USHGA Hang Gliding February 1984 by US Hang Gliding & Paragliding Association

PROMOTING HANG GLIDING IN AMERICA FOR OVER 10 YEARS

·-·-·-·-·-·-·-·-·-·-·-·-·--·-·-·-·-·-·-·-·-·-·-·-·-·-·-·-· Please enroll the following new member:

More on Fun Flying

Dear Editor,

Fortuitously I had an opportunity to see your Hang Gliding magazine of February, 1983. The article "The Accipiter II" by Dennis Fagen electrified me. I am developing a glider of a similar design, and I have done some flying with it. The nose of the glider is 213 degrees, 37 degrees greater than 180; the area 16.3m', the span 10.6 m, making the aspect ratio 6.38. In June,

In the November issue Bob Rouse of Houston Texas wrote a letter in support of your editorial in the September issue. Like Bob, I too am involved in hang gliding because it is the closest form of flight to that of the bird. Since machinery must exist in human flight the machinery should remain simple so as not to detract from the experience of real flight. But most of all, the aircraft must be fun to fly! This cannot be said for most current designs. Landing a current design is a hassle, which sometimes even means nosing it in and bending downtubes. The handling is also a major problem with the newer designs. Like Bob, I too flew a Seahawk for the above reasons up until last summer, when I bought a Vision. This. was the first current glider designed for recreational flying, not racing. Although the Vision is more complicated than the Seahawk, its performance is tremendously increased and its maneuverability is also very satisfying. This double surface glider is truly fun to fly. I find this glider almost as easy to land as the Seahawk, and yes, as I said before, it is a double surface glider! The only thing I had to get used to when I switched from the Seahawk to the new glider was the increased performance and the decreased bar pressure.

1983 the glider was tested by DHV (Deutscher Hangegleiter Verband) on the test car. The test showed that the pitch stability of the glider is similar to that of one with conventionally swept wings. Due to the test results, a modified prototype is in the works. After all testing is finished, a full technical report is going to be published in Drachenf{ieger magazine, in German. Dr.-Ing. Dusan Nendl West Germany

Photo Credit Dear Editor, I was blown away to find myself and my experimental Aquila glider in the calendar! The photo was taken by a very staunch supporter of my design work, and a much better pilot than I - Diane Dandeneau. Her photography has been of great help in design evaluation and sailwork alterations. Bob Rouse Houston, TX

FEBRUARY 1984

Reto Schaerli San Jose, CA

New Landing Requirement Dear Editor, Some aspects of the rating system are frustrating and discouraging, and could be responsible for drop-outs. I think, especially, of the spot landing requirements for intermediate and advanced ratings. There are some individuals for whom the advanced

task is nearly impossible under the high pressure of a test, whereas they can consistently hit spots when flying leisurely. The spot landing requirements should be revised for several reasons. One, the advanced requirement is unrealistic. There is probably no circumstance where such a tight landing would be imperative. Two, the task is not necessarily a valid indication of pilot skill. Certainly, one who can consistently land in a SO ft. diameter circle is a skilled pilot, but not being able to do that three times in a row under observation does not necessarily indicate a poor pilot. Some people just do not test well. Three, the requirement, which is designed to promote safe landings, is often counterproductive. I've seen pilots do all sorts of unsafe maneuvers to hit a spot. I recommend that a point system be adopted for the landing requirements for intermediate and advanced pilots, as follows. Intermediate applicants must achieve 50 landing points and Advanced applicants an additional 50. Landing with good form within a SO ft. radius on declared flights provides S points, with an extra S for landing within the central 25 ft. radius. Landing outside the 50 ft. radius on a declared flight results in the subtraction of S points. In the case of landings within the 50 ft. radius circle without good form, 1 to 8 points shall be assigned at the discretion of the Observer. A point balance can be easily logged in any checkbook register. This modification of the landing task requirement will bring joy to many current pilots, and remove an obstacle that may appear too difficult for many beginners, discouraging them in their pursuit of flight. Chuck Rebert Portola Valley, CA

RATINGS AND APPOINTMENTS BEGINNER RATINGS Name, City, State

Region

Cindy Burleigh, Hayward, CA ........... 2 Randy Forston, San Jose, CA ............ 2 Al Gardner, Carmel Valley, CA .......... 2 Michael W. Jones. San Francisco, CA ..... 2 John Lopopolo, FPO San Francisco, CA .. 2 Victor Mendez, Los Gatos, CA ........... 2 Chris Robbins, Walnut Creek, CA ........ 2 Sandra Clausen, Wahiawa, HI ........... 3 Gary Cobb, Honolulu, HI ............... 3 Pedro Mendiguchia, Bell Gardens, CA .... 3 Richar Muller, Kangoite, HI ............. 3 Larry Reich, Honolulu, HI .............. 3 Charles Venable, Honolulu, HI ........... 3 Ward Gilbert, Tempe, AZ ............... 4 Eugene Lopez, Phoenix, AZ ............ ..4 Brent Bitikofer, Kansas City, KS .......... 6 Shawn Bitikofer, Kansas City, KS ......... 6 Daniel Caffee, Elkhart, KS .............. 6 Dan McLean, Milan, Ml. ............... 7 John Celentano, Wethersfield, CT ........ 8 Henry Conkey, Southwick, MA .......... 8 Kathleen Minie, Rocky Hill, CT .......... 8 Michael D. Chevalier, Takoma Park, MD .. 9 Robert Fuller, Dam fries, VA ............. 9 Rick Ingram, Lorton, VA ............... 9 Gail Kingman, Wheaton, MD ............ 9 Paul Massiello, Richmond Heights, OH ... 9 Michael Melagin, Richmond, VA ......... 9 Daniel E. Neher, Bethesda, MD .......... 9 Andrew Scheck, Laurel, MD ............. 9 Charles Wandall, Hatboro, PA ........... 9 Steven Bleiler, Austin, TX .............. 11 Jim Glosson, Granger, TX .............. 11 Mike Hendrix, Tyler, TX ............... 11 Mike Rafferty, Houston, TX ............ 11

Name, City, State

Region

Adrian Lee Pauling, Olympia, WA ........ I Howard Marks, Pebble Beach, CA ........ 2 Allan McCarthy, Lafayette, CA .......... 2 Jerry Roninger, Milpitas, CA ............ 2 Frank Barron, Spring Valley, CA ......... 3 Jeff Bell, Canoga Park, CA .............. 3 Eric Brevig, Los Angeles, CA ............ 3 Donald Carron, San Diego, CA .......... 3 Rich Gleaves, Del Mar, CA .............. 3

Mark Helgeson, La Jolla, CA ............ 3 Max Holguin, Camarillo, CA ............ 3 Margie Langlois, Sunset Beach, CA ....... 3 Joel McCormack, Del Mar, CA .......... 3 Jeff Queen, Westlake, CA ............... 3 John Rose, Solana Beach, CA ............ 3 Eddy Skow, Ojai, CA ................... 3 Erich Weaver, Goleta, CA ............... 3 Debbie Wong, San Diego, CA ............ 3 Steve McCoy, Salt Lake City, UT ......... 4 Art Othon, Phoenix, AZ ................ 4 Ronnie Vest, La Vista, NE ............... 5

Clair Packer, Moreland, [D .............. 5 Bill Cummings, Hoyt Lakes, MN ......... 7 Randy Adams, Stockbridge, CT .......... 8 Dan Dalmau, Sykesville, MD ............ 9 Dennis Hart, Washington, D.C ........... 9 Kevin Hunger, Charlottesville, VA ........ 9 Jim Keller, Chadds Ford, PA ............ 9 Francis X. Pugh, Timonium, MD ......... 9 Mark Sapovich, Baltimore, MD .......... 9 Kate Dunn, Lookout Mtn., TN .......... 10 Tom Magruder, Linville, NC ............ 10

Dennis Scripp, Wichita, KS .............. 6 Jim Trudo, San Angelo, TX ............ 11 Robert Bonomo, Flint, Ml. .............. 7 Arthur Yeanoplos, Roseville, MI ......... 7 Richard Hawkins, Roanoke, VA .......... 9 Douglas Kinzey, Reading, PA ............ 9 Benjamin Klein, Pittsburgh, PA .......... 9 David Patterson, Butler, PA ............. 9 John Stekli, Columbus, OH .............. 9 John Austin, Boone, MC ............... 10 Tom Parker, Rocky Mount, NC ......... 10 Michael Rains, Charlotte, NC ........... 10 Jody Sizemore, Thonotosassa, FL ....... 10 Forrest Branton, Jr., Austin, TX ........ 11 Fred Burns, LaPorte, TX ............... 11 Tom Burns, Austin, TX ................ l 1 Curtis Ivy, Baker, LA .................. 11 Scott Levinson, Austin, TX ............. 11 Jackie Phillips, Austin, TX ............. 11 Benjamin Villarreal, McAllen, TX ....... 11 Cindy Benti, Yardville, NJ .............. 12 Raymond Graham, Jr., APO, NY ....... 12 Richard Kelley, Bloomfield, NJ ......... 12 Brian Kreiter, APO, NY ................ 12 INTERMEDIATE Name, City, State

Region

Louis Crowder, Palo Alto, CA ........... 2 Dan Ness, San Francisco, CA ............ 2 Janet Olmstead, San Mateo, CA .......... 2 Glenn Simpson, Paradise, CA ............ 2 Gilman Carr, Loma Linda, CA ........... 3 Jeff Danner, San Diego, CA ............. 3 Don Pfaff, Redondo Beach, CA .......... 3 Linda Richardson, Honolulu, HI ......... 3 Kenn Schrum, Pasadena, CA ............ 3 John Terrell, Bakersfield, CA ............ 3 Troy Garner, Aurora, CO ............... 4 John Hittel, Paradise Valley, AZ ........ .4

Don Hammer, Monsey, NY ............. 12 Dennis Pronovost, Frankfort, NY ....... 12

ADVANCED RATINGS Name, City, State

Region

Larry Jorgensen, Sumner, WA.

. .... 1

Douglas Groenhout, Santa Rosa, CA ...... 2 Douglas Madeley, Felton, CA ............ 2 James A. Philbrook, San Ramon, CA ..... 2 Michael Ward, Santa Rosa, CA .......... 2 Charles Bailey, Woodland Hills, CA ...... 3 Craig Baker, Tarzana, CA ............... 3 Gerald Bard, Los Angeles, CA ........... 3 Rick Briggs, Long Beach, CA ............ 3 J. Guy Cazort, Sierra Madre, CA ......... 3 Bloodsugar Sam Marlatt, Lake Elsinore, CA .................... 3 Gary Mosher, Torrance, CA ............. 3 Bill Schwenker, Del Mar, CA ............ 3 Steve Sprague, Torrance, CA ............ 3 Norman Stevens, San Diego, CA ......... 3 Larry Walsh, San Diego, CA ............. 3

FINGER FAIRINGS -_·-,i

,.,....

