendale, AZ 85304

602-938-9550

Public Relations

Hardy Snyman, 1026 Dreyfus #16, Houston, TX 77030

713-790-0189

*Alaska, Hawaii and Puerto Rico/Virgin

Records

Bob Thompson

Islands will each get one Sporting Class slot in addition to the above regional allotment.

Research & Technical

Les King, 2360 McDonald St., Simi, CA 93063

805-581-0852

The following pilots have prequalified for the 1983 Nationals in the World Class:

Safety & Training

Charles LaVersa, 386 Pleasant St., Northampton, MA 01060

413-586-1067

I. Rich Pfeiffer

Sub-Committees:

1983 NATIONALS QUOTAS AND QUALIFICATION This year the Nationals will be floym in two pilot skill classes: World Class (Class I gliders only) and Sporting Class (Class I and Class II gliders). "Sporting Class" Regional Championships will qualify pilots for both the World Class and the Sporting Class at the Nationals as follows:

Region

World Quota

Sporting Quota

Total Quota

4 5 5 3 5 2 4 3 5 4 4 3 0 47

3 3 3 1 3

7 8 8 4 8 3 6 4 8 6 7 4 3 76

1 2 3 4 5 6 7 8 9 10 11 12

* Totals

2. Mark Bennett 3. Jeff Burnett

4. Gene Blythe 5. Stew Smith 6. Mike Meier 7. Mike Arrambide 8. Kevin Kernohan

2 3 2 3 1 3 29

9. Jeff Huey 10. Ted Zinke 11. Sterling Stoll 12. Dave Ledford 13. Chris Bulger 14. Bob England 15. Jeff Scott 16. Eric Raymond 17. Chris Price

Accident Review

Doug Hildreth

Grievance Review

Mike King, P.O. Box 746 Nampa, ID 83651

World Team

301-272-7807

208-336-9492

Dean Tanji HANG GLIDING

recognized or knowledgeable authority or a Regional Director,

ED GARDIA TROPHY: Originally commissioned in 1972 to recognize the man who suffered the first fatal accident since the hang gliding sport was "reborn" in 1971. The award is presented to the person who is considered 10 have made significant contributions to the sport, Nominations musr be submitted with detailed and explicit narrative to the Chairman of the USHGA Awards Committee July 1, 1983, Cite full information including return addresses and telephone numbers of nominators and nominee, The award will be presented at the fall l/SHGA ( 1983) Board of Directors meeting,

USHGA EXCEPTIONAi, SERVICE A WARD: This is a new award just establish,

Dick Newton, Director Reg, IX Chairman USHGA Awards Committee Rt. l, Box 98E Marshall, VA 22115 (703) 364-1776

The "USHGA Chapter Of The Year" award was presented jointly to the Maryland and Capitol Hang Gliding Associations. Receiving the award for the Capitol Hang Gliding Association was USHGA Director Dick Newton, and for the Maryland Hang Gliding Association was USHGA Director Vic Ayers, USHGA president Dick Heckman presented the awards, These clubs were chosen on the basis of their many and varied contributions to the sport, the USHGA and their members,

i\t the recent USHCrA Board of Directors meeting in Denver, Colorado some newly instituted awards were presented, Hardy ;::,n'yman, editor of the Houston Hang Gliding AssociaLion's Wind Writer newsletter received the USHGA "Newsletter Of The Year" award for this superb hang gliding publica· tion,

cd in order to recognize one person each year who has provided the most volnnteer service to the association at the National, Regional or local kveL Cite full infor-, matio!l including return addresses and telephone numbers of nominators and nominee to the chairman the awards commit tee by July l, 1983, The award will be presented at the fall ( l 983) Board of Direct ors meeting,

CHAPTER OF THE YEAR: Presented to the chapter which is considered to have been the most olllstanding in terms of the following criteria (!lot limited to only these): Beginner and novice programs, site procurement, development and retention, safrty programs, civic service and USIICrA membership development, Cite full information including return addresses and telephone numbers nominators and nominee to the chairman of the USHGA awards commince by November 20, 1983, The award will he presented at the

Pilots Demon 175s should pay special attention 10 the crossbar junction bolt when performing preflights and when servicing the airframe, There is the possibility that the nut will work itself loose causing the holt lO fall out resulting in strucnual failure,

(l 984) USHGA Board of' Directors meeting, OF THE YEAR: Presented to the edi10r of the most outstanding gliding newsletter of the year. Criteria to be considered (but not limited to): Service to members, layont, promotion, deadlines, content and regular basis publication, Cite frill information including return addresses and telephone numbers of nominators and nominee, At least six 198'-l issues must be forwarded in a single J>adwgc to the chairman of the USH(~i\ awards rnrnrnittce November 20, 1983, The award will be presented at the (1984) USHGA Board of Directors meeting, Nominations for all awards may be made by any curren1 USHGA member, however they should include separate letters of recommendation club officers, rating officials, a

MAY 1983

Hing

TOP: Hardy Snyman, Wind Writer editor receives Newsletter Of The Year award from USHGA President Dick Heckman. CENTER: Dick Newton and (ABOVE) Vic Ayers receive Chapter Of The Year award for the Capitol and Maryland clubs.

The area is accessible through the velcro opening in the bottom surface and should be inspected on a regular basis, Recommended service: l) Remove nut and bolt, Replace with AN'i-12 bolt, 5/16" thin nylock and safety ring, Parts and farther information arc available through your Flight Designs dealer or directly from Flight Designs, P,O, Box I '5()3, Salinas, CA 93902 (408) 758-6896,

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MEDICINA A VIBUS How To Stay Healthy Through Hang Gliding by Fred Leonard :rhis is the first of what will hopefully be a series of monthly installments on health and hang gliding. Now, for those of you who have gotten this far in the article, you may be wondering why I would want to write about this in the first place. After all, I could be out flying, running a speed clinic, treating diseases of the rich, or involved in any number ofother more rewarding activities. Well, I could tell you it's my way of contributing to the health of the sport. I could, but I won't. The reason is, in fact, a bit more selfish. I'm just looking out for good ol' number one. You see, when I'm out flying and somebody crashes, I'm faced with the decision of either immediately landing and possibly saving a life, or staying up and getting maybe five more minutes air time - not an easy decision. So far, I've always decided to come down to help out, probably because I seem to be a lot better at coming down tha'n staying up anyway. However, even after the situation is under control, I'm faced with another unsettling proposition. If I were the occupant of the bent and broken glider, would there have been someone else around who knew enough first aid to come down and help me? So in this column, we (actually I - doctors always say we when they really mean either you or I, as in, "How are we feeling this morning?" or, "We had better put you in the hospital.") will talk about first aid, and also about health as it relates to flying; for health is a significant factor in flying safety. As a result of these discussions, everyone is obviously going to know more about their health, there will therefore be fewer crashes, and I'll get more air time. Additionally, everyone will also know first aid, so should I run out of altitude, airspeed, and ideas all at the same time, America's flying sites will have become a safer place for me to crash. Now on to this month's topic, first aid courses, first aid books, and first aid kits. In the January issue of Hang Gliding, Lynda Nelson gave us a good overview of first aid for hang gliding accidents. At the end of her article she suggested that if you don't already know it, learn CPR and first aid. 44

