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EDITOR: Gil Dodgen ASSOCIATE EDITOR LAYOUT & DESIGN: Janie Dodgen STAFF PHOTOGRAPHERS: Leroy Grannis, Bettina Gray STAFF WRITER: ERIK FAIR ILLUSTRATORS: Harry Martin, Rod Stafford EAST COAST CORRESPONDENT: Gretchen Niver OFFICE STAFF: MANAGER: carol velderraln Cindy Mosquera tAdvertlslngJ Amy Gray CRatlngsJ Mary Marks (Membership) Terrie Jo Nelson (Acc. Rec.I USHGA OFFICERS: PRESIDENT: Dick Heckman VICE PRESIDENT: Steve Hawxhurst SECRETARY: Elizabeth Sharp TREASURER: Doug Hildreth EXECUTIVE COMMITIEE: Dick Heckman Steve Hawxhurst Elizabeth Sharp Doug Hildreth USHGA REGIONAL DIRECTORS: Regional Directors elected to 12/31 /83 Indicated first, those elected to 12/31 /84 Indicated second. REGION 1: 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 /83L 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 <12/31 /83). REGION 12: Steve Ostertag. Paul Rikert. 1983 DIRECTORS·AT·LARGE elected to 12/31 /83: Jan case, Dean Tan]i, Dennis Pagen, Dick Heckman, Elizabeth Sharp. EX-OFFICIO DIREC· TOR: <With vote) NATIONAL AERONAUTIC ASSOCIA· TION Everett Langworthy. HONORARY DIRECTORS <Without vote) elected to 12/31 /83: Bill Bennett, John Harris, Hugh Morton.Vic Powell, Mike Meler The United States Hang Gilding Association inc., is a division of the National Aeronautic Association INAAJ which Is the official U.S. representative of the Federation Aeronautlque Internationale (FAil, 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 gl!dlng activities such as record at· tempts and competition sanctions. HANG GLIDING magazine Is published for hang gilding 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. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING magazine Is published monthly by the United States Hang Gliding Association, Inc. whOse malling address is P.O. Box 66306, Los Angeles, Calif. 90066 and whose offices are located at 11423 Washington Blvd., Los Angeles, Calif. 90066; telephone <213) 390·3065. second· class postage is paid at_ Los Angeles, Calif. HANG GLIDING 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 ($32.50 for foreign addressesJ:subscrlptlon rates are $22.50 for one year, S40.00 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 malling label from a recent Issue.

POSTMASTER: SEND CHANGE OF ADDRESS TO: USHGA, P.O. BOX 66306, LOS ANGELES, CA 90066.

ISSUE NO. 127

AUGUST 1983

Hang Olding (USPS 017·970l

CONTENTS

FEATURES

PILOT PROFILES Sandi Martin

by Sandi Martin photos by Jim Burnette

SKYTING - An Optional Towing Technique © by Donnell Hewett Limiting Tow Line Tension

22 WORLD MEET '83

by Erik Fair photos by Bill Bennett and Dean TanJJ

27 STEVE MOYES 28 GEfflNG THE MOST FROM YOUR CB 34

THE REGION X REGIONALS

an Interview by Erik Fair

by Jerry Bard

article and photos by Gretchen Niver

XC OPEN

artlcle and photos by van Spurgeon

DEPARTMENTS 3 ULTRALIGHT CONVERSATION 3 USHOA CERTIFIED SCHOOLS 7 NEWS AND NEW PRODUCTS 8 CALENDAR 10 THE RIGHT STUFF by Erik Fair 12 NEWLY ACQUIRED USHOA RATINGS AND APPOINTMENTS 13 USHOA REPORTS 21 NOMINATIONS SOLICITED 30 MEDICINA AVIBUS by Fred Leonard, M.D. 37 USHOA CHAPTER NEWS edited by Joel Howard 45 CLASSIFIED AVERTISINO 48 STOLEN WINOS 48 INDEX TO ADVERTISERS COVER: The u.s. world Team at the recent Tegelberg, Germany world Championships. Photo by Dean TanJI. CONSUMER ADVISORY: Hang Olldlng Magazine and USHOA, Inc., do not endorse or take any responslblllty for the products advertised or mentioned editorially within these pages. Unless speclflcallY explained, 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 Gliding Association, Inc. 1978. All rights reserved to Hang Gilding Magazine and lndlvldual contributors.

• FLIGHT LOG, 40 PAGES • POCKET SIZE, 3%" x 7" • SKILLS SIGN•OFFS INTERMEDIATE

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XC, techniques, pilot reports, and technology. Many of us eastern pilots are hungry for air .. time and follow these developments with a great deal of interest. Wilson Los Angeles, CA

Dear

Dear Much thanks to Adams for writing the letter entitled "Loose Nuts" in the June issue. I own a six-month-old Duck 180 and his let· suspect the cause of a up. After unzipping the bag and the control bar you have to then secure the base tube to one down tube to the While the bolt I have had more of a problem lately because the other side of the control bar wants to pivot on the keel attachment bolt and fall into the . So after letter I went out to the garage and pulled my bar off to the control bar/keel bracket the nut had backed off bolt and sure and only half of the nut had on the bolt. I also noticed that the nut was of the thin nyloc type and I must agree with that this should be a safetied nut and that all pilots be made aware of this potential hazard. I must also say that I'm somewhat embar·· rassed that I had not noticed this before as I really should have. Thank's for the hurt It's much better than a hurt body. Mike Scheibe! Bristol, TN

Dear Editor, I just finished the June issue and found a lot of entertainment. Walt Time Soaring was a very likable blend of the technological, the metaphysical, and the romantic; thanks for the ride! And I thought the airbrush illustrations captured the mood of the story I only wish I could have seen them in the irridesccnt colors described in the story. As for Erik Fair's "Dead Air" poem, leave it to him to bring us down to laughing all the way. What can you say about Erik Fair that he couldn't say better himself. The guy's a true wit. And best of all, thanks for the updated coverage on towing. up the reports on AUGUST 1983

Three flying friends and I were amused on our recent cruise to the Owens Valley. We learned that the United States Forest Service has required pilots who fly there to use remote earphones for radio and vario. Ostensibly this is to protect the sensitive and en·· Big Horn Sheep in the wilderness area from the terrifying and unnatural noises of our aerial toys. Our amusement turned to disbelief when, each of four flights there, the valley reverberated with the roar of Chinook (the south portion of the area is part of an MOA), the thunder of dynamite blasts (blasting for mining purposes is allowed and the crunch of sonic booms the and subsequent jct noise. We that next year a proposal should be made to contribute a portion of the entry fees of the and the Classic to finance a of the intricacies of the bureaucratic mind, which is a form of intelligence that is not crn1aui,.1.:1 John Merrill Fillmore, CA

There have been a number of articles on towing in the hang gliding press recently, but information on acrotowing is still noticeably absent. For those of you who, like myself, wish to proceed foll speed ahead toward towing with ultralights, the following are some ideas on the subject. (I have been hang gliding for seven years and winch towing intermittent· ly over the past two years first in the lJ .K. with fixed bridles and now in Houston with centcr-of..rnass bridles.) There are two ways to go from the present You need (by present standards) either a slow ultralight or a fast hang glider with light bar pressure in pitch. I have recent .. ly allowed this to influence my choice of a new glider in ordering a Streak on its reputation for (maybe too) light response in pitch. If you go the route of a slow ultralight, then to enable takeoffs to be made in thermal, tur· bulent conditions, the tow line attachment to the ultralight will need to be a center-of-mass type hook-up, looked at from the top, to prevent the towed aircraft from yawing the tug. It will also, of course, have to be through t.he

trike concept into a highly portable, light-weight accessory power unit with true soaring capabilities for today\ vanced hang glider designs. many advanced and original design of the T A are available now at prices far more reasonable than present conventional trikes. ,\'end $2.00 fc>r an infcmnation packa;.;c: $3.00 fimiJ.;n.

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Some of our dealers: Sunrise Country Inc,, Tokyo, Japan 03-433-0063 Tunnis Been Chandelle SF, Daly City, CA 415-756-0650 George Hhitehill David Mandel, Port ElisabC!th, South Africa 041-335-364 Mission Soaring Center, Fremont, CA 408-656-6656 Pat Denaven Winje & Co, Lilleharuner, Norway 47-62-55875 Leif Winje Windsports, Van Nuys, CA 213-789-0836 Joe Grehlo La Houette, Dijon, France 33-(80)-56 66 47 Leading Edge Air Foils, Colorado Springs, CO 303-632-4959 Bill Raisner RAE Harketing Ag, St Gallen, S\.litzerland 071-23-39-62 Walter Roosli Skysoaring Industries, Thirroul, Australia 61-42-671794 Steve Kennard Sky Sailors Supply, Applegate, OR 503-846-7385 Steve Bissett Mainair Sports Ltd, Lancashire, England l+l,-706-55131 Jim Hudson Murdock Sales, Christchurch, New Zealand 529-285 Kevin Murdock

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center of mass in side view, but this is not too hard to achieve as a line from the wing trailing edge at a slight upward angle usually passes very close to the center of mass. (The towed aircraft needs to be above the tug to stay clear of its wake and downdraft.) The tug aircraft most suitable are probably the two-place ones such as the two-place MX, flown one-up, of. course, but most of these have large tail surfaces in the way of a tow line. The more elegant solution is to use a tailless aircraft, but I know of none that are both slow enough (20 mph) and controllable enough to be flown in the midday turbulent air which most thermal hang glider pilots want to get up into! Maybe someone will design one; I have a sketch for a canard-type staggered biplane if anyone is interested. I design computer programs, not aeroplanes, but would dearly like to see a custom designed tug aircraft on the market; the first one will clean up. With a tailless aircraft, and the propeller hub near the center of mass, the tow rope problem can be solved by running a single rope out through a hollow propeller shaft, through nylon bushes, with a single slip knot at the front end of the shaft, which can be released by the pilot. This concept has already been tested with a trike in France (Wings!, March '83, Cosmopolitan section). The problem with aerotowing is now no longer the hang glider bridle, but the lack of a suitable tug aircraft. Come on, all you ultralight manufacturers: what happened to American innovation? If anyone has any information on aerotowing or intends to start and would like to be in touch with developments here in Houston, then please contact HHGA President Carl Boddie (713) 644-1114, or myself (713) 785-3968, c/o Houston Hang Gliding Association, 6941 Dillon, Houston, Texas 77061. Bob Fisher Houston, TX

Prone Suspensions Dear Editor, Five years ago I undertook a research project on prone suspensions. With the following knowledge gained, I designed the most advanced suspension possible. This harness not only provides a new technique for controlling hang gliders, it could also save harness-related deaths or injuries. Unfortunately, despite my promotional efforts, it is still being ignored by the flying public. Jim Cleveland 325 Big Oak Rd. Morrisville, PA 1906 7

AUGUST 1983

Photo Credit Dear Editor, In your June issue of Hang Gliding you erroneously gave photo credit to Jim Spooner for the photos accompanying the towing article by Tom Vayda. The photos were actaully taken by Terry Ferrer, Russel Thompson, and John Silveria. If you could give these guys credit it would be greatly appreciated.

NOONE BASA SIMUIATOR LlliEOURS

William Armour Manta Products

ll'hanks, Walt Dear Editor, Hats off to Walt Dodge! Time Soaring was excellent. I found myself wishing I could travel forward through time so I wouldn't have to wait a full month for the next installment. May his imaginative authorship grace the pages of Hang Gliding for many issues to come. Kris Doe Ventura, CA

Dangerous Bar Dear Editor, Now that you mention it, a buddy of mine was flying along one day when suddenly he had to make a forced landing and wasn't very successful. He suffered a dislocated shoulder and the downtube on his glider was hardly even bent! In fact, that same downtube is being used on the same glider today by a different pilot who eventually wound up with the glider after my friend sold it. He was out of action as far as flying was concerned for over six months because some manufacturer overbuilt the down tubes on his glider. Since that apparently was not a fluke, I fly with much greater security now knowing that if I blow a landing on my HGMA-certified glider, the downtubes will break, not my arms (I've had it happen). If those downtubes on my buddy's glider had been built like mine, he might not have suffered such a nasty experience. Perhaps the HGMA should have downtube safety requirements as part of the certification program? Ralph Karsten Saint Paul, MN

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.

"Cryllital" Is no ord1nary school. In the USA, several other schools can boast such professional equipment, facilities, and personnel such as Crystal offers. But no others have a Ceyllital Hang Glider Simulator. We 1nvented It. We designed and built every component. We put It Into operation, and we have now sen•ed over 3,000 students ( from 5 to 81 years of age), all in complete safety. That 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 Haug Glider Simulator is a one-of-a-kind, patentpending, revolution in flight training. Statistically, Cryllital 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 you could learn if you could deploy your back-up chute, just for practice. Sound useful? Well again, only at Crystal, 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 Ceystal.

CRYSTAL FLIGIIT RESOl.ll' Route Four, Cummings Highway Chattanooga, TN 37409 615/825-1995 \ -

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CERTIFIED SCHOOLS USHGA welcomes the following new certified schools: Eastern Ultralights 128 Richmond Ave. Lancaster, NY 14086 (716) 681-4951 Hole In The Sky, Inc. 5835 Main St., Box 368 Fogelsville, PA 18051 (215) 395-8492

PEGHINY GUEST SPEAKER AT TELLURIDE Tom Peghiny will be the featured speaker at the T~lluride Airmen's Rendezvous, September 12-18. One of the pioneer§__ of hang gliding, Tom's vast array of experience shall coincide nicely with this tenth anniversary celebration of the Telluride Hang Gliding Classic. Other features include: a mystery guest, bigger and better social program, free flying program with cash contingency prizes, expanded air show demonstrations, a fly-in to inaugurate Telluride's new airport and much more! Sixty dollars entrance fee includes all programs, flying, beer and T-shirt. World Team members admitted free. Contact: P.O. Box 456, Telluride, CO 81435.

bids to outfly their respective opponents. The only woman pilot, 54-year-old Ines Roberts, surprised other competitors with her determined flying style. The next rounds of competition will take place from Camino Cielo through Rattlesnake Canyon in Santa Barbara, weather permitting. The finals and awards ceremony will run concurrently with the American Cup Polo Tournament finals at the Santa Barbara Polo Club. The public is invited, noon to 5 PM. Admission is $4. The George Hammond Perpetual was established by Mr. Hammond's sons in honor of their father, George Fiske Hammond. He was a pioneer aviator who worked for the Lockheed brothers in Santa Barbara, designing and building their multi-engine seaplanes. Later he went to work in San Diego for Ryan Aircraft Co. where he helped bring about Charles Lindbergh's "Spirit of St. Louis." He then moved to the midwest and became chief engineer for Spartan Aircraft Co. He worked and flew with Charles Lindbergh, Claude Ryan, Wrong-Way Corrigan, Howard Hughes, Wiley Post, Amelia Earhart and Jack Northrop.

HIGH ENERGY ACCESSORIES

GEORGE HAMMOND PERPETUAL The top six seeded pilots, Ted Zinke, Don Gordon, Robert Millington, Jim Graham, Ken deRussy, and Gilbert Roberts, all of Santa Barbara, CA remain undefeated after two rounds of one-on-one open distance races in he third annual George Hammond Perpetual Hang Gliding Contest. Don Gordon, winner of the prestigious Owens Valley Cross Country Open earlier this month and ranked #2 in this event, flew over 30 miles through the Cuyama Valley, and #3-ranked Robert Millington traveled over 50 miles in two rounds. Two tenacious competitors, Joe Baltz and Joe Bordelon, were both forced to hike for two hours with 80 pounds of equipment after landing in rugged foothill terrain in unsuccessful AUGUST 1983

High Energy Sports announces the Cross Country Back Pack. This ripstop nylon bag was designed by Rich Pfeiffer to fold small enough to strap on your glider or in your keel yet large enough to hold a conventional harness, helmet, instruments, and flying clothes. The Travelite Harness, the choice of the USA World Team, features lightweight foamless construction, a self-contained harness-equipment bag, faired zippered glove

box, padded shoulder straps, continuous webbing construction sewn with five cord thread, padded adjustable leg straps, and a parachute safety-lock system. For cold weather pilots an insulated foam harness is available with the same heavy duty construction as the Travelite harness. Among the many cross country harness options are a radio holder which fits next to the parachute container or a "Higgins Hinge" fly flap. This three-sided velcro fly flap offers most pilots convenient relief on long flights and can be adapted to most current harnesses. The Cross Country Glider Bag comes in lightweight ripstop nylon with parapack ends. The zippered opening extends halfway down the bag thus maintaining the convenience of a zipper with the compactibility of a sack bag. Contact: Betty Moyer at High Energy Sports, 2312 W. 2nd Street, Santa Ana, CA 92703 (714) 972-8186.

LARRY TUDOR FLIES AN ASTOUNDING 221.5 MILES! Twenty-nine year old Larry Tudor of Draper, Utah recently set a new (unofficial as yet) world open distance record for footlaunched hang gliders. Tudor, flying a Comet II 165, launched from Horseshoe Meadows in the Owens Valley, stayed aloft for ten hours (10:30 AM to 8:30 PM) and landed 7.6 miles north of Austin Nevada on Battle Mountain Highway for a great circle distance of 221.5 miles. On the same day John Pendry flew 190 miles and Steve Moyes flew 186. In addition German pilot Klaus Kohmstedt set a new official declared goal record by flying 152 miles to Gabbs, Nevada. The previous unofficial record was held by Jim Lee at 168 miles. The recently reported flight of 187 miles by Helmut Denz appears to have never taken place.

'83-'84 MT. BUFFALO CROSS COUNTRY CLASSIC Once again, Australia is hosting the Mt. Buffalo Cross Country Classic. The Classic is Australia's premier hang gliding competition, and is held in some of the most spectacular country anywhere. Mt. Buffalo is a 3,200-foot launch located next to the Chalet. It's !acted between the northeast Victorian plains and the Bo gong highlands, part of the Great Dividing 7

Range. The Classic will be held from 28th December, 1983 to 5th January, 1984. Pilots wishing to compete in the Classic should apply in writing to: Mt. Buffalo X-C Classic, 15 Heather Ave., Ashwood, 3147, Australia; enclosing $50 entry fee. Applications for overseas entries close on 1st November. Closely foll~wing the Classic will be the NZ Nationals, to be held at Ben Nevis, Victoria, from 7th to 16th January. This will be followed by the Mt. Horrocks Challenge in South Australia and the Lawrence Hargrave International in New South Wales. Australia offers superb cross country flights. On one day at the last Classic, 10 pilots (one fifth of the field) completed a 102 km circular course. A 55km task at the last Nationals (at Ben Nevis) was completed by 50% of the pilots, with an average speed of 36km/hr. Meanwhile, at Mt. Horrocks last season, there were two flights in excess of l 60kms. (Fewer than 50 flights have been made from this site.)

WILLS WING ICP CONTINUES A travelling USHGA-approved Instructor Certification Program, produced by Wills Wing, Inc. has completed its tour of the east coast and is heading west. The program is designed to provide increased opportunity for instructors to become USHGA Certified, and to exchange ideas and techniques on teaching hang gliding. The program is being conducted by Jim Shaw, travelling representative for Wills Wing, and includes a 30-minute professionally edited video presentation featuring on-the-hill training demonstrations with Jim Shaw, Ken DeRussy of the Hang Gliding Emporium in Santa Barbara, and George Whitehill of Chandelle, San Francisco. The ICP is an excellent opportunity to become USHGA certified, to learn more about flying, teaching, and motivating new students. Cost for the program is $100. See the calendar section for a schedule of upcoming ICP's.