-~.:.7', ....

-"T

• 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, V. ·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)

884-6851

HANG GLIDING

Richard Hill, Rising Fawn, GA .......... 10 Jeffrey Smith, Greensboro, NC .......... 10 David Thompson, Vilas, NC ............ 10

BRONZE AW ARDS ISSUED WITH NOVICE RATINGS Jack Black Morris Christensen James Dukes Ronny Edwards James Fall Stuart Gessleman Gary Macy Larry Slivon Neal Vickers Andre Von Wartburg Keith Watts Ben Winton

EXAMINERS Name, City, State

Region

Jeff Burnett, Chugiak, AK. . .......... l Luigi Chiarani, Van Nuys, CA ........... 3

OBSERVERS Name, City, State

Region

Craig Baker, Tarzana, CA. . . . ...... 3 . .3 Tim Hall, San Diego, CA. . Scott Weiner, San Diego, CA ............ 3 R. Duane Henry, Indianapolis, IN ........ 7 Mike Spisok, Westville, IN .............. 7 Melvin B. Asher, Houston, TX .......... I I Carl 0. Geers, Austin, TX .............. 11 William B. Holmes, Georgetown, TX .... I l

INSTRUCTORS B - Basic A - Advanced * - Recertification Name, City, State

Region

*B - Hugh Hoglan, Eugene, OR ......... I B - Mike Benson, Honolulu, HI ........ 3 A - Joe Greblo, Van Nuys, CA .... ,,,,, 3 A - Bob Thompson, Glendale, AZ ...... 4 B - Jay Raser, Missoula, MT ........... 5 B - Dawn Wolcott, Williamsport, PA., .9 B - Melvin B. Asher, Houston, TX ..... I I B- Bill Misiaszek, Missouri City, TX ... 11 *B - Bob Rouse, Houston, TX ......... 11 *B - Hardy Snyman, Houston, TX ...... 11

FEBRUARY 1984

UPDATE New Manager At Kitty Hawk After three years of successfully building Kitty Hawk Kites into one of the largest hang gliding schools in the world, Mark Airey has turned over the management of the hang gliding operation to Steve Wendt. Wendt brings nine years of hang gliding experience to his new position as well as experience in regional competitions. In addition, Wendt has four years (over 100 hours) experience with ultralight aircraft. Wendt's background includes four years of professional teaching and coaching experience. He came to the Outer Banks from Maryland. Wendt's duties include management of all hang gliding operations including lessons, sales and repairs. High Energy Sports Hang Gliding Parachute High Energy Sports hang gliding parachutes have a flat circular solid gore design with a heavily reinforced vent cap. The integral 48" diameter pilot chute vent cap aids in speedy openings and slow descent rates. V-tabs distribute opening shock loads at each line attachment point. Constructed of "zero porosity" F-111 fabric, this light weight hang gliding parachute is now available in both 20 and 22 foot models. Deployment bag features a protective line cover. For more information ask your local dealer or contact: High Energy Sports, 2312 W. 2nd Street, Santa Ana, California 92703 (714) 972-8186. Dealer inquiries are welcome.

trailing edge cloth and half ribs. There was a low pressure over Baja, CA at the time which allowed the Cuyama Valley to produce cumulus clouds associated with a local convergence of stable marine air with the dry unstable desert air. Shortly after launching, I hooked a very light marine layer thermal and climbed 1000'. This was just high enough to fly north directly over the valley to catch the stronger desert thermals. From that point on I would climb to 9000' MSL and run; I landed 35 miles away in just l !/z hours. I was amazed at the conditions as well as the performance of the new ship. With Santa Barbara's winter soaring season arriving early due to the influence of the El Nino, I set out on October 2 to collect glide polar data. I flew with a calibrated airspeed and probe that I suspend in front of the glider, a digital altimeter, a stop watch and a radio. The procedure is to get high in the mountains, fly out over the ocean at one airspeed at a time and collect sink rate data in very stable horizontal air. As soon as I launched the airspeed probe tangled and couldn't point straight into the airflow. My flight p4ln changed at that point. I climbed to cloudbase and

headed west on the ocean side of the 4000' Santa Barbara mountain range because it was favorable and few local pilots had flown very far in that direction before. To the north on the other side of the mountain range lay the Santa Ynez Valley and to the west is an area where I have wave soared in a Blanik sailplane. Two hours later I found myself near Refujio Pass over Ronald Reagan's Ranch, further than any pilot in Santa Barbara had ever flown before to the west. There is a low point in the range at Refujio Pass, I was thermalling on the north side, so I decided to fly over the spine and join the sailplanes. I was surprised to see my sink rate similar to the Blanik and the Lark. I left the sailplanes and headed toward the glider port arriving with 2000' AGL. While pondering the possibility of landing at the glider port, I hooked a 300 fpm thermal which took me to cloudbase at 5000'MSL. From this point I was on my final glide, still proceding west. I was heading toward Vandenberg or someplace further but a headwind allowed me to go as far west as Solvang, a total of 27 miles in three hours from the Santa Barbara launch.

Milestones Santa Barbara XC by Bob Trampenau In the Santa Barbara back country we have a mini Owens Valley called the Cuyama Valley located on the north side of the Sierra Madre Mountains. I was out test flying a production style Variable Twist Sensor 510-156 with mylar FEBRUARY 1984

COMPE:[ITION CORNER Arizona XC Hang Gliding Contest A year-long XC contest is sponsored each year by the Arizona Hang Glider Association. The Arizona cross-country competition is open to all comers and has become a favorite event for top southwestern pilots. This year's winner, Bob Thompson, a world-class pilot from Glendale, Arizona placed first with a flight of 113.61 miles from Flagstaff, Arizona. Thompson launched from nearby Mt. Elden and set a course almost directly eastward following the main highway. Shortly into the flight Thompson's adrenaline really got pumped up when he was attacked by a golden eagle. "That was the biggest eagle I have ever seen," he says. Fortunately, Bob was able to avoid the eagle's talons and proceeded onward to a new Arizona record. Thompson left the mountain top with only 800 feet of altitude but soon found thermals that raised him to 18,000 feet. Within two and a half hours Thompson had covered 100 miles, racing eastward across the Arizona desert at a very fast pace. Had he been able to continue, he might have been the first pilot to break the 200-mile barrier. Thompson's flight was halted by the sight of a distant storm front and the prospect of crossing more than 50 miles of desert without any possibility of retrieval. "I could almost feel that $5,000 in my pocket," stated Thompson, referring to the cash prize offered by Ultralite Products for the first pilot to fly 200 miles in a UP glider. Thompson, however, elected to land at Greasewood and luckily found a ride from a friendly Navajo Indian who had seen him land in the desert. Unfortunately for Bob, Larry Tudor of Draper, Utah broke the 200-mile record in California's Owens Valley and won the $5,000 prize several weeks later. Thompson, however, has indicated that he expects 200 + mile flights from a new site in the ArizonaNew Mexico area and is promising to try to break the world's record in 1984.

Hans Heydrich and Bruce Ruefer, also of the Phoenix area flew 97.67 miles and 86.98 miles to place second and third in the Arizona CrossCountry Classic. Of the top eight gliders, seven were UP Comets. In support of regional cross-country competitions and local pilots, Ultralite Products paid top contingency money to the winning fliers: $300 for first place, $200 for second place and $ I00 for third. The Arizona Hang Gliding Association has again presented the Arizona Cross-Country Classic starting January 1, 1984. Pilots interested in competing in this event should contact Bob Thompson, c/o Arizona Hang Gliding Association, 4319 W. Larkspur, Glendale, Arizona 85304. Place I.

Pilot, Distance, Glider, Date Bob Thompson, 113.61 miles, Comet 2 165, Mt. Elden past Greasewood, 6/27 /83 Hans Heydrich, 97 .67 miles, Comet 2 165, Mt. Elden to Adamana, 9/5/83 Bruce Ruefer, 86.98 miles, Comet 2 165, Mt. Elden to Many Rocks, 9/3/83 Andy Rockhold, 76.15 miles, Comet 165, Mingus to Shaw Butte (Phoenix), 5/28/83 Dana Roosevelt, 75.38 miles, Duck 160, Mingus to Thunderbird H.S. (Phoenix), 5/27/83 Dr. Jim McEown, 74.80 miles, Comet 165, Mingus to Cactus Gulf (Phoenix), 5/27 /83 Jim Whitelaw, 74.15 miles, Comet 2 165, Yarnell to east of Ashfork, 6/18/83 Tom Fuller, 62.3 miles, Comet 165, Yarnell to south of Ashfork, 6/18/83

colleges and universities were represented, and over 100 pilots registered for this annual event cosponsored by the University of Lowell Hang Gliding Club, and Morningside. Unfortunately, as often is the case with capricious New England weather, both Saturday and Sunday were completely unflyable, with the result that the whole competition took place from 8

Annie Greku/a placed first in the intermediate category.

AM to 2:30 PM on Monday, at which time the fickle wind turned 180 ° and blew downhill for the rest of the day. The non-flying hours were spent in appropriate non-flying activities such as hackey-sac, football, soccer and hiking. This meet allows pilots of all levels to compete with their peers at their own skill level, and tasks are assigned and judged by observers who then rate the pilots' abilities. For the second out of the three years this meet has been held, the University of Lowell placed first as a team, exhibiting the highest average score. Individual standings were as follows: Class first Ne\v Beginner Mark Boden U. Lowell Ileginner Bob Carver U. Lowell

Novice

Second

Third

Dan Gennaine Kurt Carroll U. Lowell

U. Lm,,'ell

Julie Parkhurst John Gregory U. Lowell

Plymouth State

Mate Se\man U. Lowell

U. of Lowell Intercollegiate Hang Gliding Meet by Annie Grekula The Sixth Annual Intercollegiate Hang Gliding Meet was held at Morningside Flight Park in Claremont, NH on Oct. 8-10, 1983. As usual, many

lniermcdiate

Anne Grekula Pete Shanelaris Jamie Bumoide

Advanced

Pete Koisrenen

U. Lowell U. Lowell Alumni-Open John Szarek Morningside

Plymouth St.