CPR AND FIRST AID COURSES What's CPR? CPR is short for cardiopulmonary resuscitation. It's a method of providing breathing and circulation for a person whose own heartbeat and breathing have stopped. This is called cardiac arrest, and can result from many causes including heart attack, drowning, electrical injuries, and trauma. CPR is the most important of all first aid skills, teaching the ABC's (management of the airway, breathing, and circulation) of emergency care. It is taught as part of a Basic Life Support course which also includes instruction on the recognition and prevention of heart attack, the treatment of choking, and CPR for infants and children. Learning the skills requires practice on specially de~igned mannikins which are provided as part of the course. The course takes about a day, may be free or have a nominal fee (about five dollars to cover the cost of materials), and results in the participant being "certified" in Basic Life Support and CPR. The course is offered by the American Heart Association and American Red Cross who are usually listed in your local phone book. Give them a call, they will be glad to tell you when and where the courses are being held in your area. CPR is not usually taught as part of first aid courses, so I would recommend taking this before taking a first aid course. However, one is not a prerequisite for the other, and if schedules work out such that it is more convenient to take the courses in the reverse order, that's fine. The majority of first aid courses are taught by the American Red Cross. These courses teach the other first aid skills not taught in the CPR course. The Red Cross currently teaches three provider courses as well as an instructor course. The provider courses are: the Multimedia course which takes seven hours, the Standard course which is fourteen hours, and the Advanced course which is forty hours. The costs again are nominal (five to ten dollars to cover instructional materials), and at the time of this writing there are no prerequisites for any of the courses.

If you have time, I would recommend taking the Advanced course, but if your schedule only allows time for one of the shorter courses, take it. You can always take the Advanced course at a later date. Again, just call the Red Cross and they can give you places and times. Finally, first aid and CPR courses are often also offered as part of your local night school or community college programs. However, the courses are still usually the same Red Cross or Heart Association courses and taught by their instructors.

FIRST AID BOOKS What about first aid books? If you take the Red Cross Standard or Advanced courses you will receive their Standard or Advanced First Aid manuals as part of the course. In their latest revision they are very similar, and either manual is fine. My suggestion? Take either course and the appropriate book will come with it. If you decide to buy the books separately, they cost about five dollars. A third book commonly found in bookstores is the AMA 's Handbook of First Aid and Emergency Care. It is designed more for home use than the other two manuals, but still it's perfectly alright. Again, however, I would strongly suggest taking one of the Red Cross courses and getting their book as part of the deal.

FIRST AID KITS In her article, Lynda pointed out that a first aid kit is not a lot of good if you don't know how to use it. However, let's assume you've taken a first aid course and now you want a kit. What should you get? Well, even more than what you have already read, the following is going to be largely my opinion. As you look through first aid, back packing, and mountaineering books you will see a variety of different suggestions as to what should be in a first aid kit. Try and keep in mind the intended use of the _kit. A kit you would take back packing when you will be hours to days away from medical care will be different from the kit you keep in your car to deal with carHANG GLIDING

nage on the highway or trauma at the hang gliding site. Further, try and separate those items on the lists that are really just a convenience from those that are essential. In the convenience category are all the little premade kits sold in drug, auto, and department stores. They usually contain a number of tiny items such as bandaids, small bandages, and first aid creams, that are totally useless in a true first aid situation - don't waste your money. What is really needed arc larger more adaptable bandaging and splinting materials. Further, when you make up your own first aid kit, try and include only those items that you can afford, that you feel comfortable using, and that you can practically carry. The following is a list of items that could be easily kept in your car, and serve as a basic kit for hang gliding accidents. Blanket Triangular bandages (2) Large wound dressing (2) Large (3/4'') roller bandage (2) Adhesive tape (1h'') Strong scissors or knife Flashlight Change for a pay phone First aid manual Additionally, you might add splinting materials, wire cutters and wrenches, and bottled water if you have the money and room. Finally, you could also include a snakebite kit, chemical cold packs, elastic bandages, personal medications, and small convenience items such as bandaids, sunburn cream, tweezers, and safety pins. None of these items, however, is necessary to the basic first aid kit.

F!G,UR.E

z - eo,NeNTION FOR DG'l'ER.MIN '"'"' C.0MPRE.5•:;110N •;;fRE:??,

of aluminum) the tube begins to plastically bend. If we combine the above equations, we see that the onset force of a permanently bent downtube, Fmax, is:

Fmax

8 Sy I l D

The downtubes analyzed in this article are all made of 6061-T6 aluminum, for which E and Sy (tension) are (Ref. 2): E = 10,000,000 psi, Sy= 35,000 psi. The compression and tension values of Sy are within a few percent of each other. ~

REFERENCES I) Military Standardization Handbook lvfetallic Materials and Elemems for Aerospace Vehicle Strucwres, MIL-HDBKSB, Vol, I, Department of Defense, September, 1971.

LOOKING AHEAD Next month we'll leave the topic of first aid for the moment and consider some things which can adversely affect your health and your ability to fly safely. If you have any suggestions for topics you would like to know more about, please let me know at 112 Arcadia Dr., Vacaville, CA 95688. Additionally, if you have specific health questions related to hang gliding, write in and I'll attempt to provide you an answer. In the meantime, if we're out flying and it's one of those rare occasions when I've actually found some lift, please don't crash. I hate making tough decisions. ~ (Continued from page 39)

(Dangerous Bars) defined in Figure 2. The maximum tension and compression stresses on the tube section occur at z=D/2 and z= -D/2, respectively. When the stress at one of these extremes reaches the material yield stress, Sy (the same magnitude for both tension and compression MAY 1983

2) Roark, R.J., and Young, W.C., Formulas for S1ress and Strain, Fifth Edition, McGraw Hill Book Company, New York, N.Y., 1975. (Continued from page 33)

(Designing A Glider) the rear of the root chord and the root distance to the front of the tip chord as shown. Next, draw a diagonal from these new points and note where it crosses the midway line. This crosspoint determines the position of the mean chord. Where the mean chord crosses the 1/4 chord line can be considered the center of pressure on one side of the wing. Project this out to the keel and you have the C.G. point. Sources of error are the approximations made and the existance of washout. I usually move my mean chord in a smidgeon to account for washout and find my C.G. is within an inch or two of the calculated valve. In the above discussion, we neglected the weight of the glider itself. That's ok, for most gliders tend to statically balance near enough to their center of pressure. However, for con-

trol bar location, it's nice to know the balance point of the glider's weight so we can get good static balance when carrying the beast. You can find the center of the sail (balance a pattern or use geometry) and the center of the spar masses and come up with a good guess by using mass and lever arm calculations. However, I use a much simpler method. After my leading edges, keel, crossbar and kingpost are assembled, I find the balance point along the keel. I add in a factor for the sail (it will balance in the center of area-its weight can be calculated from the area-allowing for double surface) and I'm home free. Of course, I remember to hold the control bar in launch position and put the glider balance point right over my shoulders meaning the control bar top is somewhat back of the glider balance point. A little bit of calculating in these matters saves a lot of fiddling and refitting later. One last point to ponder is crossbar positioning. I assume you want a buried, shifting crossbar (if not, you might as well buy a used Oly or 10 Meter). If the crossbar folds inside the sail you must have some access and means to attach it at the rear and hopefully the front. A swept back crossbar experiences the most load (and is thus weaker) while a swept forward crossbar is loaded the best. On the other hand, a swept back crossbar reduces the amount of unsupported leading edge outboard of the crossbar junction. The wider your nose angle, the easier it is to sweep the crossbar forward. The leading edges are bent less and the crossbar is compressed less. However, swept forward crossbars create a folding problem when they are buried in the sail (they can't fold forward if they are swept too much). The folding system of the Accipiter was designed special for this reason. One last point is that the more swept back a crossbar is, the more double surface needed to enclose it. I already expressed my aversion to excessive double surface in the March issue. Here's a bonus tip on handling. If your crossbar is swept rearward and attached to the back (a la the original Comet) as the crossbar shifts it will be pulled straighter, thus tightening the whole system and resisting the shift. If you design a straight or swept back crossbar held with a non-flexible shifting lever to the rear, the system will loosen (crossbar center will move back) as the crossbar shifts, easing handling. This represents a mechanical instability which is a much better way of improving roll-in than using aerodynamic instability by cranking in anhedral. Earlier in this article I wished the would-be designer luck. Actually, what is needed is perseverance and study. There is much to be learned from observing birds and gliders in flight as well as talking to knowlegeable people. Don't forget the aerodynamic texts! Next month we complete the instant design course with making the sail, designing the airfoil and testing. 45