GUADALUPE DUNES CLOSED Guadalupe Dunes has been closed to all public access as of April of this year. It looks as if all public vehicle access will be denied for anywhere from one to two years. The off-road vehicle traffic is the main problem but the hang gliding public is included. If at any time the hang gliding community can help with letters I will appeal for help in Hang Gliding magazine. Anyone with questions can call me. Randy Cobb Pismo Beach, CA (805) 481-7399

SEED WINGS CONTEST WINS

Seedwings is pleased to announce several important new additions to its steadily growing list of competition achievements. At the tough Southern California League meet, Seedwing's owner and designer of the Sensor 510, Bob Trampenau was joined by Stew Smith, Don Gordon and David Beardslee to comprise the Seedwings team (see photo). Led by Grandfather Mountain pilot, Stew Smith's undefeated first place finish and Bob Trampenau's fourth place finish, the team was able to claim first place team honors for the second time. From there, Stew Smith, who was last year's top finisher at the American Cup, journeyed with the American team to the World Championships in Tegelberg, Germany. Flying against 120 of the best pilots from 30 countries Stew was able to finish a respectable second place overall. Meanwhile, Stew's So Cal team-

AUG. 2-5. Eugene, Wills Wing ICP.

mate, Don Gordon, was busy competing in the famous Owens Valley Cross Country Open Meet. Don's tenacity and determined flying style paid off with a first place finish. On the East Coast, Master's champion David Ledford won his Regionals to qualify for this year's Nationals. The Sensor 510 was the choice of these pilots. With the addition of the new 156 size to the 165 and 180 sizes, pilots now have three 510's to choose from. Contact Seedwings.

CBS, ABC, AND NBC COVER GIRLS' PHYSICS CLASS CHATTANOOGA, TN. - For the third year in a row, Jan Cochran's senior girls' high school physics class has come to fly Crystal Air Sports' hang glider simulator. The Girls Preparatory School (GPS) of Chattanooga believes real experience aids the learning process. And all major television affiliates - CBS, ABC, and NBC realized this was newsworthy. Each of the network franchises devoted major news stories after the 38 seniors discovered the effect of Bernoulli's Theorum, fluid dynamics, airfoil shapes, gravitational attraction and more. "These classroom studies stay with a student much longer when you reinforce it with actual experience," reasons instructor

AUG. 12-14. Sky Ryders

AUG. 5·7. Eugene, OR Wills Wing Demo Days.

ultralight meet. Contact: Ralph Owen 2167 S.E. Meadows Ct., Gresham, OR 97030 (503) 667-0936.

AUG. 12-15. Santa Rosa Wills Wing Demo Days. AUG. 16-19. Santa Rosa

Wills Wing ICP. AUG.19-22. Chandelle San

Francisco Demo Days. Contact: Wills Wing (714) 547-1344. 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.

AUG. 20-21. 1983 Can-Am

Challenge Cup, Black Mtn. WA. Entry $10 before 7/1. Send SASE to: R.N. Girard, 101 Acacia Pl., Bellingham, WA 98225 for form and details. SEPT. 12·18. Telluride Airmans Rendezvous. Contact: Telluride Airforce, Box 456, Telluride, CO 81435 (303) 728-4759.

Ciel, 37 Rue Dupperre, Brest 29200 FRANCE. AUGUST 20-28. Masters of

Hang Gliding. Contact: Harris Prevost, Grandfather Mt., Linville, NC 28646 (704) 898-4720. AUG. 25·28. Qualifier for Telluride World Championships, Silverton, Colorado.

hang gliding film festival. Contact: Raibon Pernoud, 38720 Saint-Hilaire-DuTouvet, I sere FRANCE (76) 08 30 08.

SEPT. 3·5. Sixth 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, ultra· lights. Contact: Free Spirit, P.O. Box 13, Elmira, NY 14902.

SEPT. 24,0CT. 3. International meeting of the wind. Contact: Atelier Arc En

SEPT. 7·11. World Aerobatic Championships, Telluride, CO.

SEPT. 15-18. International

HANG GLIDING

Cochran, who herself has flown the simulator to the cheers of her enthused pupils. She continues, "With the safety built into Crystal's simulator and its overhead cable, I can take my classes to go hang gliding, and be sure their parents are not concerned for their welfare." Four news crews filmed the action on a beautiful spring day. Two of the television newscasters also took the mini lessons offered at Crystal Air Sports. All three affiliates presented significant length features, and all reported excellent viewer response. One appropriately named anchor person, Vicki Wing, used her flight and story as a day-long promotion for that evening's news. The broadcast personalities and the students were all coached by a top instructor who helps the launch and follows the flight with safety brake handle in hand. Should the student enter a stall with inappropriate recovery, this instructor can remotely aid the effort via the brake and the tow rope attached to the rear of the custom made simulator glider. On the bottom at the sawdust landing zone, a second certified flight instructor offers control tips via radio. Upon landing, each student is helped out of harness attachments. Post flight advisories are presented so that the student can increase learning insight on successive flights. Instructor and simulator builder, Tom Phillips claims, "We've never had an unhappy face at the end of a simulator flight. But very important to Crystal's training effort is the real environment flight knowledge that can be gained on our world's only simulator ... in complete safety. This aspect is vital for schools like GPS." Several of the students were interviewed by the television reporters. Enthusiasm was obvious as they considered what they had learned on their field trip. One girl summed up the outing by saying, "I know the Junior girls can't wait till their day comes when they, too (next year), will come out here to fly the simulator. I think I'll save my money for more lessons this summer." For more information on the unique hang glider simulator, write for a brochure at Rte. 4, Cummings Hwy., Chattanooga, TN 37409, or phone (615) 825-1995 seven days a week.

·~

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I-~•}~~

A, ..

• Always there when you need them • Warm, comfortable, durable, slide easily across control bar , Instant bare hand dexterity for launch, CB, chute, camera • Quality construction, 1/,-in. neoprene,

nylon inside and out • Available in red or black S, M, or L only $32.50 dealer inquiries invited

THE AIRWORKS

3900 Van Buren NE Albuquerque, NM 87110 (505)

AUGUST 1983

884-6851

An instructional column for the new pilot. by Erik Fair

o ya went and did it anyway, huh? Despite all my bombastic gumbeating about forced landings and crash landings ya had to go out and trash your glider. Now I suppose you're trying to figure out what needs fixing and how to fix it. Well, you're in luck hunky. This month The Right Stuff is going to examine the wreckage of your poor abused glider piece by piece with the intent of giving you some guidelines as to what sorts of dings, gouges, frays, tears, bends, and rebends demand immediate repair or replacement, what sorts demand professional as opposed to home repair/replacement, and what sorts do not compromise the structural integrity of your aircraft and therefore can be Ii ved with. If perchance you are a member of hang gliding's "distinct minority" and can therefore afford to replace every nicked endcap, and every superficially scratched frame component then you don't need to read this affront to your conscientious thoroughness. Rest assured you are doing things right. Peace of mind alone is a good enough reason for having "Mr. Glidewrench" immediately replace anything on your glider that no longer looks or acts like it did when it was brand new. No, this article is for those of you whose babies need new shoes, whose rent is due, and whose glider and bank account are either critically damaged or in less than perfect shape. Now I can't say nothin' about nobody's babies or bank accounts but I can help you distinguish between a "critically damaged" and a "less than perfect" hang glider. There is a major difference of course. One can safely fly a less than perfect hang glider but one risks (or automatically forfeits) one's life if one engages in the act of flying a critically damaged hang glider. So if you want to know what sorts of dings demand immediate action and what sorts can be lived with until your next paycheck, read on - you will be immeasurably enriched.

CONTROL BARS Ah, yes, everyone's favorite. The most frequently damaged part on any man's diver. Bend it out, bend it back, eyeball it. Yup. Looks good to me. Before you fall into that trap consider the following facts. 1. The downtubes (uprights, legs, etc.) of your control bar bear a considerable and 10

critical compression load. 2. Any aluminum cylinder that is "out of column" or not perfectly straight is substantially weaker in its ability to bear a compression load than one that is perfectly straight. If you don't believe me get an aluminum can, stand directly on top of it and note that it will bear your weight. While standing on it, bend over carefully and lightly tap the sides with your fingertips. The can, taken out of column by your tap, will immediately collapse under the compression of your weight. (Get your fingers out quick or you'll land on them.) 3. Anytime you bend a downtube you cannot possibly bend it back to perfectly straight. Therefore any downtube that has been bent and straightened, even just once, is weaker than one that has never been bent. 4. The longer the downtube, the easier it is to bend it out of column, and the more important that it remain perfectly in column. 5. Aluminum that is bent then straightened is work hardened. That means that the material in the area of the bend is harder but more brittle than it was before. It takes a greater force to bend it again and it's even harder to bend back to perfectly straight. Repeated bending and rebending of a downtube results in a downtube full of S

turns. The message here is: Do not mess around with downtubes. It is an excellent idea to im· mediately replace one that has been bent at all. It is acceptable to attempt to straighten a downtube that deviates less than 2" (along its entire length) from perfectly straight as long as there is no flattening of the tube and no evidence of metal fatigue (surface appears hazy in the area of the bend). You can consider your attempt to straighten the tube successful if you cannot perceive any deviation from column with the naked eye. Straighten it once only. Basetubes are quite a different story as they bear no critical load and are not in compres· sion. Basetubes can be bent and straightened several times, can be scratched and gouged, and can look like a piece of spaghetti. As long as they do not become so deformed that they alter the geometry of the control triangle, and as long as they are there, they're OK. It is a good idea to periodically check a basetube's corner bracket bolt holes for excessive elonga· tion, particularly if the basetube has survived the breakage of several downtubes. Most control bars aren't real complicated and that's why almost everyone replaces their own downtubes instead of paying "Glide· wrench" to do it.

MAIN FRAME COMPONENTS KEEL: There is a good reason for your keel being the wimpiest looking main frame component on your glider. It bears the least load. Yes, there is a mild compression load applied by the front to rear wires and perhaps a light bending load if you hang from your keel very far away from the control bar but the main thing a keel does is give glider designers a place to bolt the top of the control bar so it won't fall over. It's also a handy thing to wrap a keel pocket around. Because the keel is under very little duress in flight you will never hear of a keel failing in flight. Keels get bent and broken all the time on blown landings, however, due to severe bending loads applied either directly (like a vaulting pole) or indirectly via pressure of bodies or other objects on the flying wires. Because keels bear relatively minor in-flight loads it is quite acceptable to straighten slightly to moderately bent ones, or to cut and splice, or sleeve creased or broken ones. It is HANG GLIDING

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important to do the job right which means replacing damaged tubing with tubing that is as strong or stronger than the original. It also means getting all the dimensions right and not repairing the keel in a way that puts set screws or rivets under a shear load. If you are reasonably adept with tools and are confident that you can do the job right, go ahead and repair your keel yourself. If you have any doubts, take it to a pro. CROSSBAR: Crossbars bear a considerable compression load. Each crossbar half is compressed between its two attachment points; the leading edge and the crossbar center plates or the keel. A column (any member under compression such as a crossbar half) normally fails in the center of the loaded span, which would be the midpoint of the crossbar half. It fails by bowing out of column, and its strength is determined by its stiffness, or resistance to bowing out of column. Since it tends to bow most easily in the middle, that's where stiffness is most important. A designer will sometimes use a sleeve to stiffen the middle of a crossbar half. A sleeve is simply a device to increase wall thickness, and hence stiffness in part of the tube. Thus it can be used to save weight. You can assume that the designer .of your certified glider engineered a crossbar that was strong enough to pass the certification tests. You should not assume that it is necessarily any stronger than that. In other words, you should not assume that it is OK for your crossbar to be weakened by damage, even if only a little bit. The question now is: where and how can a crossbar be damaged and. not be weakened? The answer depends on the design of the crossbar, and especially on whether or not the crossbar is sleeved. See Figure I. In an unsleeved crossbar, no damage is permissible within the middle half of the crossbar half. Small dings, dents, scratches, or even a small hole outside this area

will not weaken the column. Any damage, such as a large dent, which changes the alignment of the column is not permissible, because it might introduce an eccentric loading. In a sleeved crossbar, you have to be more conservative. At the end of the sleeve the wall thickness and therefore columnar stiffness changes dramatically. You should therefore not tolerate any damage on a sleeved crossbar that is within the middle 80% of the column. Generally, crossbars damaged in the critical areas described above should be replaced immediately and not repaired. Also, any device that pins, restrains, or otherwise holds a crossbar into position should be in perfect condition at all times. It is necessary to remove the sail from the frame to replace the crossbar on some gliders, on others it is not. If you are confident that you can replace the part properly, go ahead. If not, take it to a pro. LEADING EDGE: Leading edges are under considerable bending and compression loads. They are almost always sleeved about three feet out from either side of the leading edge, crossbar junction where the bending load is highest. Small surface scratches, and barely perceptible dings or depressions are acceptable along the entire length of a leading edge. Noticeable to moderate depressions, gouges, dings or even small holes within three feet of each end of the LE. will not compromise its structural integrity if they do not cause a change of alignment of the spar or cause damage to the sail mount points. It is my opinion that any bent portion of a leading edge, or any leading edge that is significantly damaged in the area shown in Figure I should be replaced immediately. It should definitely not be straightened, spliced, or sleeved in any way. Today's gliders feature L.E.'s that are pre-loaded by the sail which means that the bending characteristics of the L.B. are critical to the performance and handling characteristics of the glider.

Replacing a leading edge generally, but not always, involves taking the sail off the frame.

RIGGING LOWER (FL YING) WIRES: Side flying wires carry almost all of the load in flight. Front to rears, on most gliders, carry almost no load. The main job of front to rear flying wires is to keep your control bar in the same plane. Don't scrimp on side flying wires. Replace them immediately if you have any broken wire strands, kinks, thimble deformity, or any evidence of corrosion or trauma. A tweaked thimble, a kink, or even ONE broken strand can be tolerated for a short time on front to rears. It's not for everyone, you understand, and it's not good practice, but it can be done. UPPER (GROUND) WIRES: These are not loaded in normal flight but if you get upside down for any reason they're all you've got except for your kingpost which is then required to do the job of two downtubes. You can be forgiven for flying with slightly damaged upper wires, or a slightly out of column kingpost for one or two flights but you're a bad person if you do it more than that. BATTENS, LUFF LINES, TIPS. Battens, especially preformed ribs, should be in good shape and should basically conform to your batten template. There really is no excuse for flying with broken or seriously deformed ribs because they're easy to straighten and cheap to fix. In regard to luff lines and fixed tips, just assume that both are a critical part of the pitch characteristics of your glider and that both should be at or very close to factory specifications. It is downright dangerous to fly any of today's gliders with damaged or improperly adjusted luff lines or tips. Also, for God's sake, don't follow the advice of guys who say you (continued on page 13)

AUGUST 1983

NEWLY ACQUIRED USHGA RATINGS AND APPOINTMENTS Brian K. Olis, S. Bend, IN

Collette M. Carson, Concord, MA John F. Connolly, West Haven, CT Anne L. Grekula, Chelmsford, MA

8 8 8

Richard L. Anstine, Jr., Jacobus, PA Melvin Benjamin, Bowie, MD Skip Brown, Washington, D.C. Richard Bunn, Bethesda, MD Jim Keller, Chadds Ford, PA Arthur Newman, Wheaton, MD J. Craig Robertson, Williamsburg, VA Terry A. Shoemaker, E. Bangor, PA Robert R. Shumaker, Bangor, PA Robert S. Tedder Ill, Clinton, MD

9 9 9 9 9 9 9 9 9 9

Wordley Frye Ill, New Smyrna, FL

David L. Payton, Clairton, PA William H. Pattison IV, Cumberland, MD Aaron Slater, Fredricks burg, VA John F. Watson, Radnor, PA

9 9 9

Donn M. Baumgartner, Austin, TX Bill Hanson, Austin, TX Angelo Mantas, Austin, TX Steve Moon, Ft. Worth, TX

II II

James M. Douglas, Jr., Durham, NC

Glen Politakis, Trenton, NJ

BEGINNER RATINGS Name, City, State Region Gary E. Ande,rson, FPO San Francisco, CA 2 William J. Bello, S. San Francisco, CA 2 N. Engelleitner, San Mateo, CA 2 Alan Markert, Novato, CA 2 Donald A. Weil, Hollister, CA 2 John E. George, Honolulu, HI George M. Miller, Honolulu, HI

3 3

Michael E. Cribb, Topeka, KS

James Delear, Broad Brook, CT J. Michael Gretta, Chester, CT Dana Harris, Woburn, MA Edward A. Pirog, Boston, MA

8 8

Michael J. Terry, Vancouver, BC, Canada Foreign NOVICE RA TINGS Name, City, State Richard E. Garcia,Jr.,Lebanon, OR Philip H. Garvey, Puyallup, WA Bill Lemons, Seattle, WA

Region I

Roger Ahlenius, San Rafael, CA Bill Duke, Carson City, NV Jeffrey W. Grubbs, Sunnyvale, CA JeffHamilton, Palo Alto, Ca Daniel L. Holland, FPO San Francisco, CA Ben lbe, San Jose, CA Jim Johnson, Sunnyvale, CA Robert Reiter, Berkeley, CA Evelyn Schmid, San Francisco, CA Henry Sieck, Napa, CA

2 2 2 2 2 2 2 2

Clark Brooks, Pasadena, CA Vincent Chaney, Granada Hills, CA Gregory Jones, Northridge, CA Jim Manning, Orange, CA Charles R. Meyer, Downey, CA Steve Morgan, Kilauea, HI Peter Murray, Redondo Beach, CA Steve T. Roush, Hanalli, HI Rick Schlottman, Huntington Beach, CA Lawrence Torres, Riverside, CA

Ronald A. Carter, Springville, UT Scott A. Fisher, Provo, UT Roxanne Metcalf, Albuquerque, NM Donald J. Swaney, Chandler, AZ Todd Westfall, Boulder, CO

4 4 4 4

3 3 3 3

3 3

Gavin Warner, Altamont, NY

11 12

INTER MEDIA TE RA TINGS Name, City, State Paul A. Barton, Kettle Falls, WA Joe G. Daigle, Seattle, WA Jay Davitt, Newman Lake, WA Larry J. Ikola, Bothell, WA Thomas Meyers, Pomeroy, WA Patricia Pattison, Portland, OR D.W. Schmarr II, Spokane, WA Karl Allmendinger, Milpitas, CA Daniel 0. Ellert, FPO San Francisco, CA Paul Evander, Tahoe City, CA John Golder, Alameda, CA Ron Hines, Red Bluff, CA Steve Hines, Red Bluff, CA Bacca!a Loris, Napa, CA Hans Nilson, Los Altos, CA Joseph Penko, San Francisco, Ca Michael Perotti, Anderson, CA Page T. Perrin, Oakland, CA Ken Schreck, FPO San Francisco, Ca Tim Washick, Walnut Creek, CA James A. Hill, Long Beach, CA James B. Murdock, Tustin, CA Robert F. Powers, Cypress, CA Carlos A. Sanchez, Santa Ana, CA Walter K. Silbert, Solana Beach, CA Ted Smissen, Solana Beach, CA

Region I

2 2 2 2 2 2 2 2 2 2 2 2 2

3 3 3

Andy Holyoke, Yellow Springs, OH Kevin O'Brien, Henryville, PA Michael Regan, Chevy Chase, MD Jeff Stanhope, Chillicothe, OH

9 9 9

Kenneth Gashorn, Winter Park, FL Michael Godfrey, New Smyrna Beach, FL Lance D. Odum, Bristol, TN Larry Rivenbark, Chapel Hill, NC

10 10 10 10

Samuel G. Harris, Houston, TX Juliann Lynn, Houston, TX

II II

ADVANCED RATINGS Name, City, State Dennis Davitt, Newman lake, WA Lionel Space, Bellevue, WA

Region I

Sandy Fairgrieve, San Jose, CA Ken E. Muscio, Modesto, CA John R. Thomas, San Jose, CA

2 2 2

Peter Hagenmueller, Santa Ana, CA Douglas Leekham, San Diego, CA Eric Smith, Cardiff, CA

Thomas C. Gardner, Salt Lake City, UT Robin Hastings, Las Cruces, NM Pat Mulkey, Albuquerque, NM Colin Perry, Las Cruces, NM Mike Wolford, Albuquerque, NM

4 4 4

4 4

Michael Haas, New Carlisle, IN Billy W. Jackson, Redrod, MI

7 7

Mark Chirico, Springfield, MA

Jon Leak, Norwalk, OH John Zanon, Urichsville, OH

Eddie Plott, Lipscomb, AL Robert Surber, Harrogate, TN

10 10

David Althoff, Liverpool, NY Ronald Wilkinson, APO, NY

12 12

BRONZE A WARDS ISSUED WITH NOVICE RATINGS Dale F. Ashworth Joe Burke Richard Close Gaetane Ford Terry Tibbetts Peter Timmins Greg Urrutia OFFICIALS

Joie Perreault, Aspen, CO

4 EXAMINERS

Raymond Metcalf, Augusta, KS

Michael Lindquist, Richmond, MO Joseph R. Troke, Chesterton, IN David E. Howe, Jr., Fairfield, CT Marshall Long, Guilford, CT Frederick Sullivan, Cohasset, MA

8 8 8

Name, City, State John Hamelin, Wallingford, CT George Hugo, Bethany, CT Mark La Versa, Adams, MA JeffNicolay, Claremont, NH Jakob Schwaiger, N. Claredon, VT

Region 8

8 8 8 8

HANG GLIDING

OBSERVERS Name, City, State Brad Piper, Chico, CA

Region 2

G. Bruce Carlson, Eden Prarie, MN Robin Linder, St. Paul, MN Steve Swanson, Columbia Hgts., MN

7 7

Scott Whittet, Far.mers Ranch, TX

SPECIAL OBSERVERRS Name, City, State Robin Linder, St. Paul, MN

Region 7

INSTRUCTORS B - Basic * - Recertification Name, City, State *B - Rich Grigsby, Van Nuys, CA E - Ed Townsend, Van Nuys, CA

Region 3 3

E - Mark Mincey, Jerome, AZ

*E - Sal de Francesco, W. Redding, CT

USHGA REPORTS

1. Each operation must comply with all sections of Part 103, except §103.l(a) of the FAR. 2. For training purposes, this exemption applies only to flights for the purpose of giving instruction in two-place unpowered ultralight vehicles from United States Hang Gliding Association, Inc., approved launch sites. 3. Both occupants on all two-place training flights must possess a current pilot rating issued by the United States Hang Gliding Association, Inc., and at least one occupant must possess a current United States Hang Gliding Association, Inc., instructor rating. 4. Prior to all two-occupant training flights, the student must be informed that the flight is conducted under an exemption granted by the FAA and that the ultralight vehicle does not meet aircraft certification standards set forth by the FAA. 5. Both occupants on all two-place flights, other than for training purposes, must possess a current pilot rating issued by the United States Hang Gliding Association, Inc., and at least one occupant must possess a current advanced hang glider rating issued by the United States Hang Gliding Association, Inc. 6. For identification purposes, the United States Hang Gliding Association, Inc., shall issue an individual authorization to each person allowed to conduct operations under this exemption. Each authorization shall include an identification number and a copy of this exemption. The United States Hang Gliding Association shall also have a procedure to rescind this authority when needed. 7. Each individual who operates an ultralight vehicle under the authority of this exemption must be familiar with the provisions contained herein and must have in his or her personal possession a copy of the authorization issued by the United States Hang Gliding Association, Inc., and a copy of this exemption. These documents shall be presented for inspection upon request by the FAA. This exemption terminates on June 30, 1985, unless sooner superseded or rescinded.