M.I.T.

llill Carroll Lydon State

George DcPerrio

Jay Casneralc

Lewis Agnello

U. Mass. Med.

Bridgewa1er St

HANG GLIDING

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The faniliar VE-10 (including its predecessor models A, B, and D) is five year3 old nov, And over the years we have built about 9000 of then, ',,'e get node! A's in for repair (crash danage or n.any seasons of rough v~ar) and they go back out as quickly and cheaply as a new one, A typical repair bill for crash danage usually runs less then 30,00, With a background such as this, it P..akes a good investnent at l79,00 (still), You hardly ever see then on the used narketplace, Instead they are out at the flying site gliders all dented up and taped up, 11 \.'hy do you keep Lt?" "Because the thing still vorks like it did when I got it," Sane of our dealers: Sunrise Country Inc,, Tokyo, Japan 03-433-0063 Tunnis Been Chandelle SF, Daly City, CA 415-756-0650 George \."hitehill David Mandel, Port Elisabeth, South Africa 041-335-)64 Mission Soaring Center, Fc-emont, CA 408-656-6656 Pat Denaven Winje & Co, Lilleha!'\J'\er, Norway 47-62-55875 Leif Winje. \Hndsports, Van Nuys, CA 213-789-0836 Joe Greblo 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, Switzerland 071-23-39-62 \.ialter Rooslt Skysoaring Industries, Thirroul, Australia 61-42-671794 Steve Kennard Sky Sailors Supply, Applegate, OR 503-846-7385 Steve Bissett Hainair Sports Ltd, Lancashire, England 44-706-55131 Jim Hudson Hurdock Salo2s, Christchurch, Ne\.l Zealand 529-285 Kevin ~lurdock

L/ T[ K

4326 Fish Hatchery Road, Grants Pass, OR 97526

IMPROVE YOUR FLYING! Learn the secrets of the pros from hang gliding's most widely read author.

For the novice to advanced pilot, this book continues the learning that began with Flying Skills. • Learn about thermal soaring - A full 31 pages on thermal techniques will have you soaring like an ace. • Learn about speeds to fly - the key to efficient flying whether in competition or cross-country. • Learn about cross-country flying - How to fly further with safety. Also: Perfecting turns • Handling turbulence • Flying at altitude • Using ridge lift • Design concepts • Parachutes • Performance tuning • Cardinal speeds • Harness adjustment • Competition and much more! Don't miss these other great books! ' HANG GLIDING FL YING SKILLS - THE BASIC TEXT FOR LEARNING TO FLY USED BY MOST SCHOOLS WORLDWIDE. $6.95 + 70¢ POSTAGE. FLYING CONDITIONS - THE ROAD MAP TO THE SKY, DETAILING ALL ASPECTS OF SPORT FLYING WEATHER. $6.95 + 70¢ POSTAGE. POWERED ULTRALIGHT FLYING -THIS NEW BOOK IS THE MOST UP TO DATE AND COMPREHENSIVE ON ULTRALIGHTS. $11.95 + 90¢ POSTAGE. POWERED ULTRALIGHT TRAINING COURSE - THIS MANUAL CONTAINS ELEVEN LESSONS AND GROUNDSCHOOLS FOR THE BEGINNER. $9.95 + 70¢ POSTAGE.

SAVE 10 % - ORDER TWO OR MORE BOOKS! SAVE - ALL FIVE BOOKS FOR ONLY $35.95 PLUS 1.10 POSTAGE SEND CHECK OR CASH TO: DENNIS PAGEN, DEPT. H P.O. BOX 601, STATE COLLEGE, PA 16801 DEALER INQUIRIES INVITED

+ '

,,,. \,,,.,-

~ ' " :

FLIGHT DESIGNS, INC. P. 0. Box 631

Manchester, CT 06040 203/644-1581

are aware by now, pounding gliders and bodies on landing has become a major concern with the fast-flying blade wings. I landed on a slight down-hill slope in absolutely no wind; I may have even had a one or two mile per hour tailwind. I intentionally slowed down more than I would have in a double surface glider to test the flare response at low speeds. When I could wait no longer I gave the bar an aggressive shove, the nose came up and I walked out in two steps. My subjective impression was that the glider would be a little harder to land than a Raven but definitely much easier than either the Harrier or the Duck.

EXTRAS The glider comes with a package of spare parts (those most commonly lost such as safeties and velcro ties), a Wills Wing team cap and an excellent 60-page owner's manual. The manual covers spe-

cifications, technical information, setup procedure and pre-flight, flying technique and tuning. A service section covers maintenance procedures and includes a service record form. The manual is illustrated with complete exploded views and photographs. Unfortunately the photos did not reproduce too well making it often difficult to see enough detail to tell what was being illustrated. Interestingly, Wills Wing has included an owner survey form and a subscription to a manufacturer newsletter, which is a combination of hype and good information on flying and glider service. I was impressed by a dealer delivery check list which is clearly designed to be sure that the dealer test flies the glider and covers important details with the customer. At the time of this writing (early January, 1984) the Skyhawk is not certified.

I am quite aware that in today's hang glider market personal preference is as important a factor in choosing a new ship as anything. In these glider showcase articles we will try to present information about the design in as objective a manner as possible, with flight impressions to give a general idea as to what to expect. In the end, however, it is you who must decide what is right for you. I encourage pilots in the market for a new glider to test fly several different models, and to never buy solely on the basis of another's opinion.•

SKY HA WK Specifications Model Area Span Nose Angle Aspect Ratio Pilot Weight Price

168 166 ft'

188 188 ft'

30'2"

32"10"

115

115 5.7 145 to 195 lbs $1675

5.5 115 to 165 lbs $1675

HANG GLIDING

Rng

glider pilots by nature know their hang glider components inside and out. This is necessary for safety and performance. However, chances are they know little about the materials used on their glider other than the fact that they are Dacron and are firm or soft to the hand. The fact is that sailcloth is among the most complex and difficult fabrics to weave in any textile industry. Dacron of course is the most commonly used material in hang gliders. Dacron is DuPont's trade name for polyester. Polyester filaments are formed by extruding polyester through small round nozzles. These extruded filaments are combined to form an individual yarn in much the same way as the strands of rope are. The Dacron sailcloth is woven in two directions, the warp (length) of fabric roll, fill (width) direction of the cloth (see illustration). The bias (diagonal) direction has no thread line. There are three basic steps involved in design, each with its own complicated process. Yarn selection is the first step. Yarn selection is based on elasticity and denier (basically thickness of individual yarn). Denier and elasticity change when the number of filaments is increased or decreased. Twist of the yarn is another factor. How much twist is given to a yarn affects bulk, stretch and weight. Finally, it is possible to ply two yarns together of the same or different deniers. During this plying process additional turns of twist can be added. This process and their combination unlimits the possible yarn selection. Yarn selection must be done for both the warp and fill. The second step in sailcloth design is construction. Construction refers to the number of yarns in each square inch of the fabric. All the possibilities from yarn selection and construction must be considered both individually and in conjunction with one another and the results weighed as to their effect on stretch, tear strength, weight, porosity, fatigue and recovery. Finishing is the final step in sailcloth design. Finish does the most to determine the stretch properties and other characteristics of the completed product. There are many possible variables involved in finishing. These include chemical formulas, type of heat-setting, temperature, pressure, humidity, speed of heat setting and others. The variation 16

or omission of any one or more variables will yield a fabric of different properties. Designing a fabric from all the possible variations in yarn selection, weaving and finishing is definitely a process of building on past experience and having conducted thousands of tests. Possibilities and new approches are never exhausted. A good engineering department is certainly a must in sailcloth manufacturing. Sailcloth design is done on paper before any weaving is done. If a new design is processed and tests successfully, most likely there is a new fabric on the market. This material will then be run on a production basis. Sailcloth manufacturing begins with weaving. The yarn is selected and produced according to variables specified in design. The yarn is dispersed in sizing to prevent chafing and broken filaments that can occur during weaving. The warp yarns (thread count pre-determined in design) are then rolled onto large drums called warp beams. The fill yarns are then woven with warp yarns on sailcloth looms. Unlike looms used for other materials, sailcloth looms are very heavily built and specifically synchronized to produce an extra tight, dense fabric. They are also specialized; you would not use the same loom on a nineounce fabric as on a light weight nylon spinnaker cloth. Dominant in the sailcloth field is the plain weave. In this weave each yarn goes over one yarn, under the next, over one, under one, etc. Alternative warp yarns in a loom are raised up and the remaining warp yarns lowered. A shuttle containing the fill yarn is then passed through the warp yarns. The position of the warp yarns is now reversed, those yarns previously in up position are lowered and those yarns in the down position are raised. The shuttle is now sent back across. Fill yarns are now hit with a slasher which compacts the fill yarns into a tight weave. This process is continuously repeated. Woven fabric not yet finished is called greige fabric. Greige fabric is sent from the weaving mill to the finishing mill. They in turn inspect the fabric and then clean it in what is basically a huge continuous washing machine where sizing and loom dirt are removed. A melamine resin is then applied on a HANG GLIDING

Photo enlargement of a light weight melamine dacron. Note the individual filaments.

multioperation impregnation machine. This machine makes sure that the fabric absorbs the proper amount of resin and that the melamine is in contact with every fiber. But until the melamine is heat set at high temperatures it has no properties. Dacron yarns swell during heat setting, allowing resin molecules to penetrate the fibers. These molecules become aligned with the fiber and thus chemically bonded. Thus you have yarns impregnated with resin, chemically linked, with the molecules aligned so that the end product is just not dacron filaments coated with resins but a mass of fibers internally strengthened. The degree to which melamine resin has been impregnated determines the firm or medium firm "hand" or stiffness. Shrinking of the fabric is also important. Cloth is allowed to shrink a precise amount depending on weight and construction. This further tightens the weave to a point impossible to achieve mechanically on the looms. The resulting fabric is durable and has low stretch. After finishing the bulk of sailcloth manufacturing is complete. Now the final touches are added. The sailcloth is rolled off and trimmed with electrically heated knives which heat seal the edges. At this time the sailcloth is also marked with continuous lines just inside the two sailcloth edges, for use by the sailmaker in sewing the seams. At this point the FEBRUARY 1984

finished product is inspected and then packaged and labeled for shipment. Mylar sailcloth has steadily increased in popularity through the years in hang glider use. Mylar is DuPont's trade name for polyester film and is formed by extruding polyester from a flat nozzle and pulling the curing substance into a sheet. Molecules in the film are oriented randomly throughout, therefore giving mylar an excellent ability to resist stretch in any driection. Mylar by itself would make a very fragile sail because of its very high tear. Polyesters are designed and woven in an effort to reinforce the mylar and improve its strength, stretch and tear characteristics. These polyester designs are referred to as substrates and are laminated to the mylar film. Newer sub-

strates have been engineered to deliver greater strength in fill or warp directions. Due to today's sophisticated adhesive systems and laminating techniques, durability is very good on mylar sailcloth. Fabrics are routinely tested for tensile strength, tear strengt_h, recovery, fatigue, porosity and ultraviolet degradation. Tensile or stretch tests are done on the warp, fill, and bias directions on highly sophisticated, sensative electronic testing equipment. Hang glider manufacturers in turn choose their cloth on the basis of firmness indicated on graphs from the testing. Sailcloth Care It is agreed by hang glider manufacturers that the performance, durability and safety of the glider depend more on the cloth than any other structural material used in the glider. With this in mind, sail care is indeed very important. Diligent sail care and maintenance can add years to the performance of sails. Whether you fly competitively or for pleasure, proper storage and cleaning can mean a difference· in performance and speed as well as a few extra seasons with your sail. Over the course of the past few seasons sailcloth has become increasingly firm, as exemplified by such materials as Yarn Tempers and Mylar. From a performance standpoint it is important to keep the fabric wrinkle free, so rolling or folding is recommended. By far, rolling your sail is the surest way to maintain that performance edge. And always store your sail dry. Sailcloth may soften over a period of time and mildew when stored wet or damp. Also, when dyed dacron sail fabrics are stored wet, the color will bleed or transfer from the col-

F'll.L

90•

out by an absorbent dousing spills with handy; baby powder, corn turn the sail over brush off the powder. stain left after

dacron or polyc:ste:rs. film and therefore must be /\ word of caution: solvents have ri::inol'r<rns well-ventilated

leaving ing cleaned.

white (couHnuNt on

20)

HANG GLIDING

THE ANSWER MAN This month Hang Gliding introduces a new column, the Answer Man. Got a question concerning hang gliding technique, aerodynamics, glider design or whatever? If so, send it in and we'll farm it out to the most qualified person we can find. Send your questions to: Answer Man, USHGA, P.O. Box 66306, Los Angeles, CA 90066.