NUMBER ONE BY DESIGN

The Sensor 510-165 NEW SPECIFICATIONS:

SPAN AREA ASPECT RATIO EMPTY WT. LENGTH MAX. DIVE SPEED

35 FT. 165 FT. 2

(10.7m) (15.3m 2 )

7.42 66 LBS. 17 FT.

(30 kg) (5.2m)

51 mph

(82 kph)*

• HGMA CERTIFIED SEPTEMBER 1982

SEEDWINGS

• SENSOR

PLEASE INQUIRE -

BY ROBERT E. TRAMPENAU • 1919 CASTILLO ST., SANTA BARBARA, CA 93101 (805) 682-4250

NEW 180 DUCK - Beautiful sail. Immaculate in looks and handling. Need cash. $1400. Erik (916) 583-8890.

make ofTer. Cocoon harness, $75. Ball vario, $190. (619) 743-2245.

FREE OL Y 140 - Excellent condition, breakdown frame, with purchase ofVampyr 165, very clean, all white, $1200. Also Flight Designs cocoon harness and chute, $325. for pilot 5'9", 140-155 lbs. Call Bruce, (805) 735-6284 evenings.

PRO AIR 180, '81 - $1000, '82 185 OVR 2, $1700. Knee hanger harness, $45. (602) 356·6689. PRO STAR 195, 1982 - Dark blue & white, under hours, $1275. Harness included. Gary (312) 244·0529, after 6:00.

GEMINI 184, 1981 - Very low hrs. Flown by factory at '81 Grouse Mt. Invitationals. See that issue for pictures, centerfold & more. LE purple into spectrum. Extras. $1100. Craig (218) 525-4048, days.

RA VEN 209 244-3079.

RA VEN 229 - Excellent condition, eleven hours airtime, never flown on training hill. $750. (703) 521-9611.

HARRIER II 147 - Rainbow double surface, like new. Cartop carrier included. S 1350. Greg, (213) 399-5315. CONSUMER ADVISORY: Used hang gliders always should be disassembled before flying for the first time and inspected carefully for fatigue - bent or dented tubes, ruined bushings, bent bolts (especially the heart bolt), re-used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with non. circular holes, and on Rogallos, sails badly torn or torn loose from their anchor points front and back on the keel and leading edges. If in doubt, many hang gliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect.

Rogallos CAN WE HELP YOU GET INTO THE AIR? Do you want to fly, but are short of funds? We will trade an)~hing to help you fly. Contact Delta Wing Kites & Gliders, (213) 787-6600. COMET 165 - Excellent condition. Low airtime, $1300. Will ship (213) 869-2282, day, (213) 863-4218, night.

LAZOR 195 - White - rainbow tips. Very clean, flys great. $550. or best. Evenings, (805) 252-8072, Greg.

DUCK 180 - $1550. Harrier II 177, $1375. Others P.O.R. Eastern Oregon Ultralights, (503) 276-2329.

VA,v\PYRE 160 - White on white - excellent condition -only 36 flights Makapuu, Oahu, Hawaii. Plus parachute, harness, etc. $1495. (808) 235-5963.

MOYES ,v\ETEOR & MISSILE - Spectrum cloth -$1,000 & $1,195 respectively- ship anywhere-Steve Coan, Freedom Sports, Rt. I, Box 291, Creston, N.C. 28615. (919) 385·671 l.

MOYES MEGA II 172 - Flown twice, $1095. Bennett Bailey tow system, $250. (414) 542-8040.

DUCK 180 - Low time - custom sail - red LE., spectrum, white T.E., black keel pocket, $1375. (612) 588-3935.

TRADE - Seagull 10.5 meter, Owl 185, prone harness, Bailey tow bar, line 1 boat release, variometer, helmet, extra parts. Trade for small car or large motorcycle. (904) 481-3322.

LOOKING FOR A USED GLIDER? SELLING YOURS? Doug Hertzog's Hang Glider Referral Service now operating NATIONWIDE! (213) 436-4891. Distance calls returned collect.

COMET 165, August '82 - Low airtime, sandwich and spectrum cloth, beautiful. $ I 450. I'll pay for shipping. (509) 489·3692.

DUCK 160 - Excellent condition. Flies great! $1500. or best. Glen, (619) 486-2747.

STREAK - Tri-ply sail, built for Bob England (Designer) for Masters, $1600. Special comperition Demon - $1200. Demon, $900., Lazor, $500. (704) 733·0248.

HARRIER 177 - Perfect condition, 20 flights, must sell. $1100. (703) 337-1573. Evenings.

lv1EGA III l 90i '80 - Low airtime> new frame, must sell. $1000. or best otTer, (614) 885-8813.

DEMON 175 - Excellent condition, aulttmn colors. 10 hrs., $1400. (919) 929-9058. Pete.

STREAK 160 - 4 flights, $1950. Demon 175, like new, $1295. Must sell. (504) 774-6075.

HARRIER 177 - Clean flying w/spectra cloth, $1050. Will ship, (714) 630-7838.

COMET 165 - Excellent condition, l982, SI 100. Call after 4:00, (8l4) 355-9240.

DEMON 175 - Excellent condition, low airtime, $1375. (408) 384-2622 Dave.

SEAGULL 11 METER - Excellent starter/intermediate, superior performance, $747. Eipper supine harness, $65. (602) 833-6017.

HARRIER 177- Blue & white, '81. Will ship, $850. (612) 739-4891.

MOYES MISSILE 180 - '82 National Match addition. White, red, gold. Low air rime - great shape. $1450. Paul (313) 779-9156.

CONDOR 151 - Excellent, special colors, $750. /v\edium Robertson knee hanger harness, chute, bag, UP helmet (all like new), all for $250. San Diego. Dave, (619) 286-0902.

RAVEN 209 - Excellent, never damaged, $775. SST 100 B, $250. Prone harness and chute, $125. (714) 982-6649.

2 HARRIERS - 177 & 147. Both '8l's with low time. $1000 each. (714) 892-0514.

COMETS - 165, $1150., 185 OVR II, $1500. Both very clean with low airtime. Must sell. lv1ike, (412) 821-1360.

NEW MOYES MAXI 875-9486.

WANTED - Used Hang Gliding Equipment. Gliders, Instruments, Harnesses and Parachutes. HANG GLIDER EQUIPMENT CO., 3620 Wawona, San Francisco, CA 94116, (415) 992-6020. WHOLE ENCHILADA - Duck 160, dealer demo, immaculate. lv\edium Advanced Air cocoon with faired Advanced Air Kevlar lined chute. Orion audio-visual vario with variable damping, ni-cads and charger. Altimaster IV altimeter. All in great condition. $2350. takes EVERYTHING! Call Scott, (619) 324-6539. X· 180 - Excellent condition. Green upper surface, white lower surface. Purple leading edge. $1200. (213) 447,8444.