GRANT OF EXEMPTION The following Grant of Exemption concerning two-place hang glider operation has been issued by the Federal Aviation Administration.-Ed.

Pursuant to the authority contained in Sections 313(a) and 601(c) of the Federal Aviation Act of 1958, delegated to me by the Administrator ( 14 CFR 11. 53), the individuals authorized by the United States Hang Gliding Association, Inc., are hereby granted an exemption from the Federal Aviation Regulations to the extent necessary to permit them to operate unpowered ultralight vehicles with another occupant for the purpose of sport and recreation. The exemption is subject to the following conditions and limitations: AUGUST 1983

Signed by Kenneth S. Hunt Director of Flight Operations Issued in Washington, D.C. on June 9, 1983.

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

(continued from page 11)

(Right Stuff) can lighten up your pitch pressure or "make your glider faster" by lowering your luff lines a few inches.

SAIL Hang glider sails are generally made from rip stop dacron. Small pin holes and minor wear spots that appear anywhere on the sail (except right on the trailing edge) are cosmetic nuisances only. Small to moderate rips, tears, or abrasions on or near the leading edges (mylar, foam pockets) or on the double surface likewise are primarily cosmetic problems. Sticky back dacron or good old duct tape provide a quick, cheap, and dirty solution to such kinds of sail damage. Rips or tears in the rear body (between double surface and trailing edge) are cause for more concern and should be patched by a professional sailworker before they get worse. This is especially so if the rip or tear is larger than an inch or two. The reason is this area of the sail, in most gliders, is under a significant amount of tension due to pre-loading of the frame and the stresses of flight. Small, even miniscule, rips or tears right on the trailing edge (like a split near a batten grommet) are definitely a structural hazard and should be fixed immediately. The reason is that the trailing edge is usually under the most tension and there is no surrounding material to take up the slack for the damaged area. The sail then becomes vulnerable to ripping like an old bedsheet.

SUMMARY If you have the means, by all means replace or repair every little part of your glider that sustains damage. If bucks are tight you can fudge a little on basetube, keel, front to rear flying wires, and top wires. Also, you can live with very minor damage to the areas of the crossbar and leading edges shown in Figure I as non-critical. Do not let needed repairs to even these parts and areas go undone indefinite! y. Only perform repairs or parts replacements that you are absolutely sure you can do right. Let a qualified professional do everything else. Do not fudge on side flying wires, downtubes, critical areas of main frame spars, or the trailing edge of the sail. And FINALLY: Carefully inspect your hang loops for damage or signs of wear each and every time you DON'T FORGET TO HOOK IN. After all, what good is a sound glider if you ain't safely attached to the silly thing. Send questions or comments to: The Right Stuff, c!o Hang Flight Systems, 1202 E. Walnut, Unit M, Santa Ana, CA 92701. 13

normally sensible, mature wife and mother of four to risk life and limb (or at the very least a sore tailhone) holding onto a and jumping, of her own free will, from the top of a

what it was that led me one recent afternoon to try this sport called hang All I know is that ever since had first seen the gum commercial on tclc·

ocean an cl soars was hooked. Each time heard the commercial from another room and found set, I told that too, would know what it feels like to Hy. When I first announced this intention to my however, was met with disbelief and ridicule. Since well knew that in cent years could not even ride the Ferris wheel without slightly ill at the the thought of me and free caused them to howl with in an open Rather than my enthusiasm, however, their attitude made me more deter· mined that my dream would become

a have remained in could the safe, far-off future, however, were it not for two simultaneous events: l. son finally u,,,rn:u,e<:u me either to go gliding or to about it. 2. 40th birthday I knew that my son was right had come for action! And what better way to mark the notorious new life 14

hang Once the question of "should I or shouldn't I?" was resolved, the next obstacle was how to go about making the necessary arrangements. I didn't know anyone who 11ew, or even anyone who knew anyone who flew. I didn't sec how I would ever be able to make people. solved, however, just a few later as we were drivto Dam Site No. 16 for a family Rounding a bend in the rolling countryside, came across the of two brilliant and a small group ofpcoshoutcd to my husband to stop the car, and we made our way across the field. was to learn that the two men Ron Vest and Bud K.uhen, also gave lessons, and that they that after a four-hour, $40 lesson, I would be airborne. Convinced the coincidence of this unlikely that fate had indeed meant for me 10 hang glide, l. made arrangements to take a lesson the weekend. That next week, filled with both breathless sense of my adventure in case a last-minute attack of cold feet might tempt me to chicken out. The arrived! I awoke half· that some freak overnight blizzard had blown in, and we would have no choice (darn!) bm to cancel. But the day was bright, warm and With no plausible excuse to keep me home, I was soon on my way to the field. Another stu·· dent was plus assorted spouses, children, dogs and passers-by who had

to watch the activities, Ron Vest that for the first hour so we would just try to get the feel of the glider balancing the and weight on onr shoulders. This step was much more difficult than I had imand my arms soon ached from the unaccustomed strain of the awkward -o<hoM~

When both of us students seemed able to balance our still, we nnwtwc·rl a sort of running/hopping step over Hat ground, care to the nose of the up when we slowed, we would in slowing for an actua I our instructors decided we were We moved, with few spec· tators, to the top of a hill, which sudassumed M.ount Everest-like proportions. our nervousness, Ron decided that a demonstration would case our minds and show us that there was to worry about. He made a nice, strong takeofl~ the wind and smoothly down, and as we watched in amazement he came to land squarely in the lake at the bottom of the hill. His dramatic, unexpected site did little to reassure me, nor did his answer when I worriedly asked, "But what if I should land in

HANG GLIDING

Author Sandi Martin prepares !or her first !light.

the lake, too?" "Just lie there," he replied easily. "We'll fish you out." Luckily for me, the other student decided to go next. He made a successful launch and sailed a considerable distance before landing roughly near the bottom of the hill. He was soon back on top, however, unhurt and full of enthusiasm about all the fun he'd had. It was my turn. I snapped my helmet and buckled myself in. "I'm really going to do it!" Just then a voice from the road behind us caused me turn around. An ambulance driver, appaiten.tly taking an off-duty ride, leaned out the window of his shiny white vehicle. lady, do me a favor, will you?" he called out, not to make too much of a mess down there when you land. We have an awful time to put you people back uu:r,,rJ,,,r I couldn't fully appreciate his sense of humor, and l turned my attention back to my launch. Ron stood behind me, Bud midway down the hill. I paused until I felt and then ran as hard as I could off the top. "Push out!" Ron yelled, reminding me to punch the control bar out, which causes the nose to rise and the kite to lift. I did, but as soon as I felt myself actually starting to rise I panicked and stupidly let go of the bar. Still hooked into the however, I tumbled awkwardly for a short distance, dragging the kite along after me before coming to an abrupt stop. After a quick check to make sure I was all right, both instructors urged me to try again. Once again, I stood And once again, kite and me in it to rise, I pan . icked and let go of the bar. AUGUST 1983

This time, although I didn't land as roughly as I had before, Ron didn't try to persuade me to go again. He sensed that I was fast losing my confidence, so he tactfully suggested that it might be better to wait and come back another I hesitated. It was getting late, I was tired from all the climbing we had done, and prac. tically every bone in my body felt stiff and sore. Then I thought abo1.it having to go home defeated, frustrated and depressed, without having accomplished what I'd set out to do. I knew that I could not leave until I'd done it. This time when Ron yelled, "Push out!" and I felt the kite start 10 rise, I forced myself

with every bit of control I had to just hang on and not fight it. Suddenly, I was UP! I was actually flying, skimming along weightlessly in a smooth and easy descent down the slope of the hill, feeling as wonderfully alive, joyous and carefree as I can ever remember feeling. After a fairly respcctabled landing, with me remembering at the last second to lifr up my "nose," Bud came running over to let me know that I had done just fine. He reported that I had gotten to a height of abot 8, maybe 10, feet (4 or 5 is considered average for a first flight), that I had flown a distance of about 80 yards, and that I had a big grin on my face the entire time. I was overjoyed and strongly tempted to go up again, but then I decided I had better not press my good luck. As Ron walked with me to my car, I tried to express to him just how much the afternoon had meant to me. It wasn't easy. As I thought about it on the way home I realized that even I didn't clearly understand just what it was that made the experience so special, so rewarding. Maybe it was the inner satisfaction that came from facing my fears and moving past them; maybe it was the thrill of breaking out of my safe, structured routine long enough to engage in a totally new and challenging experience. Or maybe it was the fact that for a few moments I could become a child again, completely free and unburdened by all the heavy responsibilities that are a part of growing up. I wasn't sure, I decided, as I hurried home to tell them all about my day. But I knew that whatever it was, I was awfully glad I had done it.

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SK.7T:Z:KO AN OPTIONAL TOWING TECHNIQUE - LIMITING TOW LINE TENSION © by Donnell Hewett

n part one of this series of articles we discussed the importance of including a gradual advancement provision in any method of learning to hang glide and how the skyting altitude level system could be used to evaluate a student's progress and to guide him in his rate of advancement. In this article we shall consider the forces involved in towing a hang glider and discuss various methods which may be used to regulate and limit these forces. FORCE ANALYSIS Because hang gliders are built and designed to fly under free flight conditions rather than under towing conditions, an understanding of the free flight forces is important. Figure 1 shows the forces acting on a hang glider flying "straight and level" under free flight conditions. From figure la it can be seen that there are only two forces: W is the total weight of the glider-pilot system and acts through the center of mass of the system, while A is the resultant of the forces due to the air and is effectively applied at the center of lift of the system. Figure lb shows these same two forces drawn in a separate force digram. Frequently the force A is resolved into components along and perpendicular to the flight path of the glider. When this is done, the perpendicular component is called the lift (L) and the parallel component is called the drag (D). These are shown in figure le. In our analysis we will not find this resolution necessary, nor will we need to concern ourselves with the angle of attack ( a ) that the keel makes with the flight path of the hang glider. For our purposes, therefore, figure 1b represents the forces acting on a hang glider in free flight. It is important to realize that W, the force due to gravity, is a constant force, never changing in magnitude or in direction. The force A due to the air, however, changes appreciably under dynamic flight situations. In 18

fact, it is the force A and its variations which are responsible for the flight characteristics of the aircraft. Normal free flight of a hang glider, therefore, consists of controlling the variations of A under the constant pull of gravity W. However, when the glider is under tow, there is another variable force acting on the aircraft, namely the tension (T) in the tow rope. Because of the variability of the tension in the tow line and because of the way it is attached to the glider, flying a hang glider under tow can be dramatically different from flying it under free flight conditions. Nevertheless, there is one condition under which tow flight is essentially identical to free flight, namely when the tow line tension is constant (in magnitude and direction) and distributed

uniformally through the center of mass of the hang glider-pilot system. In this special case, the tow force acts on the glider the same as does the force of gravity, so that its effect combines with that of gravity to produce an apparent or effective weight as shown in figure 2. Figure 2a shows the three forces involved in tow flight. Figure 2b illustrates the effective weight W' which results from combining the tow line tension T with the weight W. If figure 2b is rotated, the result is figure 2c. The effect is the same as if the whole world were rotated, including the earth, sky, horizon, glider, pilot and all. By comparing figure 2c with lb, it is obvious that as long as T is constant so that W' remains constant, the forces governing towed flight are exactly equivalent to those governing

w c. w

Fig. 1. Free flight 9o;ces.

HANG GLIDING

free flight over a tilted earth of slightly greater than normal gravitational pull. It follows that the flight characteristics of such a hang glider while under tow are identical to those it has while flying free. The craft is no more difficult to handle nor is it any more dangerous to fly under tow than under free flight. Obviously the objective of any towing system should be to approximate the above condition as closely as possible.

flying a glider they cannot control or one that collapses while in flight. In the following sections we shall discuss some of the methods which can be used to regulate or limit the tow line tension while skyting.

CONST ANT TENSION DEVICES Probably the most ideal tension limiting device available today is the power winch, capable of feeding line out or taking it in at a preset but adjustable value of the tension. It consists of a drum or reel with the tow line wrapped around it and a power drive to haul the line in as fast as necessary. Constant tension is provided by a friction clutch which lets the drum slip and feed the line out at the given tension setting. Regardless of the speed of the glider, the power winch tries to pull it faster, but the friction clutch slips the required amount to maintain constant tension as the glider resists the pull. It is hard to imagine a more ideal tension limiting device. Unfortunately, the cost of such a machine is quite high, especially ifit is a reliable one capable of guaranteeing constant tension and preventing backlash and jamming as the line is repeatedly fed out and hauled in, or if it is suddenly released in an emergency situation. By eliminating the power aspect of the winch, the cost can be reduced considerably. But a winch that cannot winch is not a winch, it is a reel. It is able to feed the line out at constant tension but cannot haul it back while the glider is under tow. As long as the tow vehicle is moving faster than the glider, then the line is being fed out at constant tension and the result is essentially the same as for the power winch. However, if the glider flies faster than

ROPE LENGTH Unfortunately, there are certain practical limitations in achieving the above conditions. One obvious problem is the finite length of the tow rope. As the pilot moves to the side or climbs above the tow vehicle, the angle of the tow force changes. Since the direction of the tow force changes, the direction (and even the magnitude) of the effective weight changes also. Nevertheless, as long as the tow line is long compared to the motion of the glider, this change is relatively gradual and the tow force is reasonably constant during any particular portion of the flight. Obviously the longer the tow rope the better, as far as this phenomenon is concerned. For this and other reasons, we never tow with a rope shorter than 100 feet and never attempt significant maneuvers on a rope shorter than 400 feet. The main problem in towing is not that the direction of the tow force changes, but that its magnitude can vary dramatically whenever the glider attempts to move at a different speed than the tow vehicle. In fact, if the tow line is not permitted to stretch, slip, or break, then the forces can easily exceed the limits of controlled flight or even the limits of the structural strength of the glider. And no one enjoys

T1•,w re;

b. Eff~cbve For?c.c>s

c, Roto.ted

Dio.9 ram

Fig. 2. Towed flight forces. AUGUST 1983

the tow vehicle or when the end of the line is reached, the effect is the same as if the reel were not there. Although the friction reel is less expensive than the power winch, a reliable one is still quite expensive, easily costing more than $1,000. Our budget could not even begin to afford such an investment, so we were forced to look at alternate methods of regulating our tow line tension. We considered numerous types of alternate devices based upon both friction and hanging weights, but theoretical analysis indicated that certain practical difficulties would be encountered with each. Being firm believers in trying the simplest solution first, we decided to explore the possibilities of stretching devices before trying these more exotic schemes.

STRETCHING DEVICES If a device capable of stretching a significant amount under normal towing tension is attached to the tow line somewhere between the vehicle and the glider, it will moderate the tension considerably. Although the device does not provide the true constant tension mentioned previously, it does prevent the tension from varying rapidly. As long as the stretch is reasonably large, then the tension remains essentially constant during any particular phase of the flight. A stretch of 30 feet for a 150 pound pull should be more than sufficient to cushion the effects of wind gusts and to provide adequate time for tow vehicle speed corrections before excessive tensions are obtained. Besides providing a reasonably constant tension during each phase of the flight, the stretching device has certain advantages over a pure constant tension device. Specifically, it provides a smooth transition from towing to free flight and vice versa. It also permits a certain amount of tension control by the pilot himself. By speeding up or slowing down, the pilot may change the length of the tow rope and therefore, select his own tow line tension within certain limits. If the desired tension is outside the pilot's current range of control, then the stretch usually will give him adequate time to signal the tow vehicle to change its speed. It should be obvious that any type of stretching device of sufficient stretch at the required tension could be used, including a spring, elastic band (surgical tubing), bungie cord, or the natural stretch in the tow line. We began with a bungie cord, but have decided that by far the cheapest, most readily available, most convenient, and quite durable stretching device is the natural stretch of a nylon tow line. Regular parachute shroudline (1/8-inch nylon cord) of rated breaking strength near 800 pounds will stretch about 10% under about 150 pound pull. This means that anything over 300 feet of.line will provide the 19

"[With a center-of-mass bridle] the forces governing towed flight can be equivalent to those governing free flight over a tilted earth of slightly greater than normal gravitational pull." of

30' needed stretch. At 3$ per foot, this amounts to less than $10 for a reliable and smoothly variable tension controlling device. It's hard to imagine a more reliable, more compact, more portable, or more cost effective tension regulator than this, so until one comes along, we will continue to use it in our skyting applications. By the way, in case you are thinking that 1/8 inch nylon cord with a rated breaking strength around 800 pounds is too weak to use safely as a tow rope, then you should realize that skyting is never performed with a tow line tension greater than one "G". In other words, the tension is never allowed to exceed the total weight of the glider-pilot system - roughly about 200 pounds. As long as the tow line can withstand this force, it will never break. If it does break, it will do so at less than this force and no damage is done since the system is designed to recover from such a mild break. The problem in using shroud line as a tow rope is not that it may break, but that it may stretch too much. If a rope is used with too much stretch (say 1,000 feet ofline giving 100 feet of stretch), one must be particularly cautious of accumulative effects. The vehicle accelerates, the rope stretchs, since the glider is still going slowly, the force gradually builds up, the pilot signals to slow down, the truck slows down, but by this time it is traveling so much faster than the glider that even after slowing down it is still going too fast, the rope continues to stretch, and the force builds up to excessive levels. Obviously in order to skyte safely using a long tow line having a large amount of stretch requires a good pilot and an experienced ground crew.