Dear Answer Man, While flying the other day a strange question popped into my mind that nobody seems to be able to answer. Perhaps test vehicle data may be able to help. When a glider is actually flying and enters a negative angle of attack, such as in a stalled aerobatic maneuver or in an exit from a ratty thermal, in the positive pitching moment similar to that experienced during vehicle testing? My thought was that in actual flight the situation could be very different. On a vehicle the thrust point or location of the forces is at the glider's center of gravity, right? So that acts as a pivoting point for the glider's aerodynamic reactions. In an actual flying situation that toad or force may not be there if the pilot unweights in his harness and isn't exerting much pull on the bar with his arms. So perhaps the glider would not react positively until the pilot actually loaded the glider by holding on or jailing into the keel. This leads me to the next point. If the pilot falls into the glider and ends up anywhere but at the CG, the glider should react differently. For example, if the pilots falls into the glider toward the rear, wouldn't it be like attaching the glider to the vehicle at that point? If you can help out it would be greatly appreciated, both by me and the people I've stirred up over this. Aaron Swepston Seattle, WA FEBRUARY 1984

by Mike Meier

The

issues you raise in your letter are very complex ones, and not all the answers you are looking for are well understood at the present time. I think I can clear up some of it for you, however. The first thing to understand is that the term "CG" is commonly misused and misunderstood. CG refers to center of gravity which should more appropriately be called center of mass, and which is a concept which is welldefined in science and engineering. It does not refer to the point at which a pilot hangs himself from a hang glider. The CG of an object is the point around which the mass of the object balances. The CG of a billiard ball, assuming an isotropic distribution of mass inside the ball (uniform material density) would be at the center of the ball. In some solid objects, such as a horseshoe for example, the CG would not lie inside the object at all, but at a point in space where the amount of mass in any direction from that point, times the average distance of the mass from the point, would all be equal. The significance of the concept of CG in physics or engineering is that if an object is set to rotating, it will tend to rotate around its CG. The situation of a flying hang glider is a very complex one. Since the pilot is usually about 700/o of the mass of the system, the location of the pilot's mass influences the location of the system's CG very strongly. At the same time, however, the pilot is connected to the glider by one or more flexible tethers, and in certain situations, such as when turbulence causes the pilot to go "weightless" and his harness straps to go slack, the glider may be "totally unaware" of the existence of the pilot. The CG of the glider/pilot combination in normal flight is located some-

where just above the pilot's body, perhaps one-third of the way toward the glider. When the pilot goes weightless, the CG which will determine the rotational center of the glider becomes the CG of the glider itself. This is not necessarily, and probably is not at all the point where the pilot hooks to the glider, but some other point in space probably a short distance below the keel. You are quite correct to say that the glider will not necessarily rotate around the pilot suspension point on the keel, and you are also correct to say that the degree of pilot attachment to the glider - whether his straps are weighted, whether he holds onto the bar, whether the bar is pulling against his grasp, etc. - will influence the subsequent motion of the glider. It is not correct to conclude necessarily that the glider will be more likely to tumble if the pilot becomes unweighted, or if the pilot fails to hold strongly to the control bar. As a matter of fact, there is much evidence to suggest that the ability of the pilot to go "weightless" in turbulence and thus effectively separate himself from the glider is a major factor contributing to the positive stability and/or ability to resist tumbling that modern hang gliders exhibit. As I said, the hows and whys of this question are extremely complicated; the number of different "initial conditions" possible is extremely high, and each situation would resolve itself somewhat differently. There are a few things I can tell you. One is that the current HOMA testing standards are not based on the assumption that the glider will tend to rotate in a tumble about the pilot suspension point. The pilot suspension point was chosen as a point to measure the pitching moment about as a matter of con-

THE ANSWER MAN I

venience. In most gliders, it is fairly close to the glider's inherent CG point. There is no magical aspect of the current HOMA pitching moment requirements that says that gliders that meet these requirements will never tumble. Following the adoption of the current requirements in 1979 there was an apparent total eradication of tumbling among gliders which were certified to that standard. Recently it seems that tumbling has resurfaced on occasion among some certified gliders. We don't know enough about these incidents to be able to draw specific inferences about the adequacy or lack thereof of the current standards. One thing to keep in mind is that most gliders certified in the first two years after the adoption of the 1979 standards had pitching moment coefficients at zero lift angle of attack of up to two or three times what was required, while most current designs, because of the universal use of defined airfoil battens, cut it much closer to the line. In addition, most of the older designs had a good deal more pitch damping than most current designs. The other question implicit in your letter is, ''What should the pilot do in the event that the glider begins to tumble?" As best we can guess at the present time, the pilot should try to maintain his grip on the bar, and should try, in general, to keep his weight as far forward on the glider as possible. It is a well-known aerodynamic fact that an aft CG makes an aircraft much more susceptible to tumbling, and a pilot who falls from the bar and lands against the rear keel at the full exten. sion of his harness straps is an excellent candidate for a tumble. On the other hand, a pilot who violently pulls in on the bar just as the glider is beginning to pitch down towards a tumble may provide just enough inertial rotation to carry the glider through into a tumble that it otherwise might have resisted. There is much theoretical and some practical evidence to suggest that the distance that a "fixed" or "attached'' pilot is below the glider may be very important as well, and that a pilot 20

who, for example, wrapped himself around the basetube would create a more unstable configuration than one who allowed himself to float gently towards the keel. Of course if the floating pilot later hits the keel, especially if he hits it at a point well aft, then that might be the most unstable configuration of all. As you may have guessed by now, I cannot summarize simply all the aspects of dynamic hang glider stability. If you want to know what I personally, as a pilot, do to minimize my chances of tumbling, I can tell you that, to wit: 1) Fly an HOMA-certified glider built by a manufacturer in whom you have the utmost faith. Remember that all certification is by manufacturer declaration, and that only one glider (and not the one you buy), ever gets certified. The airworthiness of your glider depends on the skill, integrity, and commitment to maintaining production tolerances of your manufac. turer. 2) Make sure you maintain your glider in proper tune, paying special attention to proper adjustment of your stability devices (bridles, washout tips) and the shape of your battens. Don't screw around with "experimental" tuning modifications to increase performance. 3) Don't court radical turbulence. 4) Don't do radical maneuvers, or, if you must, at least proceed gradually and with lots of caution. 5) If you find yourself going weight· less with the nose pitching down in turbulence, take a very firm grip on the bar and slowly pull yourself forward. If you have followed 1 thru 4 above, your glider will take care of the rest in the vast majority of cases. 6) In case you happen to become that rare statistic where your glider does tumble, make sure you have a high-quality, recently re-packed parachute, and that you know how to use it. I hope this has been of some help.•

(conllnued from pg. !8)

(SAILS)

cloth placed under the stain will absorb the unwanted soil that may transfer through. The cloth must be clean so no dirt is added and white to prevent another dye from complicating the problem. As for oil, grease, tar and wax: Remove as much of the soil as possible being careful not to spread the stain. Warm water, soap and elbow grease can be effective. On tougher stains, stain removers and dry cleaning fluids should do the trick. Be careful to remove all fluids as they can soften the resinated coatings on sailcloth. Rust and metallic stains: These stains quite often are the most frustrating and difficult to remove. First scrub with soap and water and let dry. Then apply acetone, M.E.K. (Methylethyl Ketone) or alcohol. As a last resort, you might try a diluted mixture of oxalic acid. Use 20 parts of water to 1 part of Oxalic acid. Allow the stain to soak in the mixture for 15 to 20 minutes. Hydrochloric acid, 2 parts to I 00 parts in warm water, will also work. Mildew: Hot soapy water with a little bleach will usually work. After scrubbing leave the solution on the fabric for a few minutes and rinse thoroughly. When using bleach a residual chlorine smell may be present after rinsing. A I% solution of sodium thiosulphate (which is photogapher's hypo) should remove all chlorine traces. Here again, rinse and dry well. Paint and varnish: Acetone and M.E.K. should remove most common paint stains. Varnish can be easily removed by alcohol. Adhesive backings: Traces of adhesive left behind after removal of adhesive insignias cest be cleaned with alcohol. Soak the sail in alcohol for a few minutes and then rub with alcohol. The soaking softens the sticky adhesive and makes the removal much easier. As far as mylars are concerned avoid solvents, as they can damage the fabric over a period of time. Soap and diluted bleaches should take care of most stains.•

HANG GLIDING

MEDJCINA AVIBUS

How To Stay Healthy Though Hang Gliding by Fred Leonard, M.D.