Quick set-up. $700. (704)

FOR SALE: Getting out of sport. 1981 PHOENIX 12 glider, cloud harness; with parachute, Litek vario. All in excellent condition. Any reasonable ofTcr will be accepted. (619) 562-2950, ask for Tom Edmunds.

Rigid Wings FLEDGE IIB - All red with gold mylar pocket, velcro ten· sioners, trailing edge battens} and bottom surface extended at root, $850. Art, (619) 457-4400 or (619) 753-3002.

NEW PROSTAR 160 - Red and white with gold star with rainbow color coming ofT star. $1600. Stan, (316) 422-5162. PRO AIR 180 - Excellent condition - $1050. Lazor II 195, great first glider, $475. (619) 347-6519. PROSTAR 160 444-5455.

Schools and Dealers

Superb, clean sail, $1300. (303)

PROSTAR 160, 1982 - $1100. Comet 165, 1981, $1000. (303) 221·3571. PRO STAR - brand new custom sail, $1300. Mosquito,

Good condition, $650. Phone (916)

ARIZONA DESERT HANG GLIDERS -4319 W. Larkspur, Glendale, AZ 85304 (602) 938·9550.

r-----------------------------------------------------------,I USHGA CLASSIFIED ADVERTISING ORDER FORM

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Bold face or caps 50; per word extra. (Does not include first few words which are automatically caps). Special layouts or tabs $20 per column inch. Payment for first three months required In advance.

Section (please circle)

R 'd w· Rogallos igi ings Schools and Dealers Business Opportunities Emergency Chutes Publications & Organi~ations Ultralight Powered Flight Miscellaneous

Begin with 19 consecutive issue(s).

I :

I I I I

issue and run for

My check _ _ money order _ _ is enclosed in the amount of

Please enter my classified ad as follows:

Number of words: _ _ _ _ _ _ _ @ .35 • _ _ _ _ _ __

I I I I I I I I

Phone Number: P.O. BOX 88306, LOS ANGELES, CA 90086 / (213) 390,3085

L----------------------------------------------------------J MAY 1983

SKY BOUND HANG GLIDERS - Full time, full-service shop. New and used gliders and equipment, certified instruction, repairs, accessories. 10250 N. 19th Ave., Phoenix, AZ 85021. (602) 997-9079.

SUN VALLEY SENSOR - New and used Sensor 510's. Sales, service, demo. Bruce McKeller, P.O. Box 3696, Ketchum, Idaho 83340. (208) 726-5399. TREASURE VALLEY HANG GLIDERS - Service USHGA Instruction - Sales of new & used U.P., Bennett, Scedwings & Centurion gliders, accessories - Site info. and ratings. "Come Fly With Us" - Box 746, Nampa, ID 83651, (208) 336-9492.

CALIFORNIA CHANDELLE SAN FRANCISCO, Hang Gliding Center. USHGA certified school. Stocking dealer for Wills, UP and FD. Come visit us! (415) 756-0650.

ILLINOIS OWEN'S VALLEY HANG GLIDING CENTER ULTRALIGHT SOARING SPECIALISTS - Sales, all major brands plus accessories - Service - Launch shuttle - Soaring seminars - Foot launched & powered competitions - Newsletter subscription, $1.00. 700 Airport Road, Bishop, CA 93514. (619) 873-4434. SAN FRANCISCO SCHOOL OF HANG GLIDING Gliders & equipment sales & rentals. Private & group instruction by U.S.H.G.A. certified instructors. Local site information and glider rental. 3620 Wawona, San Francisco, CA 94116. (415) 731-7766. ELSINORE VALLEY HANG GLIDING CENTER Certified, experienced instruction, foot launch and power. Sales for major manufacturers. Major repair facilities. Flight instruction and repairs performed under the supervision of FAA licensed management to manufacturers and aircraft standards. See and fly the new Eagle XL! Day phone: (714) 678-2050, night: (714) 781-9222. FREE FLIGHT OF SAN DIEGO. Expert instruction utilizing modern, safe equipment. (714) 560-0888. HANG FLIGHT SYSTEMS - Certified instruction program, beginning to advanced levels. Featuring Wills Wing and Ultralight Products gliders and accessories. *Duck, Comet, Gemini, Harrier demo night available to qualified pilots. 1202 E. Walnut Unit M, Santa Ana, CA 92701. (714) 542-7444. HANG GLIDER EMPORIUM - Quality instruction, service and sales since 1974. Full stock of new and used UP and \X'ills gliders, harnesses, helmets, instruments, ac, cessories and spare parts. Located minutes from US IOI and flying sites. 613 N. Milpas, Santa Barbara, California 93103. (805) 965-3733. HANG GLIDERS OF CALIFORNIA, INC. USHGA certified instruction from beginning to expert levels. All brands of gliders, a complete line of instruments & equipment are available! For information or catalog, write of call: Hang Gliders of California, Inc., 2410 Lincoln Blvd., Santa Monica, CA 90405. (213) 399-5315. HANG GLIDERS WEST-DILLON BEACH FLYING SCHOOL - USHGA Certified instructors, observers serv· ing Northern California since 1973. Expert quality repairs. Complete lesson programs. AFTER THE SALE IT'S THE SERVICE THAT COUNTS! All major brands, parts, accessories. Call or write for brochure. 20-A Pamaron Way, Ignacio, CA 94947. (415) 883-3494. Now offering ULTRALIGHT POWERED FLIGHT INSTRUCTION. All equipment provided. We Believe-SAFETY FIRST! 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.

SKYWORKS HANG GLIDING & ULTRALITE AIRCRAFT of the South Bay Area offers you Certified Instruction - Sales - Service. Major Brands. P.O. Box 406, l,\ilpitas, CA 95035. (408) 559-3398. WINDSPORTS INTERNATIONAL, INC. since 1974 (formerly So. Cal. Hang Gliding Schools). Largest and most complete HANG GLIDING and POWERED ULTRALITE center in Southern California. Large inventory of new and used gliders, ultralites, parts and accessories. Complete training program by USHGA certified instructors. 5219 Sepulveda Blvd., Van Nuys, CA 91411 (213) 789-0836. COLORADO FOUR CORNERS HANG GLIDING & ULTRALIGHT AIRCRAFT - since 1974. Major Brands, Sales, Service, Professional Instruction. Fly "Earl's Ranch". Box 38, Hesperus, CO 81326. (303) 533-7550. CONNECTICUT AIR WISE INC., 15 Long Ridge Road, West Redding, CT. 06896, (203) 938-9546. Training programs for beginner to expert by USHGA certified instructor/observer staff. Dealer for all major product lines, featuring Flight Designs, UP, Moyes. Complete accessory line. Lecture-film presenunion available. CONNECTICUT COS,\.\IC AVIATION - 14 Terp Rd., E. Hampton, CT 06424, c/o Bart Blau, Lynda Blau, (203) 267-8980. Hang glider dealer for Wills and U.P. Ultralight dealer for Vector 610, winner of London to Paris Ultralight race. USHGA certified instructor. HAWAII FREE FLIGHT HANG GLIDING SCHOOL - Cer· tified instruction, sales, service and rentals. 684 Hao St., Hon., HI 96821. (808) 373-2549. TRADEWINDS HANG GLIDING Hawaii, 96734. (808) 396-8557. IDAHO IDAHO MOUNTAIN AIR - Sales, service, instruction. Dealers for U.P. & Bennett. New & used gliders in stock. 945 No. Harrison, Pocatello, ID 8320 I. (208) 232-3408/234-1228.