GROUND CREW Regardless of what method is being used to regulate the tow line tension or how much stretch the rope may have, the ground crew is still an important aspect of safe skytirrg. A minimum of two persons is required for the ground crew: a driver and an observer. It is the responsibility of the driver to watch where he is going and to keep the speed of the vehicle proper for safe flying. It is the responsibility of the observer to watch the flight for signs of trouble, relay signals from the pilot to the driver, and react properly in the event of an emergency (i.e. trip the safety release, make the driver stop, get the crash on film, etc.). By the way, in the case of land towing, it is almost always better to stop the vehicle than to trip the safety release. Because a car can decelerate much faster than the glider, stopping the vehicle relieves the rope tension just

but

as well as tripping the safety release, without the abrupt change. Although it is possible to imagine situations where it would be necessary to trip the safety release, it has been our experience that tripping the safety release has always been a sign of poor ground crew operation. Our safety release is primarily. used to disconnect the tow line from the vehicle after the pilot has released himself from the tow line.

TENSION GAUGE The latest tension regulation device used in skyting consists of a tow line tension gauge placed in such a position that it can be observed directly by the driver. Such a gauge enables the driver to tell even better than the pilot whether the tension is too high or too low. As long as the pilot does not initiate some radical maneuver or encounter excessive turbulence, the driver is able to respond fast enough to make the speed corrections necessary to maintain essentially constant tension. Although this dynamic control is not as reliable or as precise as the more elaborate and expensive friction devices mentioned previously, it is still able to maintain a tension constant to within ±25 pounds under most flight conditions. We have been using a tension gauge for less than one month (1981-Ed.) and certainly have not discovered all of its advantages and disadvantages. Nor have we had an opportunity to evaluate the performance of different types of gauges. Ours is crude, but effective and low cost. It consists of a junked truck hood spring placed inside a plastic pipe calibrated to read up to 200 lbs. of pull. A slit in the pipe enables the driver to see the stretched spring beside the calibration marks or to place his thumb at a particular setting and feel the spring as it varies about that setting. In the latter case, the driver does not have to divert his eyes from his driving, but is still able to sense subtle changes in tow line tension.

WEAK LINK Every tension limiting device discussed up to now either consists of mechanical components, has a limited range, or relies upon human operation. Every one of these tension limiting devices is subject to failure. Please correct me if I am wrong, but it is my understanding that there are a large number of tow pilots today who are depending upon smooth air, rope stretch, boat speed, mechanical devices, and ground crews to provide the tension limitation control for their flights. Well, in the author's opinion that is just not good

enough. Skyting requires the use of an infallible weak link to place an absolute upper limit to the tow line tension in the unlikely event that everything else fails. Now I've heard the argument that "Weak links always break at the worst possible time, when the glider is climbing hard in a near stall situation," and that "More people have been injured because of a weak link than saved by one." Well, I for one have been saved by a weak link and would not even consider towing without one. I want to know without a doubt (1) when I am pushing too hard, (2) what will break when I push too hard, and (3) that no other damage need result because I push too hard. Furthermore, I will not use a mechanical weak link no matter how elaborate or .expensive because there is always the possibility that it may fail to operate properly. In skyting we use a simple and inexpensive strand of nylon fishing line which breaks at the desired tension limit. There is no possible way for it to jam and fail to release when the maximum tension is exceeded. Sure, it may get weaker through aging or wear and break too soon, but it cannot get stronger and fail to break. If it does break too soon, so what? We simply replace it with a fresh one. A properly designed weak link must be strong enough to permit a good rate of climb without breaking, and yet it must be weak enough to break before the glider gets out of control, stalls, or collapses. Since our glider flies level with a 50 pound pull, climbs at about 500 fpm with a 130 pound pull, and retains sufficient control to prevent stalling if a weak link breaks at 200 pounds of pull, we selected that value. Of course, a pilot could deliberately produce a stalled break at 200 pounds, just as he can stall a glider in free flight. But if he is trying to limit his climb rate and the forces exceed the break limit, the glider simply drops its nose to the free flight attitude and continues flying. If the weak link breaks (or should the tow line break) at less than the 200 pound value, the effect is even less dramatic and controlled flight is still present. Most people are amazed at how small a string is needed for the weak link of a tow system. In fact, many people upon seeing it in operation for the first time make a comment something like "Don't you need something a little stronger than that? It's going to break!" But, of course, that's the whole point, it's supposed to break. And in order to break at about 200 pounds, it needs to be a single strang of No. 21 or 24 size nylon cord or a double strand (loop) of No. 12 or 15 size. For our (continued on page 29)

HANG GLIDING

1984 REGIONAL DIRECTOR NOMINATIONS SOLICITED USHGA is issuing its eighth annual call for nominations to the National Board of Directors. Eleven positions are open for election in November, 1983 for a two-year term beginning January 1, 1984. USHGA members seeking a position on the ballot should send to headquarters for receipt no later than September 15, 1983 the following information: name and USHGA number, photo and resume (one page containing the candidate's hang gliding activities and view points, written consent to be nominated and that they will serve if elected). Candidates must be nominated by at least three USHGA members residing in the candidate's region. Nominations are needed in the following regions. The current Directors are listed and their term expires December 31, 1983. Ballots will be distributed with the November issue of Hang Gliding magazine. USHGA needs the very best volunteers to help guide the safe development and growth of the sport. Forward candidate material for receipt no later than September 15 to: USHGA, P.O. Box 66306, Los Angeles, CA 90066.

REG.# I

CURRENT DIRECTOR

Open Pat Denevan Steve Hawkhurst Ken Koerwitz Mike King Ted Gilmore Henry Braddock Dick Newton

Scott Lambert

11 12

Hardy Snyman Steve Ostertag

2 3 4 5 6

ST A TES WITHIN REGION Oregon, Washington, Alaska Northern California, Nevada Southern California, Hawaii Arizona, Colorado, El Paso, Texas, New Mexico, Utah S. Dakota, N. Dakota, Idaho, Montana, Nebraska, Wyoming Arkansas, Kansas, Missouri, Oklahoma Illinois, Indiana, Iowa, Michigan, Minnesota, Wisconsin Washington, D.C., Delaware, Kentucky, Maryland, Ohio, Pennsylvania, Virginia, West Virginia Alabama, Florida, Georgia, Mississippi, North Carolina, South Carolina, Tennessee, Virgin Islands Louisiana, Texas New York, New Jersey

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REGIONAL DIRECTOR ELECTION, NOMINATION FORM

(Please print 11ameJ address and phone number)

as a candidate for Regional Director for Region# . I understand.that his/her name will be placed on the Official Ballot for the 1983 Regional Director Election, if three nominations are received by September 15, 1983.

I have notified the above person and he/she has accepted the nomination. N a m e - - - - - - - - - - - - - - - - - - - - - - - - - USHGA # _ _ _ _ _ _ Region# _ _ _ _ __ Mail to: Elections, c/o USHGA, P.O. Box 66306, Los Angeles, CA 90066.

TOP: ViaW of \ha TagalbGf!l sita. Photo by 001111 Tanji. CENTER: Rich Pfaitlar wipes snow oll his glider

alter the freak umsea,sonal storm that st!llled the com· petition. photo by Bill Ben· nett. LEFT: The individu!ll pilots, right: second place stew Smith, U.S., 11ew a sensor 510; first place Steve Moyes, Australia, naw a Missile GT; third Graham Hobson, new II Magic m. pi,oto by

oean TaniL

HANG GLIDING

ustralian Steve Moyes is, as they say in "der Welt meister im H11e11ge;gle1ten." Moyes established an early lead in the ten-round competition, avoided zeroes in rounds that were easy to zero, and turned in his usual display of pilot skill, and consistency in winning his first world championship. The rest of the world tried bt1t no one could match Steve's performance. He is a champion in every sense of the word. In an strong performance, our own Stew Smith blew past Englishman Graham Hobson in the final round to capture the individual silver medal. Smith's act was in that he never zeroed a similar to round, always flew well, and made few mistakes. After the meet Stew was quick to credit his American teammates for their moral and technical support throughout the meet. The American team, by finishing third behind the Australians and the British, turned in their hest world meet ever. It was simply no1 to overcome the boys from down under who, incredibly, placed demon· four pilots in the top ten, and strated their over a wide range of competition tasks and weather conditions. The meet itself was well and administered by the Deutscher Aero Club E.V. under the of the Federation Aeronautique Internationale (F.A.I.). There were a few procedural hitches and glitches during the course of the meet, a few questionable "official" interpretations of the weather which resulted in pilots being ordered to launch in unquestionably dangerous conditions, and some indication that Lady I ,uck played a significant role in at least one of the competition tasks, but there is no question that the meet did offer some outrageously demand· ing tests of flying skill and that, in the end, it did a valid and deserving winner. The Germans and Australians have reason they successfully to be proud. produced and convincingly won a world class hang gliding meet and sent a frustrated batch of Yanks and Brits home to grouse and wonder what went wrong, who's to blame, and what to do about it. Now for some salient details.

a run for their Deutschmarks. I'd die laughing if someone were to tell me there is a prettier place on this planet to hold a hang gliding meet. The local weather, of course, has its own way with everyone and seems to approximate the reputed personality of crazy King Ludwig, original proprietor of the Neuschwanstein castle which sits "for real" at the base of Tegelberg and "en Xerox" at the entrance of every fantasyland Walt Disney ever built. The entire week prior to the meet featured conditions that were Owens-esque only prettier. Pegged varios and altitude gains of several thousands of feet were routine. These conditions held through the opening ceremonies and were replaced on the first day of the meet by you guessed it piddly low clouds that piddled all day and washed out the first day of competition. For a while every other day was the rule of thumb, then after round five, a front went stationary and provided four straight days of "no hope" rain. Fortunately, the weather cleared enough to permit five more rounds in the last four days. In accordance with the first law of weather and hang gliding meets, conditions during the meet itself only once approximated those that were seen the week of practice. THE PORMAT, THE TASKS nations, one hundred forty· competitors. Six tasks for the organizers to choose from on any given round. Eight-man heats, groupings and launch orders selected at random. A cut after five rounds to forty-eight and a final round cut to sixteen with all sixteen in the same heat. The scoring system greatly favored those who completed a given course and those who hit a designated landing area. Landing out, at best, cost you the 500-point

landing in bonus, at worst, earned you a fat zero. There were minimal rewards for speed of completion, maximum penalties for failure to complete. Not exactly the ideal set-up for an American team raised up on a steady diet of one-on-one racing in which speed is everything and completing the course is secondary to sticking with one opponent. Five of the six possible tasks were used by the meet officials: 1. Six "Mini Cross": This was a 22km out and return course that featured six turnpoints strung out like a of pearls along a of foothills (footriclge?) to the northeast oflaunch. Completing the course involved rounding six and making it back to the main LZ. Scoring points involved rounding any pylon and making it back to the main LZ. (The further the pylon, the more distance points.) In addition, a pilot who rounded six was permitted to land in an "alternate LZ" which was located about a third of the way back from six to home. Land out, score zero. It was worth 1,000 points to the winner of a heat, and a proportion thereof to the remaining seven. This task was used five times. 2, Castle Out and Return: A 30km roundtrip with the Falkenstein Castle as a turnpoint. This "footridge" ran basically to the west of launch and featured more reliable lift than the six pylon course. In addition this course had more alternate landing areas so the fear of zeroing was not as pronounced amongst the pilots. It was worth 1,000 and was used once. 3. Wertaeh: A 60km out and return worth 2,500 points. 4. Wertach Extension: An 80km out and return worth 2,500. Conditions permitted Wcrtach twice and the extension once. These very demanding courses ran to the west of launch and presented pilots with a basic

THE PLYING SITE Those who argue that (iod was born in Yosemite National Park be hereby informed that he obviously grew uJ> in the Bavarian Alps, and his creative on the surrounding countryside. The northwest-facing Tc:gelbi:rg launch ramp sits a few yards to the cast of a comfortable restaurant at the end of a quie1 tram in the midst of a veritable of snow-capped Alpian beauty, r1ncn11na castles of mad 19th century kings, and sometimes M.ondo Therm-o-s that would, trans1,Iai:ned, give those in the Owens Valley AUGUST1983

Author and coach Erik Fair communicates wllh the filers. Dean Tanji over the Neuschwamiteln Casile. WISE FROM UPPER LEFT: Several of the tasks look the (Inset) Pilots sol up Doan Tanjl photo. A member of the British T1111m BIii Bonnett (Inset) Slew Smith models snazzy leam harness. Tanji local Bennett photo. - Sel·UP area before the snow. Tanjl photo.

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choice: The foothill route towards Falkenstein or the Alps route over Austria. The Alps route was by far the most popular and spawned some pretty exciting landmarks including "Chris's Crag" and "Rich's Hole." The Americans did their best scoring on these courses which seemed better suited to their racing skills, and aggressive style. 5. Yes, there was one round of DurationSpot Landing that proved to be the biggest fiasco of the meet. The only thing you need to know about this round is that during it Canadian Dean Kupchanko was sucked a couple thousand feet up the side of a black cloud and ended up landing a ways off the spot - in Austria! If you want more details call Mark Bennett and ask him how much fun he had fighting his way out of the bottom of the same black cloud with hailstones bouncing off his face.

---

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....

RIGHT: Stew Smith launches his Sensor. Dean Tanji photo.

Total Points Per Round Round 1 Round 2 Round 3 Round 4 Round 5 Round 6 Round 7 Round 8 Round 9 Round 10 Points Rank

2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

Name

Glider

Moyes Missile GT Smith Sensor 510 Hobson Magic III Duncan Missile GT Pfeiffer Streak Bailey Magic III Mathewson Missile GT Guggenmos Bullet C Thevenot Profil 17 Missile GT Jarman Carr Magic III Streat Magic III Luke Comet II Slater Magic III Kupchanko Comet II Heinelt Magic Obleitner Duck Bennett Comet II Bulger Streak Kohnstedt Bullet

Nation

AUS USA GB AUS USA GB AUS GER FRA AUS GB

NZ CAN GB CAN GER Austria USA USA MRCO

(6 Pylon)

1,000 550 1,000 507 0 0 800 1,000 1,000 1,000 1,000 1,000 556 0 800 0 800 0 981 556

(Castle)

893 1,000 1,000 1,000 1,000 1,000 800 1,000 800 968 1,000 571 114 1,000 238 1,000 816 991 1,000 126

(6 Pylon) (IVertach) (IVertach (Duration) (6 Pylon) Ext)

1,000 1,000 1,000 819 981 985 913 1,000 0 924 1,000 1,000 1,000 1,000 417 1,000 800 0 556 945

2,500 2,500 2,500 2,500 2,355 2,500 2,210 1,891 2,324 1,924 1,833 1,591 2,475 1,842 2,308 2,500 1,967 2,200 2,200 2,379

2,382 2,468 2,103 2,500 2,500 2,500 2,500 2,500 2,481 2,265 2,255 2,288 2,460 2,500 2,500 2,000 2,200 2,500 1,603 2,453

857 845 836 750 669 612 750 725 550 84 495 855 750 886 812 750 611 820 666 852

(6 Pylon) (IVertach) (6 Pylon)

1,000 969 954 1,000 1,000 831 417 892 818 877 417 800 1,000 937 807 970 800 974 371 278

942 800 935 961 1,000 924 1,000 806 800 800 970 959 993 977 1,000 830 800 939 1,000 800

2,500 2,200 2,438 2,200 2,348 2,500 2,500 2,200 2,455 2,429 2,481 2,430 2,262 2,200 2,379 2,200 2,200 2,497 2,500 2,209

1,000 982 369 667 968 969 340 0 639 593 400 320 0 0 0 0 0 0 0 0

14,074 13,315 13,136 12,905 12,821 12,820 12,230 12,014 11,867 11,862 11,850 11,815 11,609 11,341 11,260 11,251 10,994 10,920 10,877 10,597

1983 WORLD HANG GLIDING CHAMPIONSHIP FINAL TEAM RESULTS (Compiled Scores of Top Four Members) RANK

NATION

MEMBERS

TOTAL POINTS

I 2 3

AUSTRALIA GREAT BRITAIN UNITED ST ATES CANADA GERMANY FRANCE BRAZIL NORWAY SOUTH AFRICA AUSTRIA

DUNCAN, JARMAN, MATHEWSON, MOYES BAILEY, CARR, HOBSON, SLATER BENNETT, BULGER, PFEIFFER, SMITH KUPCHANKO,LUKE,MILLER,VANDALL GUGGENMOS, HARTMAN, HEINEL T, ZIMMER

51,071 49,147 47,933 42,118 38,797 34,987 34,686 31,424 31,345 30,693

4 5 6 7

8 9 10

HANG GLIDING

PJRACTICE Back to racing skills and aggressive style. The American team, without a doubt, won practice hands down. They were awesome. First of all they arrived a full week early exhibiting a collective demeanor analagous to that which you would expect to see in a team of brain surgeons preparing to operate on the president: serious; aware of the pressure, but confident, and even a trifle arrogant. Second, they set about the business of practicing with an intensity and purposefulness that was downright inspirational. They flew every task as a unit and amassed gobs of information on preferred routes, minimum altitude requirements for racing, and scoring strategies. Third, they looked dazzling in their red, white and blue High Energy Sports harnesses and their red and blue striped "white-flite" suits which were donated by Wills Wing and inspired by NASA. Neil Armstrong couldn't have looked better when he made his "step statement" on the moon. Going into the meet The American Team looked and felt like the gang to beat.

Skydivers entertained the crowd at the opening ceremonies. Tanjl photo.