ast month we looked at why much of the information on nutrition is at best suspect, and at worst just junk food for thought. This month, we'll look at some of the problems scientists have in evaluating diet and nutrition, and what conclusions they have drawn from all the years of study and research. Bat Wing And The Common Cold Let's suppose you're browsing through the local health food store looking for something to keep the colds out of your life. The salesperson, in an effort to be helpful, suggests a new product that comes highly recommended - dessicated bat wing (made, he informs you, from bats organically raised, not given any anabolic bat steroids, or fed on any artificial insects). When you ask how he knows it works, he replies that it is a substance that is mentioned in many of the ancient books on healing, and that since using it himself, not only does he get fewer colds than ever before, but he even thinks he's noticed some new hair growth in his bald spot. Well, as you think about it, you do sort of remember reading about wing of bat once in a book that was assigned by your old English teacher, and besides, your neighbor was talking about this stuff just the other day. So since you know your neighbor's advice is above reproach (except of course for that one time he gave you some tuning tips that made your diver so divergent that it tucked while still in the cover bag) you buy it, take it faithfully, and sure enough for the next six months you never get another cold. So why isn't everyone taking dessicated bat wing? After all, it worked for the salesperson, your neighbor, and you. Shouldn't that be proof enough

for anyone that it really works? Well, it may sound good, but a few testimonials are hardly proof. First of all, it's quite possible that over the next six months neither you, the salesperson, nor your neighbor would have gotten a cold whether you took bat wing or not. Second, if you really believed that bat wing would protect you from colds, as opposed to believing that your next cold was just a crowded elevator or rainy night away, then you truly would have been less likely to get a cold. Why? Because of something known as the placebo effect. Though placebo is defined as an inert substance, and chemically it is, it is anything but ineffective. The effect of believing that something will do you good (such as a placebo) or harm (such as in voodoo) can be extremely powerful. For example, for people with serious illness, those who believe they will get well often do much better than those who give up. Further, when scientists test a medication, they often randomly give it or a placebo (looking and tasting exactly the same) to two groups of people. It turns out that the placebo group, believing that they could be taking a potent medication, always report a significant number of good and bad effects from its use, despite the fact that what they took

was chemically inert. What does this mean? Well it probably means that our state of mind has a much greater influence on our general health than most of us realize or than can be easily explained. So if scientists really wanted to test if dessicated bat wing prevented colds they would have to compare it to placebo. They would have to take two very large randomly selected groups of people, give bat wing to one and placebo to the other, and see if the bat wing's effects were statistically any better than those produced by placebo. Further, neither the people administering the medications, those taking them, nor those evaluating its effects could be allowed to know who took what, because if they did, their biases might influence their actions, reactions, or evaluations. Sounds like a Jot of work doesn't it? It is, even for the simple example we used. Imagine how much harder it would be to evaluate more complex dietary changes whose effects might not become apparent for years or even decades. Yet this is just what scientists have done and are continually trying to do. It's obviously a lot quicker and easier to collect a few testimonials to your proposed new cure or therapy, package and sell it, or write about it in your latest book. It's a lot easier, it's done all the time, it makes a lot of money, but it may have tragic results when peoples' lives and health are at stake. Bat Wing, Vitamin C, And The Common Cold Now before I go on, I know there must be at least a few of you who are saying, "OK, enough about this bat wing stuff, what about all we've heard

HANG GLIDING

MEDICINA AVIBUS about vitamin C and the cold?" Well, since lots of claims have been made about vitamin C and colds, it turns out researchers have done with it just what we proposed doing with bat wing. In a number of different trials they compared its effects with placebo in fighting colds. What they found was that vitamin C, when taken in large doses, may reduce the severity of the cold symptoms, but it does not seem to prevent or reduce the duration of colds. Colds, apparently, are here to stay for at least awhile longer. Bat Wing And Other Essential Dietary Constituents The normal human diet is made up of proteins, carbohydrates, fats, vitamins, minerals, and water. Some would also add fiber (complex carbohydrates which are not digested or absorbed by the intestine) and alcohol to this list, though the latter is hardly a nutritionally necessary part of anyone's diet. The first three substances (and alcohol) supply us with energy (calories) as well as some of the molecules our bodies use as the building blocks of daily metabolism. Water and minerals supply no energy but are also necessary to body structure and function. Vitamins too have no energy value, but are substances which the body requires to run some of its chemical reactions. The bottom line of adequate nutrition, then, is that we all need certain minimum amounts of these substances to stay healthy, and the amounts vary with age, sex, and to some extent lifestyle and activity. These amounts have been carefully evaluated in both animal and human studies, and are reflected in the Recommended Dietary Allowances (RDA) you often see printed on the sides of cereal boxes and vitamin bottles (bat wing is not presently included in the RDA list). The RDA's are not the minimum needed, but instead are the minimum plus a fudge factor for a margin of safety. If your diet falls significantly below the RDA's in proteins (and the

FEBRUARY 1984

type of protein can be as important as the amount of protein) or calories, you will suffer from one of the starvation types of malnutrition which are extremely uncommon in this country but unfortunately common in some of the underdeveloped areas of the world. If you don't get enough vitamins or minerals, you can develop any of a number of deficiency diseases (such as scurvy or rickets) which are also uncommon in developed countries except in alcoholics or certain individuals with conditions that don't allow them to absorb or utilize these compounds normally. Finally, if you don't drink enough water, you will rapidly succumb to dehydration, as should be obvious to any fan of old John Wayne desert movies. So why not just eat lots of everything and not worry? Well the result of eating too much protein, carbohydrate, and fat (too many calories) is obvious. The body stores the excess in the form of fat, and fatness is the single greatest nutritional problem in this country. What happens if we eat (or drink) too much vitamins, minerals, and water? Up to a point, the body just excretes the excess. However, when our ability to get rid of the excess is exceeded, then these compounds can build up in the tissues and become toxic. Hard as it may be to believe, it is even possible to drink too much water. This sometimes happens in persons with mental illness who may not heed their body's natural mechanisms of thirst and satiety. Such an excessive intake commonly results in further mental derangements and eventually convulsions. However, though our body normally tells us when we've had enough to eat or drink, it has no such mechanism to tell us when to stop taking vitamins or minerals. Still, since our ability to get rid of the excess is significant, in anything even remotely resembling a normal diet this is not a problem. Illness and even death have occurred, however, when people have followed some of the more extreme megadose

regimens that are occasionally proposed. Most of the megadose regimens of vitamins and minerals, though, result in little more than minor wallet deficiency syndromes from the money spent on unneeded dietary supplements. The Recommendations - Sort Of As a result of all the years of research, then, what do most nutrition scientists recommend about diet? Well, unfortunately, what they recommend is pretty boring stuff. The recommendations are unlikely to make the pages of the National Enquirer, sell a lot of books, or make any money for the health food industry. The recommendations are simply to eat a varied and well balanced diet, and not to overeat. That's it. But how do we select that well balanced diet, and what about specific problems such as food additives, sugar, junk foods, fast foods, organic foods, salt, cholesterol, fiber, vitamin pills, food allergy and intolerance, and America's number one nutritional challenge - weight loss? Well next month we'll try and address those specific issues in what will be the absolute last (as the great nutrition god is my witness or may I be forced to eat nothing but wheat germ and alfalfa sprouts for the rest of my life) column I write on nutrition ... in this particular magazine ... in this particular series. •

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

Send For FREE Brochure ~......_~~~~~~~~~~_., 23

conducted by photos courtesy

Fair

b is the owner, President, head test pilot, and all-around man in of Inc., the Santa Barbara-based manufacturer of high performance hang gliders. Over the years Bob has earned a reputation among his peers as a of great vision and perserverance. His highly successful designs, particularly the Sensor 210 and the Sensor 5 JO, have been maarguably seminal steps in the development of modern, high performance He is an accomplished and in the world of hang He's also a friendly and inguy. HG: The first thing I'd like to ask you about is your ethnic background. Trampenau sounds like a French surname. Is it'? BT: Yes it is, but my grandfather actually immigrated from Germany, not France. HG: Where did you grow up? BT: in New York state. I went to high school in Elmira, New York. The school I attended wasn't too far from the famous sailplane site in Elmira. HG: Is that what got you interested in aviation in and gliding in par-· ticular? BT: I've been hooked on flying ever since I built and flew model sailplanes as a child. Also, my dad was a military pilot instructor and an avid sailplane pilot. He and I spent a lot of time at the Elmira sailplane port. It was with him that I first experienced the thrill of building and flying a soaring aircraft. HG: What elst~ were you into as a high school kid? B'J': Well, I read everything I could get my hands on about and flying. I also had other more normal interests like cross country track, pole vaulting, jumping, and downhill skiing which I still do when I can find the time. HG: So you were into high, gofar, and going fast even BHG (before hang gliding)? HT: I guess so. HG: How about I studied for two years and also earned a bachelor's in at NYSU, Brockport.

worked as a "communications consultant" at a correctional center. I wasn't satisfied with the work because I couldn't see any direct results from what I was doing. So I began to research, study, draw, and design sailplanes and foam fiberglass structures. HG: Your dissatisfaction with social work, then, led you back to your previous love affiar with soaring! B'J': Right. I was working on my first design, the Petrel, while still working at the correctional center in 1973. It was a foam, fiberglass foot launched ultralight sailplane. I was half way through building the fiberglass shells when I found a friend who owned a Manta polysail Roga11o. He invited me to go flying with him and his friends. I was so just watching them that I had to try it myself. I flew the Rogallo and immediately decided that hang glider design was the way I should go for the next five to ten years. feeling was that ultralight foot launched sailplanes wouldn't emerge until hang gliders matured and were of good soaring performance. I went rigid wing first, designing the Sunsccd which featured a rigid, swept back flying wing with angled down (diffuser) wing tips. The Sunsced's performance was good but the portability, simplicity, and reliability was still not there. So J decided to invest my talents in improving the Rogallo structure. I also decided that California was the place to be for a person who had just committed himself to designing hang

The Sunseed diffusor-tip

I tried a social worker after FEBRUARY 1984

gliders, so in 1976 I followed my dreams to The Bay area and then Santa Barbara where l designed the first Sensor 2JO in the early part of that year. HG: So the 210 was your first Rogallo derivative design? BT: It was my first "successful" Rogallo design. I refined that design and produced the Sensor 210 through 1980. HG: What did your Mom and Dad think of their boy running off to California professing the intent to design and produce hang gliders for the next "five to ten" years? BT: They were somewhat dubious at first but ever since the certification of the 210 in '79 they have been proud of me and my chosen profession. HG: When people think of Sensors, Seedwings, and Bob Trampenau one of the first things they think of is the curved, tight wingtips. What led you to pioneer the "Trampenau tip" and what are its advantages? BT: As a young model builder, I liked to build elliptical wings because they had the most efficient wing shape. When I began designing hang gliders I wanted to achieve a wing tip that made the tip lighter, lower drag, and more flexible as well as capable of contributing to trailing sail tension. My fiberglass, curved tips simply gave me what I wanted. The advantage it offers is actually slight but l kept it on all my gliders because I felt that the better and closer gliders performed, the more my slight advantage in the tip area would mean. HG: So the first Sensor, like all other

designed, built and flown in 1975.