WUULU YUU l'A Y 2:,¢ t-UH A

MICHIGAN SOUTHEAST MICHIGAN HANG GLIDERS - Sales and instruction in Ultralights, Free Flight and towing. Dealers for Eagle, UP, Flight Designs, Delta Wing and Soarmaster. 24851 Murray, Mt. Clemens, MI 48045 (313) 791-0614 - Since 1975. MINNESOTA NORTHERN SUN HANG GLIDERS, INC. Dealer for all major non-powered and powered brands. USHGA certified instruction. Owners/managers of the Hang Gliding Preserve, soarable ridge with tramway lift. When in the North Country stop by and test our line of gliders and enjoy the sites. 2277 W. County Rd. C., St. Paul, (Roseville), MN 55113 (612) 633-3333. NEW MEXICO BUFFALO SKYRIDERS, INC. - Southwest's hang gliding headquarters. Instruction, sales and service for all types of gliders. Coronado Airport, P.O. Box 4512, Albuquerque, N.M. 87106. (505) 821-6842. NEW YORK AERIAL TECHNIQUES, Rt. 209, Ellenville, NY 12428, (914) 647-3344. Come visit Ellenville. Learn to fly at our new training facility or challenge the mountain with your thermaling and X-C skills. Complete inventory of gliders, accessories, and replacement parts. Quicksilver ultralight sales and instruction. Open all year. MOUNTAIN WINGS INC. - The northeast's newest and largest hang glider and ultralight center. Located only 6 miles from Ellenville. Our product line includes: Flight Designs, Delta Wings, Seedwings, Manta, U.P., Progressive Aircraft, Pacific Windcraft, Stratusi Lazair, Casperwing, Ultralight Flight's Mirage and Phantom, a complete line of accessories and r/c gliders & radios. Top notch instruction with certified instructors on one of five training hills. Come to Mountain Wings Inc., Main St., Kerhonkson, NY 12446. (914) 626-5555 for friendly service. NEVADA HIGH SIERRA HANG GLIDING & WINDSURFING - Box 865, 1000 N. Plaza St., Carson City, NV 89702. (702) 885-1891. Northern Nevada's complete Hang Gliding shop. Featuring Wills Wing gliders and accessories. Also, dealers for U.P. Sports, Flight Designs, Seedwings and Pacific Windcraft. Dealers for Bic and U .P. SailboardS. USHGA certified Instruction beginning through advanced. Region II instructors, observer and examiner. Parts, service, gliders in stock, also towing instruction.

MAGAZINE YOU DON'T RECEIVE? HELP us ELIMINATE COSTLy I . POST OFFICE RETURNS \ Your USHGA now pays a quarter for every memberi who moves and doesn't report his or her address tol the USHGA in time to make the change on the mailing! list for the next issue of HANG GLIDING magazine./ The Post Office returns undeliverable magazines toi us and charges us 25¢ In the final analysis we are all\ paying for ma~azines that never get read. Please re-I member to let the USHGA know immediately wheni you move. Thank you fo, vour cooperation. i 48

Box 543, Kailua,

PROAIR/PROSTAR/FLEDGE III/FOX BAT sales, service, flight accessories and Ball variometers - Midwest Motorglider Supplies, 2638 Roberts, Waukegan, IL 60087, (312) 244-0529.

Replacement parts for

SEAGULL AIRCRAFT gliders and cuslom hang ghder parls

Send $2.00 lor our new rtfustrated

Hang G11d1ng Paris & Accessanes Catalog 1S2 00 Refunded w,th 1st purchase J

P.O. Box 340 HC'.ii Nags Head, N.C. 27959

(919) 441-4124 or outside N.C. (800) 334-4777

HANG GLIDING

NORTH CAROLINA KITTY HAWK KITES, INC., - P.O. Box 340, Nagshead, N.C. 27959 1-800-334-4777, in North Carolina, (919) 441-4124. Learn to fly safely over soft sand dunes through gentle Atlantic breezes a few miles south of where the Wright Brothers learned to fly. Beginning/Novice packages and ratings available daily. Complete inventory of new gliders, accessories and parts in stock. SCOTT'S MARINE, INC. - Full time professional, sales, service, training. Wills Wing Gliders, Pterodactyl ultralights, expert repairs. Scott Lambert, (704) 875-9486. OREGON EASTERN OREGON ULTRALIGHTS - Certified instruction. New and used. 500 S.W. 11th, Pendleton, Oregon 97801. (503) 276-2329. PENNSYLVANIA SKY SAILS LTD Hang Gliding School. USHGA certified instructors. 1630 Lincoln Ave., Williamsport, PA 17701. (717) 326-6686 or 322-8866.

Emergency Parachutes NEW RAPID DEPLOYMENT B.U.S. FLY AWAY CONTAINER SYSTEM is the world's newest, fastest and most reliable system. By the originator 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. NEW & USED PARACHUTES bought, sold & repacked. HANG GLIDER EQUIPMENT COMPANY, 3620 Wawona, San Francisco, CA 94116. (415) 992-6020.

Parts & Accessories ACCESSORIES: I - 124 ft. Odyssey, $225. I - new 124 ft. Odyssey Shoot, $275. 3 - Moyes stainless row bars, $250-$350. (704) 875-9486. ERIC RAYMOND COCOON HARNESS with recessed 20' parachute for 5'6" height, $390. (704) 258-8898.

TEXAS AUSTIN AIR SPORTS - The central Texas outlet for those who like to fly. We sell & service hang gliders, ultralights, windsurfers & landsailors. We stock gliders & equipment from U.P., Wills Wing, U.S. Moyes, Bennett & Manta. USHGA certified instruction & demos available. Call us about our Mexico safari. 5508 parkcrcst, Austin, Texas 78731. (512) 451-2505. AUSTIN HANG GLIDING CENTER - Lessons, winch tow to 2000'. (512) 255-7954. UTAH AERO SPORTS INC. - USHGA instruction, sales & service since 1974. 898 So. 900 E., SLC, Utah 84102. (801) 364-5508.

SKYWORKS California.

Please see ad -

Schools & Dealers -

VOLMER·AIRCRAFT - Established 1925. First to fly three contro\ foot launched glider> first to construct homebuild amphibian, 1958. First to construct highest performing foot launched glider, 1971. Third to construct powered foot launched glider, 1976. First foot launched glider to fly across the English Channel, I 978. Complete plans available. Brochure for all our seven aircraft including our VJ24W - IO HP Ultralight, $10.00. Volmer Aircraft - Box 5222-G, Glendale, CA 91201.

Miscellaneous AOL!, COMET CLONES & POD PEOPLE - Award winning film of Owens Valley hang gliding. VHS/Beta. One hour. $64.95 postpaid airmail. (PAL $69.95) Rick Masters, Box 3094, Shell Beach, CA 93449. ROG. Bumper Stickers - "HAVE YOU HUGGED YOUR HANG GLIDER TODAY?" White w/blue letters. $1.75 each (includes postage). P.O. Box 66306, Los Angeles, CA 90066. CONDITIONS UNSOARABLE? TRY BOOMERANGS! Exciting sport. Amazing aerodynamics. FREE CATALOG. Boomerangs, 87 South ,\,lain, Kaysville, UT 84037.