WHA 1r HAPPENED? Most of what happened can be learned by perusing the attached box scores. In a nutshell, the gang comprised of Steve Moyes, Ricky Duncan, Phil Mathewson, and Jan Jarman apparently were not impressed. No one raced better than the American team and no one, except Robert Bailey of Great Britain, equaled them in terms of pedal to the metal dramatic round victories. However, no one flew more consistently or with more skill than Steve Moyes and his Australian teammates. Moreover, they did the best job of adapting their attitudes, styles, and strategies to the tasks and conditions at hand and were justly rewarded with a pile of gold medals. It wasn't a fluke. There are no valid "yeah, buts" to be uttered. Moyes and the Australians legitimately earned the right to say, "We are the best hang glider pilots in the world" for the next two years. ~ AUGUST 1983

STEVE MOYES by Erik Fair

ly rounds. I was aware from the beginning that you couldn't get a zero and expect to win the meet. HG: Speaking of zeros, many pilots in the meet felt that the six pylon task was terrifying because just a little bad luck could easily result in a zero score. What was your opinion of the six pylon task? Moyes: In the early rounds I was very much afraid of it. I was extremely nervous ,and up· tight about the task because the potential for a zero was obvious. Teammates were coming up telling me to relax, take it easy. That's how bad it was. I saw Pfeiffer and Bailey zero early Hang Gliding: I've got to ask you the ob- and knew they couldn't win. vious. What does it feel like to win the World HG: You say you were afraid of it in the early Championship of hang gliding? rounds. Did that change? Moyes: ·Well, naturally I feel great about it. Moyes: Yes. I relaxed, thank goodness, after I've been trying to become World Champion the .first few rounds and, after five rounds, had for a long, long time. It's been a primary goal a pretty good idea how to handle that parof mine for many years. At the same time I feel ticular course. I still feel, however, that a zero a little sad because having achieved that goal for outlanding was too harsh a punishment on I'll no longer have it - and that's kind of sad. the six pylon task. HG: How lon_g have you been pursuing . a HG: What did you think of the other tasks? World Championship? Wertach, Wertach Extension, and Falkenstein Moyes: ·since 1975. castle out and returns? HG: What has been your record in previous Moyes: I found them to be comfortable tasks. world meets? I thought they tested pilot skill, . judgement, Moyes: I finished third at Kossen, Austria in knowledge.of speeds to fly in given conditions, 1975, fifth in 1976. I was fourth at Grenoble and ability to make decisions along the course. in 1979, fourteenth at Beppu, Japan in 1981. I say "comfortable" because these courses HG: So now that your win in 1983 has were possible to fly without too much fear of stripped you of such a long-term goal, what zeroing. are you going to replace it with? HG: I've heard that this year's Australian Moyes: My goal now is to sell lots and lots of team is the strongest ever put together for a gliders. world meet. Is this so? If so, what made it HG: Competition pilots seem to vary a great possible? deal in terms of which meets they value most Moyes: It's true, though we did leave some highly. Some value any meet in the Owens good ones behind. Valley, some value only money meets, others HG: Groan. consider the World Meet the pinnacle. Which Moyes: Well, Ricky Duncan and myself, of course, wouldn't miss a world meet. Phil meet do you attach the most importance to? Moyes: Definitely the World Meet. That has Mathewson was in a position to come and Jan always been my number one priority. The Jarman was in Europe on tour anyway. Also, reason is that until you win a world meet, you the Australian government contributed $5,000 cannot legitimately claim to be the world's which made it easier for everyone and possible best hang glider pilot. Over the years, others for us to round out the team with Steve Powter have described me as "the best hang glider and Alan Daniel. pilot in the world." But whenever someone HG: I was surprised that Steve Gilmour asked me directly if I was the best I couldn't wasn't on your team. say anything because I hadn't won a world Moyes: Steve wasn't in a position to come. It meet. Now I can say, "Well, yes, I did win the was a matter of money, I believe. 1983 World Meet. HG: What were your overall impressions of HG: What did it take for you to win this the American effort at this meet? What would meet? How did you do it? you suggest we Americans need to do to imMoyes: The key was to get off to a good start, prove our performance at future world meets? to make sure that you avoided zeros in the ear- Moyes: The Americans had competitive he following brief interview with World Champion Steve Moyes was conducted on June 19, 1983, approximately one hour after completion of the tenth and final round of the World Championships at Tegelberg, West Germany. At the time, Steve had not yet received official confirmation of his championship but it was evident that barring mechanical failure (cameras were used to record roundings of pylons) he was indeed The Champ. Anyway, in his hour of triumph he graciously granted this reporter the interview which follows.

kontinued on nae:e 41)

GETTING THE MOST FROM YOUR CB by Jerry Bard

almost hate to write an article now about airborne CB, before I've tested and compared some other things, but the XC season is upon us! First off, I'm using the Antenna Specialists model MR306 CB antenna. It's designed for an insufficient ground situation, the big stumbling block for hang gliding antennae. It comes with a great bracket for mounting on the glider. I tuned mine for best results on channel 7, the SWR there is 1:1.05 - impossibly good. As you go further from where it's tuned, the SWR rises (see Fig. 1). The lower the SWR, the more power you're getting out. This antenna can only cover about 20 channels. I mount mine on the kingpost top, the best place. It's a little bit.of a drag factor up there, but not that much. See diagrams for specifics. Having everything above the wires and tubes of the glider makes for best range. Coil the coax around the kingpost four or five times, through the sail and down to the radio by the route you like best. On my Comet I go through the keel pocket, out by the control bar bracket and then drop down to the rear wire, wrapping around it many times to the radio. No tape needed. They say cutting the coax to certain lengths helps (?) - mine is cut to 12 feet but if you need more, do it. Be gentle with the coax each time, it's solid core and will weaken soon· enough with all the constant folding up. Though it may seem like a lot of trouble, this antenna performs so well I think you'll be pleasantly surprised. Of course just about anything will work as an antenna, the real test is how strong and how far will it go? There are a lot of good reasons for mounting this one in the position I've outlined, but if you. want to get it out of the wind you can experiment with other locations or attitudes. The problem is maybe you'll diminish the range or raise. the SWR. By the way, the antenna costs $50. If tuning the antenna seems hard to you, get a friend who knows CB to help you. You can

get an adapter plug to convert the PL259 connector on the end of the coax to a phono plug for connecting to the walkie talkie. You have to decide what channel you want the antenna centered on, and do all the adjustments with the antenna in position on an assembled glider. Adjust by turning the screw (trim capacitor) in the loading coil until the SWR drops to near 1:1 on the ideal channel. You'll notice that the setting is very sensitive and you'll probably get real high SWR readings in 90% of each 360 degree turn. Having a 40

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channel unit to map out what the SWR is on various channels with each different capacitor setting will be a help. Tuning it for the low channels will enable you to overlap into a few reverse channels. You'll find a high performance antenna like this gives. you a lot more power and range, and being up in the air is the perfect situation for great radio performance. You can have your CB peaked and tweaked by some repair shops (costs $10 - $15) so that it will give you a little more power. Stay on the low power position to conserve power unless

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you find you're getting out of range. The six-channel Radio Shack five-watt walkie talkie is the one to get. It uses less power and you can reverse crystals. By plugging the transmit crystal into the receive side and vice-versa, you can be on a frequency all your own. Wherever there are a lot of people on the air that's a big, big help. Here in L.A. the background noise on all regular channels approaches a ro.ar, and then there are all the turkeys out there talking just to hear themselves, some of them with big amplifiers. You can't reverse crystals with the 40 channel model. With the six channel one, channel 40 reversed puts you 11h channels below channel 1. Thirty-nine reversed is 21/2 below 1, and so on. I use 39 reversed; that way my antenna is still in tune for that range, but I'm not so close that I get bleed over from amps on channel 1. You won't believe how quiet and wonderful those reverse channels are. Then the trick setup is to get your flying friends to reverse a channel and have a six-channel walkie talkie with the reversed channel in the chase vehicle. Power that one from the cigarette lighter and use an external antenna. A magnetic mount antenna can go on any car; position it in the middle of the roof - that's important. Avoid unnecessarily short antennae, even if they're tuned, the reception won't be so good. At least 30" long is best. Any good brand will do, the K-40 is excellent.

Amplifiers are available (linears), mostly used. One hundred watts is enough, some types (bi-linears) amplify the incoming signal, too - somewhat of a help. They take lots of power, over 10 amps for 100 watts, so make sure it's hooked up right and the antenna is perfectly tuned or you'll burn up the amp. On the glider you need an external mike; see diagrams for the way I have mine. Wayne Ashby tells me he found quite an improvement in the power mike over the cheaper mike. I have the cheap one but want to use the K-40 Speech Processor mike, with an adapter cord to the walkie talkie. This is a very high quality mike with circuitry which supposedly amplifies and compresses the signal so you end up transmitting at full modulation all the time. Theoretically that means more range. A helmet mounted mike and push to talk button is maybe even better. I haven't made one yet so don't know the best way or best parts. Voice-activated would be maybe the best, but I hear it can't be done with CB. Anyone know how? With a good antenna you can turn up the squelch so you don't hear the background noise, but everyone who comes on strong gets through. If you can go with reversed crystals you almost don't have to do that - it's so quiet, and in a way you'll get more range. Then your CB will be what you want it to be, effective and quiet. Could save you a lot of in-

convenience, too. By the way, the telescoping antenna on the radio is very poor. The MR 306 may be better than it, even detached from the glider, or if you know the position of the trim capacitor in the loading coil for no-ground operation you could change it once on the ground to improve your output. Actually, when you're on the ground you're going to have the hardest time reaching the chaser vehicle, especially with the telescoping antenna. I think the radio will withstand more antenna inefficiency (high SWR) than I previously thought; that's good, but if you have your radio souped up it will withstand less. A final note, Wayne Ashby's dipole antenna (see Hang Gliding, December '82) may turn out to be very close to as good as the one I use; it's cheap and convenien,, but we think that in order to match the impedence to what the radio wants to see you may have to vary the angle that the two elements form with each other. If you get a high SWR, try moving one or both of the elements to a different luff line. That's it, hope if I made any mistakes you won't come down on me too hard. Antenna theory was difficult to wade through. Write if you have any comments: Jerry Bard, 1329 N. Orange Grove Ave., Los Angeles, CA 90046. ~ (continued from page 20)

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glider we have found through trial and error that a loop of No. 18 braided nylon twine is ideal. A single strand of this twine is rated at 140 pounds breaking strength, so a double strength loop should break at 280 pounds. In practice, we have found that because of the knots, it actually breaks at about 200 pounds (see "Suspension Systems" July Hang Gliding - Ed.) when tied in a loop and attached to the tow line. Although we suspect that the same weak link would work well with other gliders, we have not had the opportunity to run tests on other gliders to verify this suspicion. Until such tests can be run, we strongly recommend that considerable caution be exercised in determining the correct weak link for any other glider. One should start with a line that definitely breaks too soon, gradually increasing the strength until a point is reached where the glider is able to climb at a good rate without breaking the weak link, but where no stall occurs when the weak link does break. Obviously, more work needs to be done in this area, but even so, we have found our current system to be quite satisfactory and able to provide the necessary tension limiting and regulation needed for safe and enjoyable flight under tow. Our next article will discuss various methods of attaching the tow line to the glider and why the skyting method is to be preferred.

MEDICINA AVIBUS How To Stay Healthy Though Hang Gliding

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by Fred Leonard, M.D.

( ( f J'Thile the earth remaineth, seedt'J' time and harvest, and cold and heat, and summer and winter, and day and night shall not cease." Genesis 8:22

For those of us in the northern hemisphere, it's summer and in most places it's hot. So in consideration of that fact, and realizing that this is just going to keep happening year in and year out, this month we'll take a look at some potential problems associated with heat - both too much and too little. Additionally, we'll also touch on the subject of lightning, in the hope that lightning doesn't ever touch on you.

Heat Illness Heat illness includes heat cramps, heat exhaustion, and heat stroke. Though the specifics of each vary, the general idea is that body heat builds up faster than it can be dissipated. This occurs for one of two reasons. First, the normal heat regulating mechanisms may not be as efficient as they should be, most commonly in the elderly, ill, or debilitated. Second, normal heat losing mechanisms may be overwhelmed by environmental conditions, most commonly too much exercise and too little water intake when it's too hot. Fox example, the football coach decides the. team is still going through with its practice in full battle dress despite the fact that it's 105 degrees in the shade (and he's got the only shade), or you decide you're going to keep lugging your diver back up the@#*& training hill until you finally get just one takeoff and landing right. In heat cramps, painful spasms of the muscles of the legs, abdomen and arms may occur. Nobody is really sure what causes

them, but it's probably related to rapid losses of water and salts from body cells. Heat cramps are rarely serious, and they usually respond to rest in a cooler environment, gentle massage, and drinking fluids. Since water is always lost in excess of salt, plain water is probably adequate. However, if you have it, juices, soft drinks, or electrolyte solutions such as Gatorade are perfectly fine. In any case, the old practice of taking salt tablets without emphasizing adequate water intake just doesn't do the job. Heat exhaustion is the next step up the ladder of heat illness, and it is probably the most common illness caused by heat. Persons with heat exhaustion may complain of weakness, dizziness, and nausea. They often appear pale with cool, clammy skin, but their body temperature is usually near normal. Heat exhaustion is particularly likely to occur on hot, humid days when people are liable to lose large quantities of sweat (water and salts) without adequately increasing their water intake. This can occur to spectators as well as people who are physically active. A person with heat exhaustion is really in a mild form of shock from the loss of these large quantities of fluid, and the treatment is to have the victim lie down in a cool place with his feet slightly elevated (to help return blood to the heart and brain where it's really needed), and to administer small amounts of fluids. The victim should not initially be allowed to drink large amounts because this may increase the chance of vomiting. If this treatment does not result in rapid improvement, transport to an emergency department is indicated, because intravenous fluids may have to be given, and heat exhaustion can sometimes progress to

a true life-threatening heat stroke emergency. In heat stroke, the major heat loss mechanism of sweating usually fails. As a result, body temperature rises rapidly to dangerous levels, and ifit is left untreated heat stroke may result in permanent brain damage or death. The majority of the time, the victim appears hot, flushed, and dry, though occasionally he may still be sweaty. Unconsciousness can rapidly occur. First aid consists of attempting to lower the temperature of the body as rapidly as possible while arranging for transport to an emergency department. Suggested cooling methods include immersing the victim in cold water, covering him with wet compresses and fanning him, or sponging him with cold water. As in most first aid situations, the best treatment of all heat illness is prevention. This means being aware of potential problems when it is hot and humid, and reminding yourself to drink plenty of water. Under certain circumstances of heat, humidity and activity, this may mean one to two quarts of water an hour.

Cold Exposure Why, some of you might ask, should we worry about cold exposure in the summer? Well, there are a few reasons (other than it will help me complete this column). First, as any Fort Funston pilot knows, it's not warm everywhere in the summer. In fact, Mark Twain probably had Funston in mind when he remarked that the coldest winter he ever spent was a summer in San Francisco. Second, as any mountain pilot knows, you don't need to go to San Francisco in the summer to get

HANG GLIDING

cold, all you need to do is go up. For example, if it's 85 degrees in the landing area at 2,000 feet, it may be about 75 degrees at takeoff at 5,000 feet, and 50 degrees at the top of your intended thermal at 12,000 feet. But that's not all. When you add in a 25 mph wind chill factor for the glider's airspeed, you just arrived at an effective temperature of about 30 degrees. Still, even for those of you who have no intention of either exceeding 2,000 feet or going to San Francisco, stick around, winter is on its way. So back into the cold. Cold injuries can be divided into disorders in which the whole body temperature is too low (hypothermia), or the more common problem in which exposed parts of the body become excessively cold (frostbite). Fatigue, smoking, alcohol, and illness or injury all increase the susceptibility to cold. Further, wind, humidity, moist clothing, and prolonged exposure all may make the degree of cold injury worse. Hpothermia can occur in minutes, such as if forced to land in a cold lake, river, or ocean, or more slowly over hours to days, such as could occur if forced to land in a mountain area where search and rescue efforts are delayed. As body temperature drops, shivering occurs, followed by drowsiness, weakness, confusion, loss of coordination, and eventually coma and death. First aid consists of administering CPR if necessary, removing wet or frozen clothing, wrapping the victim in warm blankets, and providing as warm an environment as possible while transporting to an emergency department. Severely hypothermic persons may appear dead but still be quite alive. These are the folks who from time to time wake up in the morgue after someone has erroneously pronounced them "dead." Frostbite occurs when there is actual freezing of tissues. This may be mild and superficial, or deep and involve the whole thickness of a body part. As might be expected, the areas most commonly affected are the ones most often stuck out in the cold - the nose, cheeks, ears, fingers and toes. Initially, the skin may be flushed, but it soon appears pale, waxy, or yellow. Pain is sometimes felt early in the course, but often the victim is unaware that frostbite is occurring. First aid consists of rapid rewarming. This should be done in a medical facility if one is close by, but if transport is delayed, the affected part should be rewarmed in a water bath heated to 100-105 degrees Fahrenheit (check your first aid manual for specific instructions). With rewarming, blisters may develop and there may be intense pain. The rewarmed part should be wrapped in a sterile dry dressing, kept elevated, and handled gently. Rewarming should not be attempted if there is any possibility that refreezing could occur (such as during evacuation in a mountain rescue), as even greater damage will result. Further, such techniques as rubbing the affected part with your hands or with snow should not be used as AUGUST 1983

they also will only cause greater injury. Even with a good recovery from frostbite, the injured area remains more susceptible to future cold injury, so in subsequent cold exposure care should be taken to prevent a recurrence. As with heat illness, the best treatment is prevention. Be aware of the conditions you may encounter, wear appropriate clothing, and carry a survival kit if you plan to go cross country where a forced landing might result in a delayed recovery.

Lightning Since most ofus fly a craft with a lightning rod stuck on top, a few words about lightning strike might be appropriate. Being struck by lightning is not as rare as you might think. About 1,000 lightning strikes occur in the United States each year, of which 100 to 300 are fatal. Further, lightning can strike twice, or even seven times according to the Guiness Book of World Records (this particular record is held by a park ranger for those of you considering alternative career fields). When lightning does strike it may result in both internal and external burns, violent muscle contractions, broken bones, unconsciousness, and the cessation of heartbeat and breathing. Historically, treatment has been imaginative if not always scientifically sound. In the late 1800's, one gentleman testified that he was revived from a lightning strike by drawing out the electricity. He stated that his feet were placed in warm water while his rescuer pulled on his toes with one hand and milked a cow with the other. Despite the apparent success of this method, we are now fairly certain that there really isn't any electricity to draw out (people don't remain charged), so we suggest that CPR be initiated if the victim is pulseless and breathless, and that cows not be used even if they are readily available. If the victim doesn't need CPR, other injuries such as burns and fractures should be treated while transport to an emergency department is arranged. As with other serious electric injuries, the extent of internal injuries is often not apparent, and evaluation in a medical facility is necessary even with a "mild" lightning strike. Again, prevention is a lot easier than treatment. If you get caught out in the open when there is lightning about, don't take shelter under or near tall or metal structures. Specifically, don't use your glider as protection from the rain. If you can't take shelter inside a building or car, just lie flat on the ground and enjoy the pitter-patter of the raindrops as you wait for the storm and lightning to pass. Well, next month we'll leave the bad weather and its medical complications behind, and instead consider some of the medical complications of bad landings. Specifically, we'll move on from the crack of thunder and lightning to the crack of broken gliders and broken bones. ~

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fter ten straight weekends of rotten weather throughout the Carolinas, the odds were hoped to favor a flyable Memorial Day weekend for the planned Region 10 Qualifier. What are odds, but good or bad luck, and this spring's luck had been ronning so bad that we all had our fingers crossed, anyway. Fortune smiled however; of the five days planned for the competition, four were flyable. Two were great. Besides cooperative weather, this regional meet, held for the first time by the year-old North Carolina Gliding Association, had one other major asset: one of the world's best meet directors, Burnett. Having broken both arms in an unfortunate accident on Enster weekend, was unable to fly in the meet. He wns able to direct however, and without his competition hard work and strong will the succeeded as well as worked out six suggested tasks for the meet four of which were run. They were well thought out, neither too hard nor too easy, and good indicators of pilot skills. The

Tater Turnpoint Race, a good task for milder conditions, was run for the first, second and fourth rounds of the competition. Launching from the large, grassy area, adjacent to the rocky Tater knob, in an open-window format, the pilots soared to gain altitude until they felt they could make it to the south turnpoint at Buckeye Knoll, 2 21/z miles from launch. At the turnpoint, assistants Rob lesser or James Green would place a letter or symbol on a blue tarp, which they would change every five minutes or so. The pilot had to remember the correct symbol and the time at which he saw it, in order to gel credit for reaching the turn point. Major problems with this system were discovered after this task was run during the more soarable conditions of the second round. If the pilot got high enough, he was able to sec the letter without having to fly out to the turnpoint. However, after the round was over, many of the pilots were found to have read the letters wrong, anyway. For one thing, some pilots hacln 't paid atteninstructions to read the letters as tion to

having their base towards launch. In a test run of the course, previous to the meet, Jeff and Stew Smith had used smaller letters. Jeff was afraid, however, that out-of:town pilots, unfamiliar with the location of the pylon fields, would have difficulty locating the letters, so he had them made more visible. As it turned out, they were too visible. Because of these problems, there was much grumbling by the pilots about the validity of the round. One of the most outspoken was Acr Stephen, who had hit a couple of trees on his landing at the north turnpoint field. Jeff considered the idea of dropping the round, but finally concluded that pilot error was no excuse. Many of the competitors had completed the round correctly. Each pilot had an equal chance to do so. In any case, there were easy solutions to the 10 pylon problems. The letters were simpler symbols a cross, a line or nothing on the blue tarp background. The tarp, itself, was moved to a less visible spot behind a treelinc. The pilots would have to fly directly over the top to see the symbol. Finally, the HANG GLIDING

pylon assistants were instructed to wave a flag to that a pilot was and had gained the pylon. In case a gaggle of pilots flew over at one time, each one's recognition of the correct symbol and time would give him credit for the pylon without a flag. The north turnpoint, west of Snake Mountain, was more difficult to reach than the other. The pilots had to get enough altitude over Tater about 800' 1,000' to jump the gap to Snake. Once to Snake, however, the race was on! The first pilot back to Tater to cross an imaginary finish line perpendicular from launch, and then land on top was the winner of the round. Ledford usually made it first, though on the second round he was one of the pilots who read the letters wrong. Pilots who couldn't make it back to Tater, hut who landed on the upper plateau, were scored than those who landed down at the landing field behind Jim's 76. Marginal conditions during round one made even the first pylon difficult to reach. Only a couple of pilots were able to complete the entire course. Later that afternoon, however, it started booming. Burnett's one regret throughout the rest of the meet was that he called the same task for round two, instead of calling for the Creston Goal race or an Distance task. another weekend, it As looked like the bad weather was still in force. The wind had turned more to the south, and the to cloud up. Though of sled runs at Tater were had free .. that afrernoon, Howard's Knob possible site at which to continue The winds were too first arrived, so strncted to return at 2:00. that hour between l :00 and 2:00 turned out to have PHJLJall1 v been the best time of the It still looked soarable at 2:00, however, so Jeff ordered the pilots to make haste up. 'fhc limited sct-·up area of the Howard's Knob Windmill site slowed the contest con .. With two gliders set up, there's room to get srnrtcd on a third. There were no set for this site, which so the task had overlooks the to\"'.'n of to be either a goal or open distance. There's a lot of no-man's .. Jand around that area, so the routes were either to fly north along 421 to Tater, or East along the same road towards Most of the pilots chose to fly north, though Frank Stroman and Jim Coan headed east. Miclrnels flew the farSteve Appel and thest, landing at the Tater Brown Brother's field. The total dist~nce of the flight was about eight miles. Not all the pilots had an easy time of it off the small cement ramp at the Knob. Steve Appel, though he!d launched there several times before, barely got off the ramp safely. He AUGUST 1983