career as a got my 27

Sensors, had curved tips. Was it also a fixed airfoil? HT: It was. The 210 had cambered 3/8-inch diameter aluminum tubing for ribs, along with a 300/o double surface. The span was ten meters and the glider's sail was mounted tight in order to transmit the airfoil shape throughout the span. Modifications of the basic airfoil that I developed from '76 to '79 is now in use on UP, WW, and Moyes gliders. HG: Didn't you experiment early on with enclosed crossbar Sensors? RT: Yes. The first was in the summer of '76. It was a 210 with 700/o double surface and an enclosed crossbar. It didn't work out. I build another in '78 using the Sensor 411 planform. HG: I've never heard of the 41 l. Tell us about that. HT: Like the 210, the 411 was originally developed as an exposed crossbar glider. It had an aspect ratio of 8.0 and five half.ribs per side. It was the cleanest defined airfoil I had built. I made a mistake in not producing and certifying that model. Instead l went on and built an enclosed crosstube verison of the 411 in 1978. It never worked out so I continued to refine the exposed crosstubc 210 and certified it in '79. HG: As I recall the 210 E scored a rather convincing victory in the 1980 Southern California manufacturers league meet and sent everyone scrambling to produce higher performing hang gliders. That coupled with the recent successes of the 510 series has earned you the reputation of being a leader in terms of designing for performance. Could you give us some comment on what you consider your main contributions in this regard. BT: I was one of the first American manufacturers to achieve advanced airfoil shape in sails. I also worked early on with double surface sails and lower twist for lower drag. I've always built high aspect ratio, efficient wing planforms. The Sensor designs through the late seventies embodied virtually everything hang gliders arc made of today. The cur· rent Sensor 510 is almost everything J wanted from a hang glider ten years ago. I hope to maintain this kind of leadership in my future light sailplane designs. HG: Let's stick with hang gliders and talk about a more current design trick you're working with these days. I'm speaking of variable geometry, par·

ABOVE: Howard Trampenau and son Boh in Elmira, New York-·1962. IBFT: Bob and his father get ready to soar a Grob 103 Twin ll-1983.

ticularly the variable billow system you've used on your 5 IO's during the past competition season. HT: My variable billow system is a system that allows the pilot to make int1ight changes in the tension that the crosstube applies to the sail. Basically it is a pulley system mounted on the base· tube which runs up a downtube and to the crosst u be. What led me to try it was the theo· retieal knowledge that when you have a high aspect wing you arc only able to achieve its theoretical maximum performance (in terms of minimum sink) at very low levels of twist; let's say an optimum low twist level. The problem with flying gliders at the optimum low twist

level is that the handling, or controllability, compromise is severe. On the competition circuit we call such gliders "lock out" gliders because they tend to "lock" into a turn. Conscqucnt-ly they are basically unsafe for launching, landing, flying near the ground, or flying in traffic. The purpose of my variable billow system is to allow the pilot to launch, land and scratch in a loose (allows more twist) setting then change to the tight (optimum low twist) setting when he's in a position to safely utilize the greater performance it allows. HG: Do you plan to certify and market the variable billow system? HT: Yes, we do. We arc now in the final stages of production specifying the enHANG GLIDING

tire system in all three sizes of the 510. The system has gone through a number of hardware and geometry changes in order to get the twist on the loose setting, the twist on the tight setting, the crossbar loading, and the dihedral all worked out just right. HG: Is the variable billow Sensor a Class I or Class II ship? BT: Last year it was considered Class II. The USHOA, at the last board of directors meeting, modified the definitions of Class I and Class II in order to accommodate clearly defined kinds of variable geometry systems on Class I gliders. So now it's a Class I ship. HG: Tell us a little about your participation in the HOMA. BT: I first became a member in '78, though I was aware of it in '77 and attended many of its meetings. I didn't join until '78 because that was the first year I thought I would be certifying a glider. I think the most important thing I've contributed is my common sense and knowledge about aerodynamics and airframe structures. I'd been interested in both from the very beginning of my involvement in hang gliding and I felt that there were a lot of manufacturers around the world who had an awful lot to learn about stability and structures. I felt that if I could just do my part by building and HOMA certifying a good airworthy hang glider I could, by example, make my points about airworthiness and structural strength. I also think I've contributed to modern standards by letting my views be known at the yearly meetings we have, to consider modifications of HOMA regulations. HG: Thorough testing is really what it's all about isn't it? BT: It certainly is. I've only been scared to death once in a hang glider and that was in 1977, off the Peak in Santa Barbara, on a prototype glider that I had only flown off a very small hill. I hadn't pitch tested it before taking off in big air and was surprised to feel my hang loops go neutral a couple of times. I got the feeling that the bar pressure may not have been there. I realized then that there was nothing in the world that could convince me I had a pitch stable glider until I had it on a vehicle and had a pitch graph plotted. I decided then and there that every glider I designed or prototyped would go to the pitch vehicle FEBRUARY 1984

before any human being was allowed to fly it more than 10 feet off the ground. That decision is one of the reasons I'm still alive today. HG: Let's shift to another area. The hang gliding industry in this country seems to be on a downswing. Evidence for this is the 30% reduction in new USHOA members over the past year. What are your speculations as to what is happening and what can be done to reverse this trend? BT: I think the hang gliding population, like the sailplane population is fixed in its growth rate. Both have a natural limitation on their participation levels. Hang gliding has fluctuated in the past and we are seeing a fluctuation right now. I think we can get it back up some by developing trainer gliders that are easier to fly and ground handle. I also think that the new towing systems, such as the Skyting bridle system, offer a potential shot in the arm, particularly in flat areas like the mid west. I thinking both ground towing and air towing behind ultralights will allow for a small increase in hang gliding in the midwest. Other opinions I have are that we need some definite breakthroughs in the areas of marketing and hang glider design. I basically feel that we need to recognize and show the splitting apart of the two ways of hang glding. We need to develop suitable, low performance, easy to fly entry level gliders so that we can attract new people into the sport and we need to continue pushing the high performance end of things. I truly feel we can go far-

ther in terms of performance and if we can we'll re-open the fixed market in hang gliding, the pilots who have been around for 5-10 years. Those guys are just waiting for a breakthrough in foot launched, high performance soaring craft with reasonable price and set-up that doesn't take more than a half hour. We have to market and show this split in our magazines and publications so that everyone will know that there is a future in hang gliding for those who want and are capable of handling a 15 to 1 super ship and for those who want to be assured of a safe and easy, hassle free beginning. We also need to show that it is just as OK to remain an "entry level" pilot for years and years without feeling the need to leave the 100-foot training hill and the fun it offers, as it is to feel compelled to go out and break Larry Tudor's record by flying 300 miles in a 15 to I glider. HG: I can't help but think that Seedwings will deal pretty much exclusively in the high performance end of things. BT: That is true. But I don't ever forget about the efforts and the drive of some manufacturers, instructors, and the USHOA to foster and build and teach the students because that's where my market has come from. HG: I've heard that Seedwings has grown over 50% a year. What do you see as your business goals at this point? What does the future hold for Bob Trampenau? BT: Well, I've been in my small shop for five years now and I thought when I first moved in here that I should try to get out

and

production. quality assurance, in formation with employees and the production staff and have delegated more responsibility to qualified individuals. Before 1980 I was the guy who built the first 150 Sensors and 1 barely had time to answer the phone. But I was finally able to afford jigs for the tubing and ribs, although the was on a jig as early as 1978; I was still the guy bending the ribs and drilling the tubes and manning final assembly up until and through 1980. But it wasn't until the 510 first came out that I decided to get out and get plans and everything manuals into the hands of every employee. Now that that has happened, I feel we're building better than ever before. HG: It sounds like you are looking for a bright future. HT: I think the hang gliding industry is to do just fine. I think the manufacturers, dealers and instructors are just going to have to see a bright spot in the near future for 1984. They are going to have to see the "right stuff" to do. l think it's new designs, it's up our market, really attracting some media back into the arena, and con·· tests that don't favor so much L/D, esr,eciall!y on the local level as compared to the international level. HG: Are you having media We have

Stu Smith and Bob vehicle test the variable geometry Sensor 510.

within a of years. But even at that time after a couple of years there was space in that shop to in more material and to have more benches and make more work space available. And even though the sail loft and my shop combined are with 4,000 sq. ft., it has really served its purpose well up until now. I am already plans and I feel the time will be this winter to move into a more business-·like where I can have a better build:ing with more space under one roof to produce a greater volume in 1984. 1 expect to produce nearly 300 gliders in 1984; l 983 came close to 200. For the past two years I have realized that my ad 1,an1taiie in business has been to utilize my shop space for all it's worth. Suzie W(:[g,mcl and Gary Valle from Sunbird Gliders have said to stay in a to the where you are seams before you decide to move, because a move could kill you, as in the case of Seagull Aircraft. You really have to make sure you have founda .. tion in the design area and the manuoo facturing-replication area, and you have to have some definite future goals. This is all critical before you can incur greater overhead costs. T feel that after this year I have achieved that success in the industry. HG: Well, growth has with it a penalty It can demand more of your time as an administrator and take you 30

away from the of design and refinement the kind of things pure dethrive on. Do you have any apprehension about this? this year has been the best; BT: I've been able to get away from the shop more and go to more contests than ever before. With the increased volume and increased problems of business there are solutions. My solutions have been to keep better records in my

Bob Trampenau flying a Sensor 510 in 1981.