[}{]&[/\!]@ @[LO@~~ ~@[lDO~[KVJ~[/\!]u ©@[KVJ~&[/\!]'v' HANG GLIDER EQUIPMENT COMPANY - For all your Hang Gliding needs. We are dealers for all major brands. Write or call for free price list. 3620 Wawona, San Francisco, CA 94112, (415) 992-6020. QUALITY SOARING HELMETS - Fiber glass shell, $35.95 each. Colors· black, white, red, orange, blue. Windways N. 374 Washington Sr., Ramona, CA 92065. Dealers irn-ited. (619) 789-2876.

PLAN YOUR SALT LAKE VACATION WITH US. We have the only shuttle service to the \X'asatch Mountains. Certified instructors & experienced mountain pilots. We also otTer instruction, sales & repairs. For info. call or write: Freedom Wings, P.O. Box 633, Sandy, UT 84091. (801) 943-1005. WASATCH WINGS INC. - Located minutes from Point of the Mountain. Safe, personalized, instruction beginning through mountain flight. Custom harness manufacture and repair. 700 East 12300 South, Draper, Utah 84020, (801) 571-4044. WASHINGTON BIG BIRD'S WINGS - Hang gliding's best. Instruction - sales and service. Dealing & distributing Wills Wing in Washington state. Call Fitz (Big Bird), (206) 523-2436.

THE ULTIMATE PRONE HARNESS, The high technology solution. The optimum prone suspension. Eleven roller-bearing blocks and three nylon ropes connect six harness sections at fourteen attachment points in THE correct ratios, providing continuous equalization, frictionless movements, dynamic control and unobtrusive safety, while eliminating all common harness problems. If you want the ultimate, this is it! Jim Cleaveland, 325 Big Oak Rd., /lforrisville, PA 19067.

Employment Opportunities CRYSTAL AIR SPORTS lv\OTEL · Male/Female HELP WANTED: 15 hrs./wk. Exchange for lodging in Original Flyers Bunkhaus. Call or write Chuck or Shari, 4 328 Cummings Hwy., Chattanooga, Tenn. 37409. (615) 821-2546. Home of SKY GEAR, Apparel & Accessories. Also, vaca· tioning? Private Rustic Rooms \Xlaterbeds, Video 1\·lovies, Color T.V., Pool.

CAPITOL CITY GLIDERS - New and used gliders and ultralights, accessories, service. Certified instruction. (206) 786-9255, (206) 456-6333. WYOMING NORTHWIND AIRSPORTS: Come fly Bennett's new amazing untouchable STREAK!! Glider sales & services at the best possible prices. P.O. Box 432, Jackson Hole, WY 8300 I. (307) 733-4915.

Publications & Organizations

FINAL PRINTING - LIMITED EDITION! Special HOODED long sleeve T-shirts and regular sweat shirts as worn by Steve Moyes and JetT Burnett. World class art, high fashion, high quality, front print, $15.00, total. Specify style/light blue or white/S, M, L, X-L. WILL TO LIVE SPECJALITJTES, P.O. Box 1791-H, Blowing Rock, N .C. 28605. MAJESTIC EAGLE PENDANT - 12K antiqued goldtone - $23.95 includes shipping, postage. Satisfaction guaranteed. Stan Foster, P.O. Box 4095, Sparks, NV 89432-4095. PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - SI. Decals, 3 1/ , " dia. Inside or outside application. 25~ each. Include l 5~ for postage and handling with each order. Box 66306, Los Angeles, CA 90066. Powered Ultralight Training Course - By Dennis Pagen. Now available from USHGA. Lessons, Groundschools, tests, FAA Regulations 8 1/, x 11 workbook format. $12.95 (incl. postage) P.O. Box 66306, Los Angeles, CA 90066.

International Schools & Dealers

SOARING - Monthly magazine of The Soaring Society of America Inc. Covers all aspects of soaring flight. Full membership $28. Info kit with sample copy $3.00. SSA, P.O. Box 66071, Los Angeles, CA 90066.

T-SHIRT WITH YOU AND YOUR HANG GLIDER ON IT! Our ultraquality T-shirt comes with a colored ring neck and sleeve. Your photo will be permanently reproduced 7 x 9 inches on the front with "My Hang Glider" printed on it, or your own short message, or no message if you wish. Send slide or photo (will be returned) and $18.00, (includes shipping) to: Pharo Shirr, P.O. Box 1354, Waukesha, WI 53187.

SUNRISE COUNTRY INC. - Distributor Japan: Manta, La Mouette, Delta \X'ing, Flight Designs, \Xfimer, Litek, Hall Bros., Ball Varios, Altimaster, Quick-N-Easy. 1104 Rekku Shibakoan 2/11/13. Shibakoan Minatoku Tokyo, 105 JAPAK Tel. 03/433/0062.

Ultralight Powered Flight

TEE-SHIRTS with USHGA emblem $8.00 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.

JAPAN

SWITZERLAND SWISS ALP HANG GLIDING SAFARI· For complete documentation of this high adventure alpine tour send $5.00 to cover airmail postage to: RON HURST, Kurfirstenstr. 61, 8002 Zurich, Switzerland, Airmail.

MAY 1983

FREE AOL!, COMET CLONES & POD PEOPLE PEOPLE POSTER!! Box 3094, Shell Beach, CA 93449.

BENNETT TRIKE - Solo engine, 6 hours airtime, perfect condition. $1095. Mitch, (619) 560-0888. KITTY HAWK KITES - Training specialists for ultralights. FAA certified Flight Instructors. Quicksilvers, parts in stock. P.O. Box 340, Nags Head, N.C. Within site of where the Wright Brothers made their first historic flight. 1-800· 334-4 777.

TORREY PINES 1979. Text by Don Betts. Phmos 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 on site. $3.00 each (encl. pstg.). USHGA, P.O. Box 66306-HG, Los Angeles, Calif. 90066.

YOU & YOUR GLIDER

TYPE: 172 Moyes Mega. WHERE AND WHEN: March 20, '82, 80 miles north of Flagstaff AZ (Echo Cliffs area). SAIL PATTERN: Lt. blue, with dk blue lightning bolt on right wing. CONTACT: Sky Bound Hang Gliders, 10250 N. 19th Ave., Phoenix, AZ 85021 (602) 997-9079. TYPE: 1982 177 Harrier JI #6744. WHERE AND \VHEN: Fountain Hills area, NE of Phoenix, AZ, April 15, 1982. SAIL PATTERN: All white upper sail, blue lower sail, rainbow center panel. CONTACT: Sky Bound Hang Gliders. TYPE: UP Gemini 184 #UPG184032. SAIL: Yellow nose, orange middle, red trailing edge (span·wise cut) with white leading edge and keel pocket. WHERE AND WHEN: Alameda, CA July 2, 1982. CONTACT: David Catlett (415) 521·7633. Reward. TYPE: Pterodactyl with Cuyuna 430 reduction drive #111000. LE, yellow, TE, white. Center, brown. Tips, brown. Rudder, white with brown & black stripes. Canard, brown, yellow and white. CONTACT: LEAF, 331 South 14th St., Colorado Springs, CO 80904 (303) 632·4959.