OPPOSITE: Ric: Jacob and Gary Englehardt 111 Tater. Inset, left: Chris Roberts. lnsel, right: Pete Knebel launches at Howard's Knob. THIS PAGE, TOP: John lubon with Chris Roberts behind, ready for launch. Robert Crowell, Pete Knebel, Dave ledCENTER: Top row, left to right: Sally Ann McKee, Aer lorcl, Matt Wagner, Wayne Michaels. Front row, left lo Jim Coan, Sieve Appel, Steve Coan, John Lubon, Frank Stroman, Gary Roy, Dennis Michels, Pat Kellis. ABOVE: Launch area at Howard's Knob.

gliders with two available launch windows worked like a charm. Anxious to start for Creston, 14 pilots launched within three minutes of the window opening. Nine pilots, out of a total of seventeen who entered the round, made it to the goal. The most difficult part of the task was getting up over Snake Mountain. The pilots really had to work the lift until they felt they had enough altitude to leave. Four of them were only able to make it to the turnpoint field west of Snake. Rick McGinnis tells how he worked Snake for ten minutes more afrcr Robert Crowell had already left. Robert chose to follow the ridge the long way around to get to the Peak. Rick had enough altitude when he finally lefr Snake

almost knocked his noseman, Pat off the ramp, scraped his control bar on the cement, and then dragged his lefr wing on the rocks, nearly hitting flagholder Gretchen Niver with his leading edge. He had to have a good flight to make up for that! Though Acr Stephen and his competitor, Jim Coan, both dropped low off the launch, Acr turned to the right and dragged his wingtip through the trees. Though he didn't get caught, he never quite managed to get up very well after that. He and several other pilots were never able to leave the Knob, and were forced to land in the designated landing area next to the school. The high tension wires sur·· rounding, as well as the school building itself, make the area no picnic to land in. Chattanooga pilot Dennis Michels almost hit a car in the school parking lot, and Lenoir pilot, John Smith, refusing to land there, hurt his ribs on a landing in a nearby plowed field. Sunday turned into a typical spring '83 weekend with rain and overcast skies all day. The contest was called until 9 AM Monday morning. With the weekend over, Monday began clear and promising. Westerly winds made Tater the perfect site. After the pilots all made it up the difficult road to the top; which was much worsened from the previous day's rain, Jeff announced the launch window to open at 11: 15. Round 4 was to be another Tater Turnpoim Race. All went well with the task this time. One advantage of the Tater launch site being landable as well, is that pilots landing on top during the open window had the option of restarting their flight. Steve and Jim Coan were the only pilots to do so, but it seemed to be a good decision, as they were both, consequently, able to complete the entire course. Some others who had launched with them, at first, were unable to complete the course.

TOP: Robert Crowell. ABOVE: Regional Director Sieve Coan launches at Tater.

Jim Coan made an attempt to avoid a second flight by guessing at the pylon symbols, which he had only barely glimpsed. Angry at being wrong, he nearly flubbed his restart launch, but luckily he stuck it out and came out ahead in the long run. Finally, later that Memorial Day afternoon, conditions started cooking. Wind dummies weren't necessary to prove that now was the time. Jeff set the launch window to open at 3:45 instead of 3:30 to give Wayne Michaels a little extra time to repair some batten damage from his previous flight. All the pilots were anxious to get off The task called was the Creston Goal Race. Having studied the map, the pilots were advised to head first to Snake Mountain. From there they could decide either to head for landareas along Rte. 421 toward Mountain City, Tennessee, and Rte. 88 towards Creston, or to cut directly over some No-Man's-Land (the residents are as likely to shoot you as not) towards the Peak. Once at the Peak, the goal would be in sight. Jeff's arrangement of two set-up columns of

to go directly across to the Peak and clown to Creston. He beat Robert to the goal by 15 minutes! The Creston Goal, a large, flat, grassy field, is about twelve miles from Tater by air, and quite a few more winding miles by car. I left Tater afi:cr the last pilot had launched, and made it to the goal in time to see only Aer Stephen land later, nearly an hour after all the others had made it. He stuck it out when many others had given up. Perseverance pays. After the perfect weather on Monday, Tuesday was a disappointment. The sky was getting more overcast as the morning wore on, and the first few hours were definitely blown out, with a slight southerly cross. Most pilots would have to return to work the next clay. The forecast for the rest of the week didn't look promising, so in a last-ditch effort to get one more round off, Jeff made the decision to stick it out at Tater in hope of some improvement. Rick McGinnis, who up until the last round was in second place, had to withdraw from the contest. His wife, Mallory, had been driving (continued on page 41)

HANG GLIDING

edited by Joel Howard "Free Spirit News" Free Spirit Hang Gliding Club, Inc. (#78) P.O. Box 13 Elmira, NY 14902 Robin Kellogg, editor

Little topped out at 12,600' after gammg eleven grand and then flew to the Duval site and landed after 23 miles.

''Newsletter'' Marin County Hang Gliding Assn. "25" 20-A Pamaron Way Ignacio, CA 92401 Judy Canham, editor

4/83 - The annual display at Arnot Mall proved to be a great people stopper. An excellent turnout of club members to man the info table and show slides/films helped assure the success of the project.

5/83 - The Mt. Tamalpais site has been reopened since the beginning of April. Please be aware that their is a temporary landing area.

''Newsletter'' Coastal Condors (#84) P.O. Box 828 Marina, CA 93933 Jim Johns, editor 4/83 - The Marina Beach launch ramp will soon be a reality. Larry Nicholson had engineering drawings prepared and submitted to the state, all within three days. Ken Brown won the 1983 Steeple Chase in a Streak with a time of20:19. Chris Bulger was second with a time of 22:26, also in a Streak.

"Newsletter" Western New York Hang Gliding Assn. (#32) 33 Hilldale Ave. West Seneca, NY 14224 Vicki Vigorito, editor 4/83 - On Good Friday Mark Bourbonnais recorded a 5,000' gain and a distance of 25 miles from his launch at Massy Banks. Mark is one of the Canadian friends at the site.

''Newsletter'' Cloudbase County Club (#92) 524 221st Street SW Bothell, WA 98011

"Sandia Soaring News" Sandia Soaring Assn. (#73) P.O. Box 194 Cedar Crest, NM 87108 Steve Fogle, editor

5/83 - Tiger Mtn. was hat an Friday the 13th. Scott Rutledge gained nearly 9,000' to top out at 10,300'. Visitor from the UP factory, Mark Bennett, got up over 11,000'. Dave

6/83 - After 39 issues of the newsletter, Steve Fagle is signing off. That is 31/2 years of work and dedication. Good show, Steve.

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"The High Flyer" Alaska Sky Sailors Assn. (#2) P.O. Box 144 Girdwood, AK 99587 Katie Bennett, Vicki Griffeth, editors 4/83 - The Alyeska Spring Festival Fly-In was a great day of flying for all those who came out. Jim Egger was first, John Starnes was second, and Becky Whisman was third. 5/83 - Saturday, May 7th, was the day of the last flight for Floyd Griffeth. Floyd was owner of Sky High Sports, an ASSA member, club vice-president, fellow pilot and friend. Michael Boyle dropped Floyd's ashes over Eagle River Valley. It was an absolutely beautiful day for Floyd's last flight.

"Newsletter" Vermont Hang Gliding Assn. (#109) 277 West St. Rutland, VT 05701 Bob Kerbach, editor 4/83 - 1983 officers are: Bob Kerbach, president; John Arrison, vice-president; Art Stacey, secretary; Steve Couzelis, treasurer. THANKS to the following for their special correspondence:

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or months now we have been toiling away like Gyro Gearloose trying to put all the complex parts together than constitute a modern high performance hang glider. The light is visible at the end of the tunnel, for this installment wraps up the stepby-step procedures, although we still need one more article to look at the future of hang gliding design. In this piece we cover mounting the sail on the airframe and testing of the glider. Obviously, the last topic is of utmost importance, so we will cover it in some detail. The success of our entire project depends on how it behaves in the air.

MOUNTING THE SAIL Mating sail to airframe is no mean feat in itself. I have seen poorly mounted production gliders that flew about as well as a Kentucky fried chicken. Resetting the sail puts things right. The proper tensions and symmetry are important for both performance and trim. The first thing to do when mounting a conventional sail is to assemble the airframe, leaving off the control bar and lower cables, as well as. the kingpost and upper cables. With the leading edges, keel. and crossbar in their proper positions, fold the wings in to the keel as if the glider was in its cover. Now, roll the sail out and fold the sail's leading edges in just like the airframe. The

next step is to feed the tips of the leading edges into the nose openings of the sail. Pull the sail on the airframe until the keel reaches the keel pocket. Feed the keel through the keel pocket and continue pulling the sail forward on the airframe. The process will appear as a jumbled mass of tubes and sail when about half way completed as shown in figure 1. Don't worry, however, a few more tugs and it will begin to look familiar. Be careful when you feed the crossbar through the nose opening so you don't catch bolts or fittings. Did you blow the whole design by making the nose opening too small to accommodate the crossbar and leading edges? Not to worry, for an alternate method of getting the frame nestled inside the sail is to put it in piece by piece and bolt everything together once it is inside. In this case, a double surface will have to be unattached for a short section at the right location to reach the leading edge/crossbar juncture. Did you notice the saw horses in the figure? To do the job right you really need four such supports - one for the nose, one for each leading edge tip and one for the rear of the keel. With these supports strategically placed, place the glider upside down and open the wings. The little rascal should look beautiful if not flyable. Be sure to secure the frame to the saw horses at this point, or tubes will be constantly drop-

ping off the support. This action tends to bend bolts, stress tubes and tweak fittings. Also, be sure the sail is pulled all the way to the nose before you spread your wings or you may rip the nose opening. Open the crossbar to its in-flight position and prepare to mount the nose. Center the sail at the nose and mark its proper placement. Fix this with screws, pop rivets or dacron line. Now tension the leading edges by pulling at the wing tips. The best way to do this is to attach a line to the sail and hook a shackle over the end of the leading edge to attach the other end of the line (see figure 2). This allows you

::SHAC/{..le

to change the tensions of the leading edges to get them equal and the correct amount. How tight do you make the leading edges? That depends on the design. Most current glider shapes require lors of leading edge tension to control washout. The wider your nose angle, the more tension you may need unless you use some sort of washout limiting device as described in Part II. Generally, the trade-off with tension is performance versus handling. The best bet is to start with tension similar to that of current gliders and modify as flight experience dictates. Once you have the leading edge tension set, fasten the trailing edge points with line, screws or any other ingenious method you have devised (I am a great advocate of clean, enclosed tips). allow the sail to hang free at the tips so you get the proper attachment angle. HANG GLIDING

The next step is to position the sail at the rear of the keel. In current designs, this requires little or no tension. Push the sail down as if it were loaded and mark the position of the keel pocket. Make sure nothing is distorted and attach the rear of the pocket with a line, bolt or screw. Note that on very wide nose designs with a swept forward trailing edge, the sail will pull forward at the trailing edge of the root, so some arrangement must be devised to pull it back. Remember the excessive tension in the root may reduce camber or prevent the keel pocket from reflexing in a dive. Now there are only a few more steps to a completed glider. First we have to cut holes in the sail and that's always a touchy proposition. The kingpost hole is fairly easy to locate, but the upper and lower side cable holes are difficult to place exactly since they come somewhere on the curving surface of the sail. The best way to locate them is to attach the kingpost and control bar, then run a string from the two cable attach points, deforming the sail where necessary. Where the string first meets the sail should be close to your desired hole. Have a friend hold the kingpost or control bar in the proper position as you accomplish this. Cut holes with a razor blade or exacto knife, then heat seal the edges once you are sure you have the right placement. Be ready to move a cable hole if necessary. Once all the holes are cut, complete the upper and lower rigging. Add the appropriate reflex bridles. Set reflex bridles by making them as tight as possible without deforming the rear of the sail or interfering with any desired shifting of the kingpost. Next, determine your defined tip position and setting. Defined tips should be set as high as possible (or low in our case here since we still have the glider upside down) while not interfering with the normal downflexing of the tips in a turn or at fast flying speeds. The exact position must be determined through flight or vehicle tests, but 10 to 15 degrees between the defined tip and the sail (as it sits upside down) is a good starting point. Once you have completed these tasks, you have a new bird ready for flight. Here's where you must exercise great caution, for a careful program of testing must occur before any real flying begins.

SAFE TESTING The basic problem in testing a home-built design is lack of facilities and the desire not to destroy the one and only living member of a species - namely your prototype. An even more important consideration is preserving the life of the test pilot - namely you. The program that follows is the one I devised for testing prototypes as safely as possible with the maximum amount of flying data before risking damage to the glider. The first step is to make sure the glider will AUGUST 1983

accept a little better than a one G load. To do this, I support the glider at the leading edge/ crossbar junction on both sides and hang in a harness attached to the calculated center of pressure or hang point on the glider (see Part III). I make sure I'm only a few inches off the floor in case of failure. I'll move around and bounce a little to increase the load to be sure of the glider's basic strength initially. Of course, supporting the glider in this manner doesn't tell you a thing about the strength of the leading edge, but will let you know that the crossbar, side cables and control bar will stand better than one G. For a more definitive test, you can use four supports - one on each side of the glider along the leading edge between the crossbar and nose and one on each side between the crossbar and wing tip (see figure 3). This doesn't load the glider exactly

to save your downtubes and your hide.

After several flights, you should be able to establish your proper trim hang point (move it forward if the glider noses up or backwards if it displays a nose-down tendency). Remember, you are flying in ground effect (you'd better be!) at this point, and swept wing gliders show a slight nose down tendency in ground effect so trim the glider a little fast. Test the static stability by pulling in a little and pushing out a little to see if the bar returns to neutral as you fly along. If it does not, you may need more washout (in a swept wing design), more reflex or less rearward camber. Make changes gradually and retest. Change only one thing at a time and WRITE DOWN what you do or you may never be able to return to the beginning and start over. Remember, there are many subtle effects involved with trimming a

C/ZO:SS BAR./ LEADING-- EDGE

JUNcTICJN

F/GURE

as in flight, but will test the leading edge adequately for one G since round leading edges should have the same bending strength in all directions. Note: The best supports to use are the brawny arms of four buddies - those guys are always hanging around anyway, waiting to see the results of your mad schemes. The next step is to fly it. Yep, I'm serious, but I hasten to add that ancient hang gliding caveat: "No higher than you care to fall." For me, this is about three feet maximum. In other words, you are ground skimming on a training hill. What you are looking for here is proper hang point placement and controllability in pitch. It should go without saying that you should be an experienced pilot with good takeoff and landing technique as well as the ability to detect a nose light or heavy condition. The Accipiter design was intentionally first tested in the unstable condition (with no reflex) and was controllable with very quick, short pitch inputs. After the proper reflex was added, it was very steady in pitch despite its zero quarter chord sweep and consequent low pitch damping. Unless your hang point is way out of whack, you should have no problems controlling pitch. One bit of advice: use wheels on the control bar for this initial testing

.:3

glider so document what you do or you may learn nothing. Once you are satisfied with pitch stability and control around the trim position, it's back to the shop for more strength testing. At this point we are going to test for two Gs so we can try some gentle turns (remember, a coordinated 45 ° bank creates 1.4 Gs and a 60 ° bank creates two Gs). The best way to test for two Gs is to sand bag the glider. Sand bagging can provide good information or tell you nothing, depending on where you place the bags. To that end, have a friend take photos of the glider from the rear while you are flying directly away (side photos are good too). This will help establish the washout curve of the sail. When you load the glider with sand bags, duplicate the washout curve in the photos as carefully as possible while distributing the weight in an elliptical manner (see Part III). A two G load will consist of twice the weight of the pilot and harness. The glider itself doesn't add more than a few pounds to the load of its structural members. Suspend the glider upside down from the hang point in the flying attitude with respect to horizontal and place most of the weight near the quarter chord area at each station. If you are satisfied that the glider will readi39

AIRWORTHINESS ST AND ARDS

Ly handle two Gs, take it out on a calm day and gradually work up to about 15 feet ground clearance. If the pitch control feels proper, try initiating a few turns. Keep the bank angles very slight (less than 20°) and work on turn coordination and handling. Here you may have to make many changes. Altering the dihedral, sail tensions, tip camber, batten tensions, suspension length or the addition of vertical and movable surfaces may be necessary. It is beyond the scope of this piece to cover all the intracacies of hang glider handling, but remember that many current production designs can be made to handle quite easily or horribly all by altering a few of the above factors. Again document all changes. Work on slow speed handling, for that's what counts. As you work on pitch and handling characteristics, you may be also performance testing. The main thing to look for on the training hill is glide performance (sink rate will come later). Test this by flying with a current production design. Of course, you can only get relative performance, not actual values from such a small hill. Once you are happy with the glider's behavior low and slow, it's time for the real testing to begin. No, this doesn't mean take it high and tear up the sky. What we are referring to are the HGMA guidelines. You still must test for stability, strength and maneuverability (in that order) before flying high. Your little low level tests are meaningless in the big air. Mainly what you have learned up to now is that the design is worthy of your continued efforts, even if the more rigorous tests do some damage.

We can't begin to cover the HGMA standards in great detail here. It behooves every would-be designer to get a copy of these standards and apply them - they are excellent. To test for stability and strength, you need a rig on a vehicle to drive the glider along at flight speeds. Some designers have tested for stability by making a stand for the glider which allows it to pivot nose up or down in a wind. This will work, but lots of time goes by waiting for the right wind of sufficient velocity and smoothness. The rig on a vehicle should hold the glider as high above the terrain as possible, out of interference with the vehicle's airstream. Look at photos in old issues of Hang Gliding for the best examples. Also, the rig should have some means of detecting when zero lift is produced (a small up and down swivel at the attach point will work). Of course, the rig must attach to the glider in a manner that allows the glider to swing nose up and down about 45 degrees without marring or contacting the glider at any other point. One other addition is a calibrated airspeed indicator mounted well out in front of the vehicle to read true airspeed. The stability tests consist of running the vehicle at 20 mph and 40 mph and measuring the pitch response as the angle of attack (with respect to the horizon) is changed from stall angle of attack (as determined by tuft tests) to - 30 degrees (that is, nose down 30 °). Usually, a weight scale is placed on the control bar to measure pitching force. Once the data is collected, it is plotted in a chart as shown in

P/TC.f/JNGCoEFF!CI Nt(c.t1)

.JO

TRI/VJ

ANGj.....15 ot== ATTACK.. 0

10"'

2L:t

ANGLE Or

ArTACK-.... -.05

figure 4. The angle of attack is measured with a bubble protractor and Cm (the moment coefficient) comes from the formula: Cm=

where

where V where M

.00238 slugs and represents air density. the surface area of the wing in square feet. the velocity in feet per second. the pitching moment or force and is calculated as the force measured on the control bar times the distance from the measuring point to the pivot point of the glider.