HANG GLIDING

exposure competitions geared for the less experienced pilots? BT: Yes. The Hammond Cup in Santa Barbara is perfect for that, or the Free Spirit Contest in Elmira, New York with its perfect trainer hill. I've never seen more hang gliders in my life set up at one hill for sled runs than I saw in Elmira. The excitement was as great as any contest I've been to in California. HG: That is encouraging. BT: I think it is those contests that get the communities involved and get the public interested in learning how to fly hang gliders. HG: Along those lines do you believe that the new Nationals system of a sporting class and a world class has validity? I know there were some problems in its execution this year, perhaps a looking down on the sporting class pilots by the

"There is a future in hang gliding for those who want and are capable of handling a 15 to 1 supership. We also need to show that it is just as OK to remain an 'entry level' pilot for years." world class pilots. Do you think that the split has some potential? BT: I think it has potential. But maybe we could split the whole contest apart, like having one preceed the other, similar to the Owens Valley Open and the Cross Country Classic. HG: Running them simultaneously seems to be the problem? BT: Yes, it is discouraging to some to have to compete with the factory pilots and they would sometimes like to see a contest which favors the amateur. Now ask me about towing and competition!! HG: What about towing and competition? BT: I feel that towing is so exciting that we're going to see the Mojave Desert just open up for Southern California and for hang gliding competition in 1984, as well as for general weekend soaring. We will go out to El Mirage or FEBRUARY 1984

California City and tow up behind a new two-place Quicksilver with a big motor and a big span that will fly a Ii ttle slower. I feel that will make a perfect tow plane. HG: I've heard rumblings of this but apparently you are predicting that in 1984 there will be some sailplane-like contests that will utilize tow planes for hang gliders. BT: I am hoping that manufacturers will utilize the Southern California League Meet as the forerunner of that trend. It appears that Trip Mellinger and Ross Briglet at El Mirage dry lake will have a trial run in the near future. This would be to test out the feasibility of running a hang glider contest just like a sailplane contest, with an open start gate after you release from tow at a specified altitude triangulated from two different points on the ground, and a starting time that is specified by a giant clock on the ground. It will be an open window of an hour and a half and if the pilot burns out he can take another tow and try again. HG: Is that the idea for the So Cal League meet? BT: Yes, because the manufacturers meet has always been to experiment with the new ways to pull off hang gliding contests, market hang gliders and improve new designs. I think we owe it to the rest of the industry to do something with it - at least to try it. I am surprised at why the Nationals hasn't been held at Gunter. Why don't we have the Nationals in the Owens Valley in August right after the Classic? Or, if the Mojave Desert towing thing looks really good, why don't we have the Nationals in the Mojave desert, or even Kansas for that matter, where cloud streets are at 12,000'? Before Karl Striedeck ran 1,000 miles along the Allegheny Mountains the world record for an out and return was made from Odessa, Texas to Lincoln, Nebraska. HG: So you're saying that there is a world of possibilities and it is just a matter of capitalizing on them. BT: Yes it is, and it is up to the manufacturers to get motivated to do the proper thing. HG: Well, I certainly thank you for you time. This has been a very informative and entertaining interview. BT: This has been very exciting for me also. HG: Say goodnight, Bob. BT: Goodnight Bob.•

"You are perfectly safe ... as the glider is suspended from a long overhead cable. We like that. (It is) the only operation of its kind tt o.takle M ~ . June 1983 "(The Crystal Hang Glider Simulator) is a device which approximates the sensation of flying while keeping the danger extraordinarily slight for the novice. The Joy was immediate. It was unforgettable." Atlaata JOlll'Ual, July 1983 "(Crystal) has a unique simulator that lets you learn while suspended safely from a cable, and it's been used by students ranging in age from 5 to 81.tt Orlando SeJfdnal. July 1983 "Students (are) 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.tt lbmg Glklblg Magedne, August 1983 ''Tethered safely to the overhead cable, the Crystal Hang Glider Simulator offers an opportunity for experienced pilots to practice actual in-air deployments." Glider Rider Megedne, June 1988 ". . . the Crystal Air Sports simulator in Tennessee, has helped in learning to use emergency parachutes." (BrltMk)Wlag.lMegadue.Mayl988 "Crystal Air Sports Real Air Deployment

Seminars (are) conducted on a hang glider, which is suspended from a long overhead cable . .. to teach hang glider and ultralight pilots the real-time requirements of getting a parachute out and open in an emergency." IJltrallght Atr.ralt Hagert-, July 1983

Send 83 for our info-pale on the World's Only Crystal Hang Glider Simulator. Write Rt. 4, Cummings Hwy" Chattanooga, TN 37409, or phone 615/825-1995, seven days a week.

'Ihe Sdnndattng Simulator - fNtm. ~ . , . Prole881onal8 slnoi:11974

Wayne Ashby doing final installation and testing.

the of owner of Mission

the

talking topics. Pat asked me if it would be to make a weather station for the Ed Levin Park site in so that we would be able to better know when the conditions are for flying and therefore fewer up the mountain on when tht: wind weren't in our favor. After thinking about it a little bit, I decided if I were to and build one, that I might as well go all out and make it pilot would like to have in a remote weather station. This would include a full report, in a computervoice, of the current condi· tions and temperature as well as history of what the wind has been for the last fifteen minute months of the weather station has now become a 32

The weather station and the synthesized is "Z-80" microprocessor controlled and makes usc of the ' Talker" speech processor integrated circuit manufactured National Semiconductor. A $50 Radio Shack "TAD JOO" machine (announce only) was modified to interface with the computer. The weather station is eonneeted to a line and is capable of answering an call, reporting the current wind condition and temperature as well as the extreme and average conditions that have occurred over a previous 15-minute period. After the report finishes, the phone line will be automatically hung up. The weather station and a phone, which share the same line, look like CX·· tension phones to each other which means the phone can still be used for The weather station is located inside a steel lock box approxi100 feet south of the Hearst Cablevision microwave relay building and is just south of Monument Peak overEd Levin Park in Milpitas, Cal-

ifomia. The altitude where the weather station is located is 2,250 feet MSL The synthesized speech sounds a little strange to the ear the first time, however, after listening to it once or twice there's no trouble understanding what's said. The something like the following "Hello, the current wind condition is: (west-south--west) at (fifteen) miles per hour, and the temperature is eight) Over the last fifteen minutes, the wind was between (.muth-west) and (west) from (twelve) to (eighteen) miles per hour, and the average wind condition was (west) at (.~ixteen) miles per hour. Thanks for calling, After it says ', it will automatically hang up the phone so that the phone line won't be tied-up by any one caller for more than 30 seconds or so at a time. The dialogue is divided into three basic parts: (l) the current wind condition and temperature, (2) the minimum and maximum wind as well as the extreme countcr--clockwise deviation HANG GLIDING

from the average wind direction over the previous fifteen minute period, and (3) the average wind speed and direction over the previous fifteen minute period. If there is any trouble remembering all of the information being quickly tossed around, you can simply remember just the last part. It summarizes what the wind has been doing on the average, during the last fifteen minutes. Every seventeen seconds, new samples are taken and are constantly filling and refreshing the memory tables which hold a fifteen minute history of the wind conditions (actually it's closer to 18.13 minutes for those who really want to know. For dialogue simplicity, l chose to have it simply say "fifteen" minutes). Also, in reality, what is referred to as the "average" wind_ direction is actually the "dominant" wind direction. That is to say, it is the direction which has been sampled the most number of times. The drawing included with this article shows the direction and orientation of the various takeoff and landing areas within a few miles of the weather station. With the risk of accidentally leaving someone out or not mentioning a part they contributed due to my feeble memory or lack of knowledge, here are the people who contributed to the weather station project in some way or another. Dai Middleton: contribution of

the anemometer and wind direction mechanism. Ran D. St. Clair: internal modification of the anemometer with the main control board; helped with the phone line and lock box installation. Jeff Stransky: took care of the digging of the 200' ditch for the phone line. Jim Leech: helped the ditch-digging effort; handled the phone line and phone installation; helped with the final installation. Mark Andresen: obtained permission to use the a.c. power from the Hearst Cablevision building. Eric Andresen: obtaining the power supply, packaging it and testing it for use. John Thomas: contribution of some of the specialized electronic components. A special thanks to John for the custom speech vocabulary he was able to have done for us for no charge (normally it would cost $7,000). Jerry O'Docharty: donation of the heavy duty cable used for the low voltage power supply lines from the power supply in the block house to the weather station at the lock box. Greg FEBRUARY 1984

Shaw: customizing and installing of the steel lock box; artistic contribution of the map included with this article. Roger Thompson: helped with the ditch for the low voltage power cable. Pat Denevan: for motivating me to do a weather station for Ed Levin park. All Wings Of Rogallo club members: for the monetary and moral support. Wayne Ashby: Design and building of the main weather station controlling electronics, speech synthesis, electronic temperature sens-

Main control board and phone answering device.

ing, and answering device interface; project coordination. Thanks to all of the donations, the total cash spent on the project was only about $275. The money was spent for the power supply, phone installation, ditch digging, phone answering device and protective box for the controller board. The project was a lot of work but l feel it will be well worth it to be able to better pick the good flying days and weed out the bad. I spent about 300 hours on the project myself and I know others put many hours into it as well. Without everyone pulling together and helping, the project would not have been a success. Thanks to all who helped! ! The phone number for the weather station is: (408) 946-9516. If you have any suggestions or questions, please give me a call at home: (408) 257-3504, or write to: Wayne Ashby, 1051 Maraschino Dr., San Jose, CA 95129. Happy Flying!!• 33

Classic was attended pilots, Telluride Air Force members, fourteen pilot/staff, and nearly IOO local volunteers. convoy of trucks this ever field of par·· to the l MST, Gold Hill launch. Pilots then launched into a flying program unmatched m1Hmn"r" in the world. were filled with most memorable notations as

the Rocky Mountain autumn served up three two excellent one gray soarable day, and one rainy rest Twenty-eight were provided by the TAF, all were drained, and the pilots and friends finished off an estimated thirty more around town. The night life, the weather, the flying, the the people produced such fun and togetherness, you simply had to be there ... Telluride, Colorado, a box canyon HANG GLIDING

Gold Hill takeoff.

(8,745'MSL) in the Swiss-like San Juan range of southwestern Colorado, is a restored mining town of one thousand people striving for validity as a world class ski resort but turning heads as one of the premier flying sites in the world. The flying season is short - June to October ~- but exquisite. The Manufacturers' Invitational Meet was held here in '77, '78 and '79, and the unofficial world altitude mark (20,450' MSL) and state duration record (8 hrs. 20 min.) are held here. Soon the XC marks will be held here also. You can't fly here just once. Many pilots have been returning five, six, seven and eight years in a row. Sunday, September l i was staff orientation day. The flying site was closed for meetings and a day of staff flying before the start of a long and arduous (but thoroughly enjoyable) seven-day program. Flying conditions were outstanding, however, so we opened the doors to about forty pilots. We were a little disorganized at the outset, but a good number of our visiting staff are returnees and veteran participants and they helped so much that we had no real problems. A record opening day on Monday produced 77 registrants and ninety flights! Don't let these numbers scare you off. Gold Hill can handle 300 gliders and Telluride's air will lift and disperse many more. Golden Sky Sail's Al Godman, Bill Sloatman and I gave a ground school FEBRUARY 1984

and flying orientation to the 190 students in the Telluride public school. These young people paint hang gliding murals on their corridor walls and have a hang glider on their official school T-shirt. Interested in flying? You bet they are! We enjoyed it very much, however radio transmission informed us that pilots were nearing twenty thousand feet, flying ten miles in every direction; we knew we were in the wrong place. Pilots were flying the Tellurider I, II and Ill (25, 27, 30 miles) loops with ease. Tuesday was another perfect day. The forty-minute drive to Gold Hill is an ex-

cursion through red and green and golden trees which outline the flying ridge. Observers soon become aware that we are blessed with a classic flying ridge, easily four miles long, which faces the prevailing wind, the solar inclination and lies on the very edge of the denselypeaked Rockies. Situated above treeline, Gold Hill welcomes the rainbow of gliders with its large expanse. Cloudbase had come down a bit to 18,300'. Flirting with a cloud l made it to 18,800' while Larry Tudor and Jeff Huey went exploring for Tellurider IV. Gliders filled the sky yet everyone landed in the townpark landing area in anticipation of the official welcoming ceremonies that night. Rayna and Stephanie began the program with an authentic Polynesian dance routine. Rayna has danced for the T AF for three years but younger Steph was doing her first solo. The twohundred plus audience in the T AF clubhouse loved it. They closed with a hot jazz routine that left people wide-eyed and breathing hard. Dave Kilbourne showed great courage when in 1970 he was the first person to foot launch a hang glider and he showed as much on this evening when he followed the dance team to center stage and faced the raucous crowd. His anecdotes of the early days and fly-by-night adventures, however, had everybody attentive. I like to quote Dave after his first flight in Telluride '82, he simply said "awe-