Acrylic on Canvas See CENTERFOLD this issue You might own a bumper sticker, patch or T-shirt to promote your love for hang gliding. But how about a high-quality custom painting of YOU & YOUR GLIDER lv\ail your favorite slide or photograph to: Parmlee ,\,\orris Ltd. 725 Country Square Drive Suite 31 Ventura, CA 93004 (805) 644-2117 For more information \\•rite or call. The rate for classified advertising is 35~ per word (or group of characters). Minimum charge, $3.00. A fee of $10. is charged for each photograph or logo. Bold face or caps 50~ per word extra. Underline words to be bold. Special layouts or tabs $20.00 per column inch. AD DEADLINES ~ All ad copy 1 instructions, changes, additions and cancellations must be received in writing llh months preceding the cover date, i.e., November 20 for the January lssue. Please make checks payable to USHGA: Classified Advertising Dept., HANG GLIDING MAGAZINE, Box 66306, Los Angeles, CA 90066.

INDEX TO ADVERTISERS AOPA ............................................................. 30 Bennett Delta Wing Gliders .......................... BC Crystal Air..................................................... 4 Finger Fairings .............................................. 11 Flight Designs ......................................... 15, 34 Glider Rider ................................................... 42 Hall Brothers ................................................. 37 Kitty Hawk .................................................... 48 Llghtwlng ..................................................... 3 Lltek .............................................................. 42 Lookout Mt. .................................................. 43 Pacific Kites .................................................. 36 Pagen Books ................................................. 52 Para Publishing ............................................ 19 Pro Air ................................................. s, 6, 7, s sea Drake ...................................................... 52 seedwlngs .................................................... 46 Snyder Ent .................................................... 52 south coast Air ............................................. 42 svstek ........................................................... 37 Ultrallte Products ......................................... 51 USHGA .................................................... IBC, IFC vampyre ....................................................... 42 Whole Air Magazine ...................................... 43 WIiis Wing, Inc ........................................... 2, 19 world Team ............................................... 1, 37

AD DEADLINES All ad copy, Instructions, changes, additions and can· cellatlons must be received In writing 11/, months pre· ceding the cover date, I.e. Mar. 20 for the May Issue.

TYPE: Harrier 147 #6444. SAIL PATTERN: Orange LE, brown dbl. surface, gold and white spanwise, gold keel. WHERE AND WHEN: October 13, 1982, Vernon B.C. CONTACT: Simon Mitchell (604) 357-2400 collect. Reward, TYPE: Duck 180 #10486. WHERE AND WHEN: Feb. 1983, Buffalo Skyriders. SAIL PATTERN: Black LE, spectrum, white TE. CONTACT: Buffalo Skyriders, P.O. Box 4512, Albuquerque, NM 87196 (505) 821-6842. TYPE: Quicksilver MX and Doublequick #10696 and 10875. WHERE AND WHEN: Dayton, OH, Dec. 14, 1981. Probably sold in Chicago area. CONT ACT: Gary Meddock, 1334 N. Lutheran Church Rd., Dayton, OH 45427 (513) 854-4973. Reward. TYPE: Comet 165 #1651222. WHERE AND WHEN: Lookout Mt., TN Nov. 7, 1982. SAIL PATTERN: Custom: burgundy LE, black and yellow TE, black tips. Undcrsurface: burgundy LE, spectrum, yellow TE, left corner has black "UP." Keel pocket black with white "UP." Bag blue with yellow tips. CONTACT: Dave Freeman at Lookout Mt. Flight Park (404) 398-3541. Reward. No questions. TYPE: Comet 135 No. UPCMT135054. SAIL PATTERN: White body; gold dbl. surface. LE & keel pocket no insignias. WHERE & WHEN: Oct. 11, 1982 10 mi. east of Mt. Wilson in San Gabriel Cyn. (Azusa) CA Los Angeles area. Thief known to drive brown jeep-type vehi· cle. Glider has mountings for french connection on keel. CONTACT: Jerry Bard (213) 851·8869. TYPE: Moyes Maxi Mk. Ill. SAIL PATTERN: Black leading edges, center panels and tips. Assymetrical rainbow pattern (white, gold, orange, red, purple, blue, It. blue, green, yellow). DISTINGUISHING CHARACTERISTICS: Negative dellexor posts missing. Blue bag with 6" tear. TYPE: Bobcat Ill. SAIL PATTERN: Orange leading edges and tips. Center out: It. blue, gold, green. DISTINGUISJ-IING CHARACTERISTICS: Gold anodized frame. Blue control bar, raked 21" forward. Faded orange and gray two·piece bag. WHERE & WHEN: San Diego, CA September 3, 1982. CONTACT: Torrey Pines, (714) 455-6036 (daytime). Paul Gach (714) 279·5403 (even· ings). Reward. TYPE: Gemini #UPGJ3400i\I. SAIL PATTERN: Dk blue LE, Pacific blue center, white TE. Tape on LE. WHERE AND WHEN: 6/28/82 W. Jordon Utah, taken from car. Contact: Claudia Holbrook (801) 561·1974 or 571-4044. TYPE: Eipper Flexi lll. SAIL PATTERN: White, blue, green> yellow and white. New, or no control bar. Tear in keel pocket. Reward. CONTACT: Will Richardson, Rt. l, Box 167, Trout Dale, VA 24378 (404) 436·8504.

TYPE: 135 Comet. SAIL: Black LE, crimson green TE. Red top sail, red keel pocket. Red UP left side. WHEN: April 15, 1982 San Bernardino area. CONTACT: Laverne DeJan, (714) 796·1658. TYPE: 209 Raven #4402. SAIL: Center out: Brown center, two white, two orange, white tips. Brown LE. Orange keel pocket. WHEN: El Centro, CA April 26, 1982. CONTACT: Mike Sorgaard (714) 352·2116. TYPE: Moyes Mega 172. SAIL: Blue and white with lightning bolt. Red bag. WHEN: Saturday, March 20, 1982. Reward. CONTACT: Russ Gillfer (602) 523-4058. TYPE: Fledge IIB #1032. WHEN: March 1, 1982 Denver, CO. Glider is incomplete. SAIL: White with dk blue LE, tips and keel panel. CONT ACT: Richard Siberell, 7 l l 55th Des Moines, Iowa 50312 (515) 255-1456. TYPE: 1982 Super Lancer 200. WHERE/WHEN: Binghampton, NY 4/18/82. CHARACTERISTICS: Will not fly as is. No base tube, battens, or washout tubes. One down tube replaced with stock 6061 tubing. SAIL: Blue and white, orange bag. Stolen by wuffo expected to be sold in southern California. CONTACT: James McLaughlin (607) 771-1583 days collect. $500 reward for arrest and con· viction. TYPE: Black nylon duffie harness bag containing black co· coon harness with red shoulder pads, Flight Designs vario, Thoemen Altimeter, orange F.D. helmet. black leather gloves, blue jackets. WHERE & WHEN: Manressa State Beach parking lot Sunday, 5·2-81. CONTACT: Brian O'Kelly, 2300 West Haven, Bakersfield, CA 93304 (805) 832·3987.