M is in ft.-lbs. To pass the HGMA requirements, a glider must have a Cm at zero angle of attack and the graph must slope downward from zero angle of attack to above the stall point (indicating positive stability). Note that this test is for static stability only (it doesn't tell you what happens in a strong downward pitching of the glider). In addition, the test does not indicate the interaction between the glider and pilot in terms of inertia and drag. Furthermore, the airspeed of the glider varies with angle of attack so the actual pitching curve will be a combination of the 20 and 40 mph curves. Despite all these qualifications, the test is very useful for demonstrating safe pitching characteristics in flight. Designers with very unconventional ideas should be aware that different set-ups and values of Cm may be required. The above tests probably will not damage your glider unless you are careless. At this point you may wish to do a little more flying in calm conditions, being careful not to pull high G maneuvers (30° max bank please). If you're satisfied with the basic flight characteristics, it's time to really be secure by strength testing. Before you start, take thorough measurements, of all parts, for you may break things. The load test requirements vary according to how fast the glider is capable of flying. In general, you should test the glider at stall angle of attack (or plus 35 °), negative 30 ° (nose down 30°) and negative 150° (this can be accomplished with the tail to the wind and down 30°). The stall angle test should be performed at 50 mph to begin (you already went to 40 mph in the pitch testing). Once you complete the rest of the tests you can fly the glider with an airspeed indicator to get a better idea of how fast it will go. The test calls for maximum speed plus 15 mph. Be cautious of going faster than your maximum test speed, however. The - 30 ° test should be at 70% of the above test speed (max speed plus 15 mph).

HANG GLIDING

The - 150 ° test should be at 50% of the original test speed. The latter test is the one that often breaks gliders with defined tips since the tips carry so much load. The only recourse if you break a glider is to beef it up and try again. Remember, the sail can get stretched during these trials so you may have to resew some panels or retrim. If the glider passes the above tests, hurray! Now you can take it high in mellow conditions and try some real flight tests. To meet the HGMA requirements, a glider has to bank from 45 ° to 45 ° in less than four seconds. The original bank must be held for at least a 360° change of heading (no wingovers). The glider must recover from a two-turn spin in less than one additional turn. The glider should recover from a stall without rolling beyond 15 ° or spinning. The glider should recover from a 75 ° dive and also increase from a little above stall speed to 1112 stall speed in less than four seconds. There are more HGMA requirements, but these are the basics and you should start with these for your own peace of mind and security. All HGMA certified gliders have passed the above tests. Certainly, as these articles have illustrated, designing your own glider is a major project. However, a number of pilots have chosen to do so simply for the experience if nothing else. Remember, practically all designers working for hang glider manufacturers started by home building. If nothing else, building your own glider helps you appreciate the hard work the manufacturers devote to each successful design. The response to these articles has been great. I have many letters from designers or would-be designers describing their projects or ideas. This was the very reason I initiated this series, for I saw a lack of legitimate experimentation and development on the part of the inventors that populate our ranks. The truth is, the lack was probably in reporting the in-progress work of these home designers. I hope I have encouraged others to write about their ideas and at the very least informed the average pilot of the intricate details that result in their fine flying wings. .....(continued from page 36)

(Region X) their new truck to meet him at the Creston Goal the previous day, when she was hit headon by a car traveling in her lane. Luckily, Mallory had been driving very slowly, having just turned into the road, so she only broke her upper jaw in the accident. A seat belt would have saved her from even that injury. Mallory tried to talk Rick into staying for the final round, but he wouldn't consider it. Even receiving max points for round six, he ended up placing fifth, and will get a chance to go to the Nationals. AUGUST 1983

Meanwhile, Burnett's decision to hold for better condiitons proved to be right. Setting an "any direction, open distance" task in somewhat questionable conditions caused Matt Wagner who had mysteriously dropped out of the contest after Saturday - to re-name it "open direction, any distance." Several pilots were getting antsy to start their long trips home. Looking forward to no fabulous flights, Aer Stephen helped talk the group into running only the top eight contenders in order to speed things up. He and Lenoir pilot, Bill Hoffman, agreed to be wind dummies. Finally, they were all off. As expected there were no great flights. Dave Ledford went the farthest, flying about six miles. Of the nineteen entrants in the qualifier, Rick Jacob, Dennis Michels and Gary Englehardt represented the Tennessee Treetoppers. John Lubon and Frank Stroman, who were both in last year's regionals, are South Carolinians. Matt Wagner is from Georgia. The rest of the pilots were from North Carolina. There was only one tree landing during the meet. His competitive spirit overtaking him, Matt Wagner flew too low to the ridge during his first round at Tater. A mean, gnarly tree reached out and grabbed him. Luckily, nothing was damaged beyond his pride, and he was able to fly in the next round. As usual, there were a few rough landings and broken down-tubes, but there were no serious injuries. The final standings are as follows:

Pilot Dave Ledford Jim Coan Pete Knebel Gary Englehardt Jake Alspaugh Rick McGinnis Steve Coan Robert Crowell John Lubon Aer Stephen Wayne Michaels Rick Jacob Chris Roberts Matt Wagner Dennis Michels Frank Stroman Peter Adams Bob Estes Appel John Smith

Score

Glider

23114

Sensor Pro Star Sensor Duck Streak Sensor Missile Streak Comet Pro Star Sensor Duck Mega Comet Comet II Comet Alto Stratus

24% 261/2 29% 29%

301/2 34% 38

47 48 48% 52 57% 66%

67 68 3/4 72 73 733/4 783/4

Comet

Sally Ann McKee, known as "Charlie," was of immense help to Jeff as an experienced scorekeeper throught the meet. She has assisted at the Master's Tournaments for the past five years, and also at previous Regionals .....competitions.

(continued from page 27)

(Steve Moyes) gliders. They were certainly not disadvantaged in the area of equipment. I think their team would have been stronger had it included Larry Tudor. I also think that American teams need to come to Europe to compete more often. They really have no idea of the quality of European pilots nor of the nature of European sites and conditions. There simply aren't enough American teams traveling abroad. I personally find it more difficult to win meets in Europe than in America. It also seems to me that Americans have a need to consider themselves the best pilots in the world without feeling a need to prove it in regular international competition.

HG: Whom do you consider the top European pilots? Moyes: Thevenot and Guggenmos though they had off meets. Also there is a 21-year-old West German pilot who probably would have won this meet had he been able to compete. His name is Bob Baier and I think he's excellent. Unfortunately, his father died unexpectedly the day before the meet and he had to miss the meet. HG: Who else were you concerned about coming to the meet? Moyes: Pfeiffer and Mark Bennett. HG: Getting back to the American team, what were your impressions of their team strategy? Moyes: It was okay overall, though in some instances, I thought they were overly aggressive. HG: How so? Moyes: Well, I think the racing style of Pfeiffer rubbed off on the rest of the team. I saw Mark Bennett go for pylon six one time when he had absolutely no chance of making it there and back to a landing area. Sometimes they flew right through 1,000 fpm lift. Anyone in their right mind will give up one minute for a thousand feet. Also, everyone who saw how hard they pushed the limit in practice knew they were going to get a few zeros in round one. HG: Your strategy apparently was different. In what way? Moyes: I constantly reminded myself that "Time is nothing." Everytime I walked up to launch I repeated, "Time is nothing." With the severe penalties for landing out and the fact that you couldn't seriously hurt an opponent by beating his time, I felt that was the best was to approach the meet. HG: I'm keeping you from your victory celebration. Is there anything else you'd like to say before we wrap this up? Moyes: I'd really like to thank my parents for their support. HG: Thank you for your time and, again, congratulations on your championship. Moyes: Your welcome, and thank you . ...41

from June 15th to 19th, the Owen's Valley Hang Gliding Center hosted the 1983 Cross Country Open. Held just two weeks before the XC Classic, the Open was a test of stamina and endurance. Flying a hundred-mile task is a strain under ideal conditions; marginal conditions make it nearly impossible. During the five-day meet, the field of 32 pilots was required to complete two hundredmile tasks. If a pilot did not complete the entire course, no points were awarded. Indeed, it was somewhat cruel to watch pilots fly over ninety miles, only to see them get hammered just short of the goal. Although disheartening, a "go for it" strategy did pay off in the end. Over the five-day period unusual and unique conditions persisted in keeping a low number of pilots from finishing either task. The strong southwesterly and northwesterly gales hindered penetration and sent many pilots back to the drawing board, scratching their heads and tightening their tip tension. The meet director, Tom Kreyche, set up the XC tasks for ideal summer conditions in the Owens Valley. Essentially, it was an elapsed time contest with the pilot having the option of flying either of the two tasks on any given contest day. The tasks were designed (a la the XC Classic) so that the pilot could fly part of the course before making his decision about which task to fly.

Task 1: Fly from Gunter launch north to the Benton turnpoint (take photo), then fly south to the Big Pine turnpoint (take photo), then fly north and land at the Chalfant Goal. Task 2: Fly from Gunter launch north past the Benton turnpoint to land at Gabbs Goal. No photos required. Both tasks were approximately 100 miles and were valued the same for contest scoring purposes. The option at the Benton turnpoint certainly contributed to the excitement of the event and allowed more room for pilot judgement. Here is the day-by-day breakdown: Day One: The opening day of the event allowed everyone a chance to buy water bottles, patch up the holes in their thermal underwear and basically get their Owens Valley act together. There were no task finishers, but a noble effort by Don Gordon put him just two miles short of the Chalfant Goal. Day Two: Butch Peachy completed the Chalfant Task with a winning time of 5 hours: 56 minutes. Other Chalfant finishers: Yohichi Ohtsuka 6:04, Ian Huss 6: 10, Rick Culbertson 6:13, and Jorg Sebald 6:20. Don Gordon was just short of the Chalfant Goal by one mile. Also that day Jenny Ganderton set the women's out-and-back record flying over fifty miles. British flyer Judy Leden and Jenny were recording all their flights with

barographs and breaking new world records for women pilots nearly every day. Day Three: Started out with a mellow forecast that misled many pilots into thinking they could fly into canyon areas. As the wind picked up out of the southwest, many pilots had trouble with penetration. It was a gnarly day. Just after takeoff! heard a "mayday, mayday" report over the radio; John Coyne was being forced down on top of White Mountain. I listened intently to the report not realizing I was quickly being blown back into a canyon myself. By the time I came to my senses, the wind was whipping up the hill making penetration impossible. I sucked the bar in but it

HANG GLIDING

was clear I was down. There was no way out. As I came in to land on a snowbank I look" ed at my altimeter (12,000 ft.) and just then I got a slight pop that allowed me to ovc"r into the warm valley below. I vowed that if God let me out of this canyon I would swear never to fly back there He must have heard my words for only moments later the wind died for me to and I looked up into the sky and was I had gone to School all those years. Other pilots that day were not as fortunate. As the strong wind picked up, around White Mountain was a Pr<JL11,em. Yohichi Ohtsuka, Roger Barker and John were all forced to land on top. John camped out with his parachute wrapped around him. Roger and Yohichi manai:ed to make it to the ranger station. All their was badly ctm11af;Ctl was the last pilot to sec Neil Hockncll before he was behind White Mountain. Chouteau found himself in a similar situation. As he took a thermal up over White Mountain, he found himself further the time he realized he and further back. was blown back, it was too late. Penetra· tion was impossible. It was a no win situation. As was caught in the enormous lee side rotor, he had absolutely no control of the "It was just like being glider. He rolled in the surf." He did not deploy but in·· stead grabbed on to the base tube as he was tumbled over and over five times. Later, he reflected that on to the base tube was probably the move that saved his life. His Comet to stay together and Azby managed to fly out of the thing and land safe" ly. attributes the situation to "a severe case of over"confidence." Landing that day was also a because of the strong south. As I landed in Basalt, Rick Fritz ran

AUGUST '1983

over and grabbed my wires preventing my glider from being blown away. More than ten gliders were destroyed that day. It was a negative But there was a lesson: pay attention to everchanging weather conditions. It could save you and your Don Gordon was eight miles shy of the Gabbs goal! Day Four: Less than half the field showed up that day. Many took a day off. A search party was still out looking for Neil. Many peo· ple's gliders were being repaired and the wind was strong out of the northwest. Woody Woodruff was one mile short of the task. Many flew 80-90 miles. No task finishers. Day Five: With the winds forecasted as light and variable, it looked like a Chalfant day. This last day of the competition started on a sad note. the pilots meeting, Tom

l'-revc:ne told everyone that Neil Hocknell's body had been found behind White Mountain. It was a real shock and the lesson was simple: avoid Hying too close to White Mountain. The key to getting in a good flight on this final day was timing the launch taking off early enough to preserve daylight hours, but late enough for the valley to beat up. With the help of my groundcrcw, Carolyn Sammis, I managed to set up and get off quite early. I felt smug as I moved my glider to the front of the line and prepared to launch. The conditions looked perfect as I saw a gaggle of gliders already thermaling up above the launch win· dow. I took a sip of Azby Choutcau's famous Kool Aid, kicked up some dust, and launched. I was feeling pretty cocky as I dove off the hill and noticed immediately that something was not right. My vario was pegged down a thou.. sand feet a minute. It occurred to me as I saw Robin Waxman motoring the glider truck down the road that I was getting close to the ground. "Boom!," I was hammered into a bush before I even knew I had landed. As I pulled the cactus spines out of my legs, I realized that I had just gotten drilled. I reflected on what I had learned: monitor altitude and always have a landing place in mind. Moreover, don't be cocky. I believe I had the shor1est flight thal

PAGE: girls (lei! to man, Karl Mc:Ca,rthy. the Kool Aide he's leellng sick and Azby unloads his 11q1Jlp1me1n1 1111ilude ch,naclerislllc

Oddly, it turned out to be the best day for completions. With the help of Kari "Pig" McCarthy, Azby Chouteau had a superb flight. As he took off from Gunter launch, Azby booted up half a gallon of his Kool Aid on timers: Mike Harrison, Mark Axen and Don Partridge. It was Azby's way of saying thank you for running an excellent competition. Azby got sick a few more times in flight, but used it constructively for reading wind direction. "It's a lot cheaper than loading up on those smoke bombs." Despite his bad health, Azby stuck to his guns; he completed the Chalfant task in five hours, thirty-eight minutes, and two seconds. It was a strong showing and good enough for fourth place. First place went to Don Gordon. After all, the guy deserved to win. He flew more XC miles than anyone else in the competition. He flew consistently and aggressively, but with safety in mind. Don finished the Chalfant task with a winning time of 4:59:20. Coming in second was flying ace Butch Peachy. Third place was claimed by Glen Volk. So it all came down to the last day of the competition. There

were no completions of the Gabbs task. Overall, Tom had looked for more than a 10% completion figure. The marginal flying conditions made it an extremely challenging event. I have tremendous respect for anyone who managed to complete the task. Here is the breakdown of times:

Name Time 1. Don Gordon 4:59:20 2. Butch Peachy 5:16:25 3. Glen Volk 5:33:16 4. Azby Chouteau 5:38:02 5. Rick Culbertson 5:40:49 6. Ignacio Plaza 5:48:23 7. Woody Woodruff 5:48:39 8. Butch Peachy 5:56:16 (Day Two) 9. Mike Matlock 6:03:30 10. Yohichi Ohtsuka 6:04:45 (Day Two) 11. Ian Huss 6:10:46 (Day Two) 12. Rick Culbertson 6: 13:53 (Day Two) 13. Jorg Sebald 6:20:41 This is a total list of all completions for the Open. It was an extremely well run event and

good preparation for the XC Classic. There were pilots from Japan, Britain, Canada and Venezuela making it a true world class event. Everyone kept their spirits high and their hearts open. Support from some of the women was tremendous: Carolyn Sammis and Kari McCarthy were constantly buying sandwiches to feed the hungry pilots, and generally offering their support. Robin Waxman's driving skills were appreciated on those long dusty drives to launch. For those of you who missed the competition, it was a great event this year and should be superb next year. The Owens Valley is truly a special place. For me, the competition was just an excuse to get away, get some exciting airtime, and have a good time. I made the mistake of not being prepared for the high altitudes and cold weather. But I learned some valuable lessons: Be prepared, be cautious, pay attention to everchanging wind conditions, and don't thermal up around White Mountain. It's a temptation, but if conditions suddenly change, you can get into trouble. ~

ARCH, YOU SURE THIS IS WHAT THE F. A.A. HAD \\ IN MIND BY 'POWERED ULTRALIGHT ~ ?. HANG GLIDING

DUCK 180 - Excellent condition, $1300. Raymond cocoon harness with chute, $250. (619) 363-6721.

Schools and Dealers

DUCK 180- $1550. Harrier II 177, $1375. Others P.O.R. Eastern Oregon Ultralights, (503) 276-2329. FIREFLY 216 - Very good condition, two hrs. airtime, cover, Getting out of sport. $700 or offer. (313) 728-1230 evenings.

GEMINI 164 - Yellow sail with brown leading edge under surface and keel pocket. $990. (619) 579-7829. GEMINI 184 - New, custom sail, $1100. Electra Floater 185, $750. Oly 160, $500. Chuck, (503) 296-9588. HARRIER 177 - perfect condition, 20 flights, must sell. $1100. (703) 337-1573. Evenings. CONSUMER ADVISORY: Used hang gliders always should be disassembled before flying for the first time and inspected carefully for fatigue - bent or dented tubes, ruined bushings, bent bolts (especially the heart bolt), 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 anything to help you fly. Contact Delta Wing Kites & Gliders, (213) 787-6600. COMET 165, August '82 - Excellent condition. I'll pay shipping. $1350. (213) 863-4218. COMET 165 - Excellent condition, low airtime, must sell. (714) 534-4256.

HARRIER 177 - White sail body, gold, black, beautiful custom keel pocket. Excellent condition, $900. (213) 438-5582.

PRO-STAR 160 - New, must sell, make offer. 166 mosquito cocoon harness $75. New ball vario $175. (619) 743-2245. 1978 PHOENIX 60-185- Good trainer, very good condition. Rainbow sail. $390. Call Roy S. Calif. (714) 775-0672. PRO AIR 140 - Excellent condition. Factory mods for bet· ter penetration. Reasonable. Will ship. Call (619) 456-1959 (best 9-11 AM, PDT).

Orange, Gold, White, Superflyer 950

PROSTAR 160 - $1450. PRO BREEZE 180, $1200. Ex· cellent condition; helmets, harnesses, chute, lots of extras; priced to sell. (213) 402-6919.

COMET 165 OVR - Mylar Tempercoat Sail, White w/custom botton, larger bar, Aug. 82 H.G. cover, well worn, but for $650. How can you go wrong! Dave Gib on (714) 676-9996.

·RAVEN 229, 1981 - Excellent condition, 15 hrs. airtime. Will ship, $900 or offer. (503) 248-0334.

COMET 135 - Black L.E., White Main, Rainbow DBL Surface, excellent condition, $1350. Condor 224 $450. OLY 140 make offer. "Phone (209) 226,6516.

FOR SALE: Raven 229 Xlint Cond. $1000; Omni 187 Good Cond. $300 (714) 645-8232, Eves.

COMET 185 - Excellent condition. Dark Blue & Pacific Blue, $1200. (619) 271-8106.

SENSOR 510, 165 - Red & white, like new, $1750/offer. Jim Handbury mummy harness w/Kevlar chute, $350. Ball dual range vario w/audio, altimeter, mount, $150. Dick, Lake Tahoe area (702) 782·3611 ext. 9669 days.

COMET 185 - Excellent condition. ·Reasonable. Will ship. Call (619) 456-1959 (best 9-11 AM, PDT).

STREAKS - 180, 130 $1895 Immaculate Lazor II 155 $695 Beautiful Idaho Mtn Air (208) 234-1228, 232-3408.

CONDOR 224 evenings.

SUPER LANCER 200 - New, never flown. Mint condition. With flaring kits and all extras, $1200. Call after 4:00 P.M. (412) 846-6736.

Good condition, $500. (206) 683-7342,

DEMON 175 - Excellent condition, low airtime, new cocoon harness with security chute, $1400. (702) 882-2236. DUCK 180 - Excellent condition, with low airtime. White/Blue/Green/Yell ow Keel Pocket. Superb handling. Sacrifice at $1400. Why spend $8.00 more and have to wait? Call Greg at Sky Bound Hang Gliders. (602) 997-9079.

REPLOGLE

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

OMEGA 260 - $500. O.B.O., Pro Air 180 updated, $950., O.B.O. Dave, (505) 299-8878, before 4:00, (505) 296-0551 Ext. 232 After 4:00.

PROSTAR 160 - Excellent condition. Reasonable. Will ship. Call (619) 456-1959 (best 9-11 AM, PDT).

COMET 165 (519) 453-2489.

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.

MOYES METEOR& MISSILE - Spectrum cloth $1,000 & $1,195 respectively · ship anywhere. Steve Coan, Freedom Sports, Rt. I, Box 291, Creston, N.C. 28615. (919) 385-6711.

1981, good condition, $900. Evening,

COMET 165 (509) 926-1857.

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

WANTED - Used Hang Gliding Equipment. Gliders, In· struments, Harnesses and l',irachutes. HANG GLIDER EQUIPMENT CO., 3620 Wawona, San Francisco, CA 94116, (415) 992-6020. X-180 - Excellent condition. Green upper surface, white lower surface. Purple leading edge. $1,000 (213) 447-8444.

ELSINORE VALLEY HANG GLIDING CENTER 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 pro· gram, beginning to advanced levels. Featuring ·Wills Wing and Ultralight Products gliders and accessories. *Duck, Comet, Gemini, Harrier demo flight 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 Wills gliders, harnesses, helmets, instruments, accessories 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 serving 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.

BAROGRAPH EXCLUSIVE PRESSURE SENSITIVE PAPER Provides a fine line trace on printed time-altitude grid charts without the bother of Ink, smoke, or fixing. 30,000 ft. linear range with "fixed reference stylus permits quick and accurate interpretation. 2 lbs. weight. 4 hour drum, 30 hr. clock. NEW toolsteel hard scribe rs.

American made, accurate, convenient, and light! With charts, seals, calibration, & instructions

E. H. REPLOGLE Product Engineering

AUGUST 1983

$295.00 e~CO-NAUTIC5

Send check for postpaid shipment 23 Wayside Court, Buffalo, N.Y. 14226

P.O.eox 11!54,REDL.AND!5• CALIF. 9.2.37.3

IDAHO

NEW YORK

SUN VALLEY SENSOR - New and used Sensor 510's. Sales, service, demo. Bruce McKeller, P.O. Box 3696, Ketchum, Idaho 83340. (208) 726-5399.

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, Stratus, 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.

TREASURE VALLEY HANG GLIDERS - Service USHGA Instruction - Sales of new & used U.P., Bennett, Seed wings & Centurion gliders, accessories - Site info. and ratings. "Come Fly With Us" - Box 746, Nampa, ID 83651, (208) 405-5593. ILLINOIS PROAIR/PROSTAR/FLEDGE III/FOX BAT sales, service, flight accessories and Ball variometers - Midwest Motorglider Supplies, 2638 Roberts, Waukegan, IL 60087, (312) 244-0529.

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.

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, Ml 48045 (313) 791-0614 - Since 1975.

SAN FRANCISCO WINDSPORTS 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. 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.

ECO-FLIGHT HANG GLIDERS & WINDSURFING. Certified instruction, sales, service, rentals, repairs. 493 Lake St. Benzonia, MI 59616 (616) 882-5070. 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.

COLORADO

NEW MEXICO

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.

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.

PROGRESSIVE AIRCRAFT COMPANY OF DENVER - Featuring the exceptional Pro Air line. Carrying the finest in accessories, Ball varios & Handbury chutes. Very competitive pricing. 3545 S. Brentwood, Denver, CO 80235. (303) 759-1230 D., (303) 985-3167 N. 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. HAWAII FREE FLIGHT HANG GLIDING SCHOOL - Certified instruction, sales, service and rentals. 684 Hao St., Hon., HI 96821. (808) 373-2549.

~lY

NEVADA HIGH SIERRA HANG GLIDING & WINDSURFING - 1087 N. Carson, 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.

Light Wing Insurance

Para Publishing

Books by Dan Poynter Post Office Box 4232-314 Santa Barbara, Ca 93103

MAUI SOARING SUPPLIES - Certified instructors. Sales, service and rentals. R.R. Box 780, Kula Maui, HI 96790. (808) 878-1271. TRADEWINDS HANG GLIDING - USHGA Certified School. Box 543, Kailua, Hawaii, 96734. (808) 396-8557.

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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. 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. 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 parkcrest, Austin, Texas 78731. (512) 451-2505. AUSTIN HANG GLIDING CENTER - Lessons, winch tow to 2000'. (512) 255-7954.

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.

Business Opportunities CRYSTAL AIR SPORTS MOTEL - Male/Female HELP WANTED: 15 hrs./wk. Exchange for lodging in Original FLyers Bunkhaus. Call or write Chuck or Shari, 4328 Cummings Hwy., Chattanooga, TN 37409 (615) 821-2546. Home of SKY GEAR, Apparel & Accessories. Also, vacationing? Private Rustic Rooms. Waterbeds, Video Movies, Color TV, Pool. HANG GLIDING MANAGEMENT POSITION AVAILABLE immediately at Kitty Hawk Kites, for right person who wants to train for management of Hang Gliding School. Send resume to Mark Airey, P.O. Box 340, Nagshead, N.C. 27959.

Parts & Accessories CB Radios - Mobile and hand held. Top quality, excellent condition. Very reasonable. Call (619) 456-1959, (best 9-11 AM, PDT).

UTAH

PLANS FOR 64 ULTRALIGHTS! All kinds - cheapest building - illustrated plans catalog, $10. U.S. Aero-Fun, Box M-27, Salida, CA 95368. FROM CONCEPTUAL PHYSICS COMES A DYNAMIC NEW CONCEPT of Superlight Flying! HELIUM ASSISTED HUMAN POWERED AIRCRAFT that fly safe! slow! SILENTLY!! Near vertical takeoff and landing possible! INCREDIBLE PERFORMANCE! Soar! Drift! Hover! For FASCINATING reading, send for length, up-to-the-minute, illustrated information! Only $4.35 check or money order payable to CONCEPTUAL PHYSICS, DIVISION THREE, P.O. BOX 3276, Shreveport, LA 71133. KITTY HA WK 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. 1-800-334-4777.

Miscellaneous

AERO SPORTS INC. - USHGA instruction, sales & service since 1974. 898 So. 900 E., SLC, Utah 84102. (801) 364-5508.

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.

FLY UTAH WITH

BOOMERANGS THAT RETURN Soaring, gliding returning flights. FREE catalog. WRITE TO Greg Orlando Boomerangs, P.O. Box 923, Summerland, CA 93108.

Delta Wing Products, certified instruction, twelve days $250.00, new & used gliders, accessories, 9173 Falcon Cr. Sandy Utah 84092 (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.

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 St., Ramona, CA 92065. Dealers invited. (619) 789-2876.

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.

Keep the Fun In Your Flying With

WHEATLEY BRO. HANG GLIDING SUPPLY CO. New and used gliders and supplies. Dealers for Delta Wing "Streak." Rte. I, Deweyville, UT 84309 (801) 257-0379. 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. CAPITOL CITY GLIDERS - New and used gliders and ultralights, accessories, service. Certified instruction. (206) 786-9255, (206) 456-6333.

International Schools & Dealers JAPAN SUNRISE COUNTRY INC. - Distributor Japan: Manta, La Mouette, Delta Wing, Flight Designs, Winter, Litek, Hall Bros., Ball Varios, Altimaster, Quick-N-Easy. 1104 Rekku Shibakoan 2/11/13. Shibakoan Minatoku Tokyo, 105 JAPAN. Tel. 03/433/0062. 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.

QUICK RELEASE CARABINER - Pull 5/16 dia. steel ball lock pin and you're out. One hand operation. This quick release is designed for hang gliding.· Harness straps are on 5/16" bolt. Tested breaking load 10,000 lbs. Machined from 2024-T3 aluminum, anodized, lx2x3 1/,, $18.95. Extra pin, $5.00. Kalember MFG, 19431 Business Center Dr. #41, Northridge, CA 91324.

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

The only association concerned enough to develop safety programs and guidelines for ultralight flying, plus: • UL TRALJGHT PILOT magazine • AOPA Newsletter • National and local representation • National competititon • Insurance • Technical advice • Car rental discounts, group travel discounts, and more

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Every ultralight pilot makes a difference Join today!

BENNETT TRIKE - 1983, like new, Robin Twin, must sell, make ofer. (816) 483-5379, K.C.

AOPA ULTRALIGHT DIVISION

NEW RAPID DEPLOYMENT B.U.S. FLY AWAY CONTAINER SYSTEM is the world's newest, fastest and

FD - ATV TRIKE, 440 Kawasaki. New. Must sell. (301) 661-6262.

421 Aviation Way Frederick, MD 21701

AUGUST 1983

Dept. HG

(301) 695-2080 47

PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 311," dia. Inside or outside application. 25¢ each. Include 15¢ for postage and handling with each order. Box 66306, Los Angeles, CA 90066.

TYPE: Quicksilver MX and Doublequick #10696 and 10875. WHERE AND WHEN: Dayton, OH, Dec. 14, 1981. Probably sold in Chicago area. CONTACT: Gary Meddock, 1334 N. Lutheran Church Rd., Dayton, OH 45427 (513) 854-4973. Reward.

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.

TYPE: Comet 165 #1651222. WHERE AND WHEN: Lookout Mt., TN Nov. 7, 1982. SAIL PATTERN: Custom: burgundy LE, black and yellow TE, black tips. Undersurface: 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.

REAL PILOTS FLY HANG GLIDERS - Bumper stickers. $1.50 ea., including postage, quantities less. Write: Stickers, 29 Willis Ave., Cresskill, NJ 07626. TEE-SHIRTS with USHGA emblem $8.00 including postage and handling. Californians add 6% tax. Men's sizes in BLUE - S, M, L, XL. Limited supply of ORANGE, sizes S, M, X-L. USHGA, P.O. Box 66306, Los Angeles, CA 90066.

TYPE: Comet 135 No. UPCMT135054. SAIL PAT, TERN: 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 vehicle. Glider has mountings for french connection on keel. CONTACT: Jerry Bard (213) 851-8869.

WOMEN PILOTS to interview for WOMEN PARTICIPANTS IN DANGEROUS SPORTS. Reply M.K. Jones, P.O. Box 731. Ketchum, ID 83340 (406) 689-3626 (208) 726-9016.

Movies AOIL, COMET CLONES & POD PEOPLE - Award winning film of Owens Valley hang gliding. 60 minutes. $64.95. THE SKY BLUE MOVIE - Epic quest for true flight. 100 minutes. $74.95 postpaid. PAL or foreign add $5. Free poster. Rick Masters, P.O. Box 478, Independence, CA 93526. 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, instructions, changes, additions and cancellations must be received in writing 11/, months preceding the cover date, i.e., November 20 for the January issue. Please make checks payable to USHGA: Classified Advertising Dept., HANG GLIDING MAGAZINE, Box 66306, Los Angeles, CA 90066.

INDEX TO ADVERTISERS AOPA ............................................................. 47 Ball varies ..................................................... 22 Bennett Delta Wing Gliders .......................... BC Crystal Air ...................... ............................... 5 Eco Nautlcs ................................................... 45 Finger Fairings.............................................. 9 Flight Designs ............................................... 17 Glider Rider................................................... 4 Hall Brothers ................................................. 33 Kitty Hawk .................................................... 42 International Sailboards ............................... 33 Llghtwlng ..................................................... 46 Lltek .............................................................. 4 Lookout Mt. .............................. ... ................. 9 Pacific Kites .................................................. 37 Pagen Books ................................................. 16 Para Publishing ............................................ 46 Replogle ........................................................ 45 sea Drake ...................................................... 16 seedwlngs .................................................... 6 south coast Air ..... .... ................... ................. 4 svstek ........................................................... 33 USHGA ................................................ 2, IBC, IFC vampyre ....................................................... 4 Whole Air Magazine ...................................... 21 WIiis Wing, Inc .............................................. 32

AD DEADLINES All ad copy, Instructions, changes, additions and cancellations must be received In wrltlng.1v, months preceding the cover date, I.e. Mar. 20 for the May Issue.

TYPE: Comet II 165 #1631. WHERE AND WHEN: Sandia Peak, NM, May 16, 1983. PATTERN: Black LE, spectrum dbl. surface, white main body, blue keel pocket. CONT ACT: Chuck Woods, 1905 Driss Pl. NE, Albuquerque, NM 87112 (505) 298-2740. TYPE: UP cocoon harness, Advanced Air chute, Theotek vario, altimeter, Radio Shack 6-channel, helmet, Hall wind meter, all in blue UP harness bag w/"Owens Valley Pilot" patch sewn to lower packet, WHERE AND WHEN: From camper parked at Perkins Restaurant in St, Paul, MN April 24, 1983. CONTACT: John Woiwode, RR #3, Box 255, Annandale, MN 55302 (612) 274-8064. TYPE: UP Gemini 164, light blue w/dk blue LE. Flight Designs Super Lancer 200, yellow w/purple LE, tips and center. US Lancer 190, multi-striped from center out: purple, yellow, orange, red, purple tips. WHERE AND WHEN: From garage at 1342 Henderson Ln., Hayward, CA May 4, 1983. CONT ACT: Mike McDonald (415) 782-5119. TYPE: Boom Stratus V. PATTERN: All dk blue except 1 panel of rainbow near each tip. WHERE AND WHEN: Canoga Pk., CA June 14, 1983. CONTACT: Kevin Anderson, 13261 Herrick Ave., Sylmar, CA 91342 (213) 367-3562. Reward. TYPE: Sensor 510 180 #225. PATTERN: Red LE, orange bottom. WHERE AND WHEN: Switch Back Mt., Eagle River, Alaska, June 15, 1983. CONT ACT: Bob Adams (907) 694-2763. TYPE: All black Northstar harness for Casper wing (supine). Windhaven chute. CONTACT: John Fetter (619) 420-1706. TYPE: Dk blue and red gear bag w/black Flight Designs cocoon harness with Advanced Air chute in red container, orange Bell helmet, Ball vario w/bracket. WHERE AND WHEN: San Francisco, May 7, 1983. CONTACT: Joel Greger (415) 824-4826. Reward. TYPE: Bright red harness with matching chute. Chute has white lettering "go security," hand embroidered patch on left shoulder patch. Reward. CONTACT: Sue Gale, Box 13, Elmira, NY 14901 (607) 733-9738. TYPE: Harrier 147 #6444. 3SAIL PATTERN: Orange LE, brown dbl. surface, gold and white span wise, gold keel. WHERE AND WHEN: October 13, 1982, Vernon B.C. CONTACT: tSimon 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: Moyes Maxi Mk. III. 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 deflexor posts missing. Blue bag with 6" tear. TYPE: Bobcat Ill. SAIL PATTERN: Orange leading edges and tips. Center out: lt. blue, gold, green. DISTINGUISHING 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 (da}1ime). Paul Gach (714) 279-5403 (evenings). Reward. TYPE: Gemini #UPG13400M. 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 Ill. SAIL PATTERN: White, blue, green, yellow and white. New, or no control bar. Tear in keel pocket. Reward. CONTACT: Will Richardson, Rte. I, Box 167, Trout Dale, VA 24378 (404) 436-8504. 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 II #6744. WHERE AND WHEN: 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 #UPGl84032. SAIL PATTERN: 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 #I 11000. 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. TYPE: 209 RAVEN #4402. SAIL PATTERN: Center out: Brown center, two white) two orange, white tips. Brown LE. Orange keel pocket. WHERE AND WHEN: El Centro, CA April 26, 1982. CONTACT: Mike Sorgaard (714) 352-2116. TYPE: Fledge JIB #1032. WHERE AND WHEN: March I, 1982 Denver, CO. Glider is incomplete. SAIL: White with dk blue LE, tips and keel panel. CONTACT: Richard Siberell, 711 55th Des Moines, Iowa 50312 (515) 255-1456. TYPE: 1982 Super Lancer 200. WHERE AND 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 conviction.

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MAHB/RDS by Maralys Wills. Entertainingly lakes lhe reader from hang gliding's past to its soaring present. 8 pg color, 150 Blk & Wht photos, 40 pg appendix. USHGA INSTRUCTORS CERTIF/CA TIDH MANUAL Complete require· ments, syllabus, teaching methods. HANG GLIDING by Dan Poynter. 8th Edition. Basic Handbook for skysurting. MAH.POWERED FLIGHT by Keith Shannan. History & modern tech· nology, design considerations. FL YIHG COHDITIOHS by Dennis Pagen. Micrometerology lor pilots. 90 illustrations. HANG GLIDING AND FLYING SKILLS by Dennis Pagen. Beginners to experts Instruction manual. HANG GLIDING FOR ADVANCED PILOTS by Dennis Pagen. Tech· niques for cross-counlry, competition & powered flight. 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, tests and FAA Regulations. MANHEO KITING by Dan Poynter. Handbook on tow launch flying. MAH.POWERED AIRCRAFT by Don Dwiggins. 192 pg history of /light. Features flight of Gossamer Condor. FEDERAL AVJATIOH REGULATIONS FOR Pl.DJS. 1983 Edition. Hang gliding pertinent information. FAI SPORTING CODE FOR HANG GLIDING, Requirements for records, achievements & World Championships. TORREY PIHES by Don Bells, photos by Bettina Gray. Rules, regulations, history or Torrey Pines. HANG GLIDING MANUAL & LOG by Dan Poynler. For beginners. An asset to inslruclors. 24 pgs. USHGA OFFICIAL FLIGHT LOG. 40 pgs. Pocket size, skills signofls (all levels), glossary of terms. awards.

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$ 1.50 $ 2.95

ITEMS 1-1A

.. HEW .. USHGA 'HANG GLIDING' T-SHllT. 100% heavyweight cotton. WHITE only. Men's sizes: S M L X·L (CIRCLE ONE). Women's sizes (French cul): S M L (CIRCLE ONE). USHGA EMBLEM T-SHIRT. 100% heavyweight collon. ORANGE or LIGHT BLUE. Men's sizes only. S M L X·L (CIRCLE SIZE & COLOR) USHGA EMBLEM CAP. One size lils all. Baseball lype/USHGA emblem. NAVY ORANGE GOLD (CIRCLE ONE) .. NEW .. USHGA BELT BUCKLE. Solid bronze, custom design, relief sculpture. 31/~ x 2114. USHGA SEW-OH EMBLEM. 3" dia .• full color [red wings, sunburst w/black print). USHGA EMBLEM DECAL 3W' dia., full color. USHGA BUnOH/PIH, 1W' dia., full color. LICENSE PLATE FRAME. "I'd rather be hang gliding." White on Blue. WALLET. Nylon, velcro closure, mach. washable, water resislant. ROYAL BLUE color. BUMPER STICKER. "Have you hugged your hang glider today." Blue on While.

1-18 1-2 1·3 1 ·4 1-5 1-6 1-7 1-8 1-9 1-10

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

$ 1.75

HAHG GLIDING/GROUHO SKIMMER BACK ISSUES .. 'SPECIFY BY CIRCLING ISSUE HUMBER'"ISSUES HOT NUMBERED ARE SOLD OUT .. '

PRINTED COPIES:

PRINTED COPIES: PRINTED COPIES:

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"

S 1.00

$ 1.50 $ 2.00

MAGAZINE SUB TOTAL MERCHANDISE SUB TOTAL

Ordering Information: All prices include postage and handling. (Prices subject to change without notice.) Enter quantity and price of each item ordered. Allow 3-4 weeks delivery (8 weeks for Foreign). All orders are mailed by the cheapest available rale. If you wish to receive your order faster, please include sufficient postage funds. No C.0.0.'s. Foreign Orders: USHGA will ONLY accept foreign checks payable on a U.S. bank in U.S. funds.

(Californians add 6% lax on merchandise only) TOTAL

HO CHARGE ITEMS

NAME _ _ _ _ _ _ _ _ _ USHGA # _ _ __ (Please Print) ADDRESS--------------~ CITY

STATE _ _ _ ZIP _ __

USHGA MEMBERSHIP APPLICATION FORM (#4)

USHGA BASIC SAFETY REGULATIONS (PART 100)

USHGA MERCHANDISE ORDER FORM (#14)

USHGA PILOT PROFICIENCY PROGRAM (PART 104)

USHGA LILIENTHAL AWARD FORM

ACCIDENT REPORT FORM (#15)

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

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