TYPE: X-160 #2. SAIL PATTERN: Black LE, gold center spanwise, white LE and keel pocket. TYPE: Blue Price harness, Windhaven chute, black Delta Wing knee hanger harness, 2 white helmets, Itek vario, Thommen altimeter, airspeed indicator, yellow UP flight bag. WHERE AND WHEN: All stolen with truck from Chatsworth, CA. CONTACT: John Zurlinden (213) 957·5014 or (213) 993·6644 Ext. 312. TYPE: Gemini #UPGI3400M. SAIL PATTERN: Dk blue LE, Pacific blue center, white TE. Tape on LE. WHERE AND WHEN: 6/28/82 W. Jordon Utah, taken from car. Contact: Claudia Holbrook (801) 561-1974 or 571-4044. TYPE: Eipper Flexi III. SAIL PATTERN: White, blue, green, yellow and white. New, or no control bar. Tear in keel pocket. Rewrd. CONTACT: Will Richardson, Rt. 1, Box 167, Trout Dale, VA 24378 (404) 436·8504. TYPE: 172 i'v1oyes Mega. WHERE AND WHEN: March 20, '82, 80 miles north of Flagstaff AZ (Echo Cliffs area). SAIL PATTERN: Lt. blue, with dk blue lightning bolt on right wing. CONT ACT: Sky Bound Hang Gliders, I 0250 N. 19th Ave., Phoenix, AZ 85021 (602) 997·9079.

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Get high ... in the easiest flyin' intermediate UP has ever produced. Geminis are light, strong, inexpensive. easy to launch and land, and have all the latest high tech details and hardware you'd expect from UP. The new 'M' models are essentially single surface twins to UP'S famous XCchampion, the Comet. The Gemini's sail planform is identical and many major spars and components are interchangeable, making parts availability a breeze from more than 120 dealers and distributors worldwide. Before you even consider a new glider, test fly the latest from UP. When you decide on a Gemini there's nowhere to go but UP! Send $2.00 for complete parts list. specs. & photos of the UP line.

UP i;t,1• ii~ )i1ijf'1 11).

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•POWERED ULTRALIGHT AIRCRAFT-DETAILS ON: CHOOSING THE RIGHT CRAFT * AERODYNAMICS * CONTROLS " AIRMANSHIP * MORE. $7.95 + 60¢ POST. ***NEW*** • POWERED ULTRALIGHT TRAINING COURSE-A MANUAL FOR SELF-TEACHING AND TRAINING SCHOOLS-11 LESSONS AND RELATED GROUNDSCHOOLS-TESTS AND FAA REGULATIONS INCLUDED- $12.95 + 60¢ POSTAGE. $11.95 + 60¢ POSTAGE FOR TWO Except POWERED $16.95 + 90¢ POSTAGE FOR THREE ULTRALIGHT $21 .95 + 90¢ POSTAGE FOR FOUR TRAINING COURSE $29.95 + 1. 10 POSTAGE FOR ALL FIVE SEND CHECK OR CASH TO: DENNIS PAGEN, DEPT. H P.O. BOX 601, STA TE COLLEGE, PA 16801

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

DEALER INQUIRIES INVITED

1. PRECISION JEWEL BEARINGS 2. ACCURATE 3. PRECISION GEAR TRAIN 4. TEMPERATURE COMPENSATED 5. LIGHT - 3% OUNCES 6. SMALL - 3" x 1Y." 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

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Stop guessing your altitude. The AL Tl MASTER IV will tell you at a glance, accurately and reliably. Only S 89.95 at authorized SSE Dealers worlclw,de

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HANG GLIDING

USHGA MERCHANDISE ORDER FORM

QUANTITY 8-1

8-2 83 8-4 85 8-6 B-7 B-8 B-9

B-10 8-11 8-12 8-13 B-14 B-15 B-16

BOOKS

PRICE

MAHBIROS by Maralys Wills. Entertainingly takes the reader from hang gliding's past to its soaring present. 8 pg color. 150 Blk & Wht photos. 40 pg appendix. USHGA INSTRUCTORS CERTIRCATIOH MANUAL. Complete requirements. syllabus. teaching methods. HANG GLIDING by Dan Poynter. 8th Edition. Basic Handbook for skysurling. MAH.POWERED FLIGHT by Keith Shennan. History & modern technology, design considerations. FL YING CONDITIONS by Dennis Pagen. Micrometerology for pilots. 90 illustrations. HANG GLIDING AND FL YING SKILLS by Dennis Pagen. Beginners to experts instruction manual. HANG GLIDING FOR AOVAHCEO PILOTS by Dennis Pagen. Techniques for cross-country, competition & powered !light. POWERED ULTRALIGHT AIRCRAFT by Dennis Pagen. Complete instruction manual. POWERED ULTRALIGHT TRAINING COURSE By Dennis Pagen. A manua! for self-training & training schools. 11 lessons, lests and FAA Regulations. MAHHEO KITING by Dan Poynter. Handbook on tow launch !lying. MAH.POWERED AIRCRAFT by Don Dwiggins. 192 pg history of !light. Features !light of Gossamer Condor. FEDERAL AVIATION REGULATIONS FOR PILOTS. 1983 Edition. Hang gliding pertinent information. FA! SPORTING CODE FOR HAHG GLIDING. Requirements lor records. achievements & World Championships. TORREY PINES by Don Betts, photos by Benina Gray. Rules. regulations, history of Torrey Pines. HANG GLIDING MAHUAL & LOG by Dan Poynter. For beginners. An asset to instructors. 24 pgs. USHGA OFFICIAL FLIGHT LOG. 40 pgs. Pocket size. skills signoffs (all levels), glossary of terms, awards.

$17.95

AMOUNT

$ 2.00 7.50 7.50 7.50 7.50 7.50 $ 8.50 $12.95

4.50 6.50 4.50 1.00 3.00

$ 1.50 $ 2.95

ITEMS HA

""HEW .. USHGA 'HAHG GLIDING' T-SHllT. 100% heavyweight cotton. WHITE only. Men's sizes: M L X-L (CIRCLE ONE). Women's sizes (French cut): S M L (CIRCLE ONE). USHGA EMBLEM T-SHIRT. 100% heavyweight cotton. ORANGE or LIGHT BLUE. Men's sizes only. S M L X-L (CIRCLE SIZE & COLOR) USHGA EMBLEM CAP. One size fits all. Baseball type/USHGA emblem. NAVY ORANGE GOLD (CIRCLE ONE) ""HEW•• USHGA BELT BUCKLE. Solid bronze, custom design, relief sculpture. 3 1/4 x 211c USHGA SEW-OH EMBLEM. 3" dia., full color (red wings, sunburst wlblack print). USHGA EMBLEM DECAL. 31/i' dia .. full color. USHGA BUTIOHIPIH. 11/i' dia., full color. LICENSE PLATE FRAME. "I'd rather be hang gliding." White on Blue. WALLET. Nylon. velcro closure, mach. washable, water resistant. ROYAL BLUE color. BUMPER STICKER. "Have you hugged your hang glider today." Blue on White.

1-18 1-2 13 1-4

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

8.00 $ 8.00 S 8.00 $ 5.00 $12.00 1.00 .25 .10 5.50 8.95 1.75

HANG GLIDIHG/GROUHO SKIMMER BACK ISSUES ,,.SPECIFY BY CIRCLING ISSUE HUMBER""'ISSUES HOT NUMBERED ARE SOLO OUT""

PRINTED COPIES:

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20, 21, 22, 23, 24. 25. 28, 29, 30, 32. 33, 34, 36, 37, 38, 41, 42, 43, 44. 45. 47, 56, 58, 59, 60. 61, 62, 63, 64. 65, 66. 67, 68, 69. 70, 71, 72 73, 76. 77. 78, 80, 82, 83, 86. 87. 88, 89, 90, 91, 92, 93. 96, 98, 99.100. 101,102,103 105 - Current Issue "HO TAX OH MAGAZINES"

$ 1.00

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