An aerial view of the valley.

some" many times and vowed that he and Donnita would return every year. Featured speaker Leroy Grannis had two rough acts to follow but this veteran made it look easy. His slide show of "ten years of hang gliding in Telluride" chronicled our evolution. A tremendous show! And get this: Leroy promised to do it again next year but enlarge it to a history of the entire sport. After three perfect days it had to happen. It rained on our party. We took the day off and kicked around town; there is no better place not to fly. The evening's aerobatic seminar, presented by Rob Kells, was a primer for the Third Annual Aerobatic Championships. It was a show of excitement and fury rolled into one. Thursday was another beautiful day. Colorado in September - very cool nights and lifting days - the cycles just keep repeating. Gliders were cruising at cloud base (17 ,300') the entire length of the Telluride valley and were farther away than I had ever seen. The T AF hosted a complimentary barbecue for the emergency facilities personnel of the region. An airlife medical helicopter came in to join the fun and give a safety orientation. Aerobatic competition began. The evening's program featured Larry Tudor, the Utah pilot who has dominated the Owens Valley competition since its birth. Larry had recently set the amazing new world record for straightline distance at 221.5 miles. This quiet gentleman spoke about his development as a pilot and some of the major influences (J.C. Brown and Utah air) on that growth. He stressed the need for safe practices for life-long success, and cautioned advanced pilots not to overlook preflights and the intuition gained from experience. A video program of Larry and a trained eagle flying together was a smashing success. Another tremendous day on Friday, skies so blue and cumulus so clean. Over 130 flights that day and one parachute deployment. Apparently Steve Lantz fell asleep at the wheel as he was being sucked past twenty thousand feet (a new altitude record but we don't know how high). He regained consciousness, surveyed the damage, fell clear of the cloudsuck, threw his chute, untangled it from his rudder and threw it again. No problem. 36

A thousand spectators on Saturday, September 17 for a barbecue, many concessions, live music, dancing ladies, fun and games and excitement. No one-onone, no tasks and no judges, just a rendezvous, a celebration. No rest up here, mate, you come for only one week out of our splendid five-month flying season so we want to see you get it on. Saturday night is all right for flying! Excitement at launch was at a feverish pitch on Sunday. No competition, no pressure, no frustration - just everybody wanting to share good feelings on the last big day. It was beautiful and so much was planned. Let's get up so we can get down, get down in the landing area to the Kamikazi Klones, Colorado's

top new wave band, watch the Danelle Helanderpro dance troupe, enjoy the good food, dig the people watching, and get ready for the smokin' aerobatic finale. Closing Ceremonies at the Flora Dora Saloon had everyone sky high. Everyone promises to return next year and continue the celebration of wings. Hope to see you there. • Much thanks to the visiting pilots who serve as staff and the participating veterans who back us up: J.R. Nershi, Dennis Stenslien, Paul De Alva, Rob and Judy DeGroot, Nick Kennedy, Paul Harrigan, and Jack. Also, much thanks for the cooperation and support of all the guests.

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HANG GLIDING

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This final installment of our series on hang glider design should be properly entitled the ''Future of Hang Glider Design,'' for none of the ideas outlined have come to actual fruition - yet. Of course, everyone is fond of speculating about the future and if anyone could truly predict the turn of events, he or she would be either a prophet or millionnaire, depending on the individual's spiritual upbringing. I am neither a soothsayer nor a Midas, so my ruminations about the future of design are obviously conjectures. However, I have recently discussed the subject with a number of designers and top competition pilots and would like to pass along my thoughts and design ideas that echo theirs. BEYOND THE PLATEAU It seems to be in the genes of the human race to strive to improve its lot. This being the case, unless we suddenly succumb to the ever-threatening ravages of mindless television and McDonalds hamburgers, glider design will continue to evolve in terms of performance. There are a number of manufacturers who have expressed the belief that we are at the limit of performance given the current glider configuration (swept, membrane wing with a truss and cable structure). In fact, these manufacturers readily admit that there isn't a whole lot of difference in the various gliders' allup performance. Consequently, some of the emphasis has been on service and options. I tend to agree with the above assessment, but I look back on the brief history of our sport and see a few cases where a performance plateau was reached only to be surpassed by an ingenious refinement. The saga of the Comet is the most recent case that comes to mind. All right, so we have slowed in terms 38

of performance improvements, what next? Well, I know of at least one manufacturer working on a wider-nosed higher aspect ratio wing of the same general configuration as the current wings. Wider nose angles mean more

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compression and less bending moment on the leading edges, possibly allowing lighter structures. Washout may be controlled by using more tip camber. The use of rollers, free shifting keels and other devices may allow adequate handling. Pilot skills may keep up with increased adverse yaw tendencies and landing complications. But all in all, I feel we're in for an increase in weight (Bob Trampenau expressed the same sentiments at a recent talk on the future of design) and complexity unless we opt for a major change in configuration. THE CANTILEVER SOLUTION It is a standard axiom in engineering that a truss structure (tubes and wires) can be built lighter than a cantilever (self-supporting) structure of a given strength. Thus, it would seem that for a hang glider where weight is a primary consideration, the good ol' crossbarkingpost-control bar bracing method would be most logical. However, we in fact have a hybrid, for the outer half of the leading edges on a modern glider are actually cantilevered. That is, they are self-supporting and must be very beefed up to handle the combination of flight loads and sail tension. Thus, a different form of cantilever wing may actually be lighter in a hang glider application if made properly. In speaking with J.C. Brown and Rich Pfeiffer, I found these two worthy pilots at least are thinking along the same lines as I. We want highly maneuverable, enhanced performance cantilevered hang gliders or foot-launched sailplanes if you will. The difference between our thinking is that they are willing to put up with additional weight - up to 100 pounds fully equipped - while I have a goal of under 70 pounds, similar to many of today's top gliders. HANG GLIDING

Both of these venerable pi1ots have their own ideas as do several other designers (I know of one cantilever hang glider currently being built), so I will only expound on my own semi-original concepts here (so much of any design is borrowed either consciously or not that no complete aircraft can be considered original). THE NEW DESIGN I originally formed my ideas in sort of an amorphous fog as I watched a Mitchell wing fly for the first time in 197 5. At that time, the Mitchell wing was very heavy for a hang glider (approximately 70 lbs.) and inconvenient as it needed a trailer or car top box. I then thought of retaining the basic structure, but making the rear three-quarters of the wing with a sail and battens. Since then, I have returned to this idea continuously and have refined my original concept into what I now call the Raptor for want of a better name (you can look it up yourselO. The basic idea is to build a cantilever spar of two small aluminum tubes pop riveted between two aluminum plates as shown in figure I. This spar would be tapered in thickness, being smaller toward the tip. The leading edge of most cantilever wings is usually part of the structure, being made of a curved aluminum or plywood sheet fixed to the main spar so as to form a D in cross-section. However, for weight reasons, I opt to use cables in the leading edge, coupled with Mylar in a sail pocket to form a clean continuous leading edge curve. Battenettes or false ribs keep the proper leading edge form. The rear of the sail maintains its shape with battens plugged into or butted against the main spar. An option here is to run battens all the way to the leading edge as in a conventional hang glider. The only drawback to this latter scheme is that the curved battens then have to be

withdrawn during breakdown, whereas straight battens in the rear may remain in the sail under certain conditions. A cross-section of the wing about midspan is shown in figure 2. With such a semi-rigid wing aerodynamic controls are probably a necessity. Tip rudders are my current favorite. These are connected to a rotating tip tube that is allowed to swing up in the rear when the tip rudder is deflected and pulled back by the increased drag (see figure 3). This in effect produces wing warping in conjunction with the increased drag on one side to result in a very efficient turn. The pilot is positioned prone right below the wing inside a cage as shown in figure 4. The takeoff is accomplished with the weight of the glider on the pilot's hips as he leans forward. Once airborne the pilot brings his legs up in a fabric or fiberglass cocoon. Pitch control is by weight shift - admittedly sensitive - but not much more so than other designs such as the Easy Riser, since a fairly stable airfoil is envisioned. I plan on using an unswept main spar to minimize structural loads and start with a tailless wing of around a 7 .5 aspect ratio. Time and experience may modify these concepts somewhat, but the basic idea appears as in figure 5. Certainly the time will come when we have available such advanced hang gliders. I for one am eager to try out their enhanced performance on our local world record (for sailplanes) ridges. However, there are some drawbacks. The increased complexity would probably result in spiraling costs and possibly extra weight and inconvenience. My own design goals are better performance than currently available, maintaining ease of takeoff, landing and control, keeping my head in the airstream, safety and fun. Only time will tell if all these goals can be met. I'm keeping my present glider in the garage as insurance.•

r1-lc R.APrOR. -:sE.11/-R..IG/D, Foor LAUNCHABt-e

FEBRUARY 1984

/-IANG-G-I-IDt=,R

A Post-Millenium Volation Some time after the disturbances that began in Central America and spread like hopeless cancer to involve the entire Western Hemisphere had abated, hang gliding returned with renewed vigor. Pilots appeared on practically every exposed mountain top. Again and again I was reminded of the excitement and adventure that accompanied the sport back in the 1970s and 80s. Most of these rejuvenated pilots were flying dusted off antique wings with barely remembered names like Streaks, Sensors, Comets or Ducks(?). These old gliders with their mediocre performance were not completely unenjoyable, but they sure did indicate how far we have come since the early days when they were in vogue. A few of us were lucky enough to have acquired the latest hot ships. These had been developed from the little rigid wings that had appearedjust before the war along with the use of exotic materials and some basic models - the birds. For example, my glider was a Chimera by Etheral Sports which sported a 13 meter (39 foot in the old system) span and an aspect ratio of 10 to L The Chimera would sink less than .9 M/S (160 feet per minute) and reach a max glide approaching twenty-to-one when clean. The structure was built of pulltruded Kevlon with carbite fillings and a nonporous Frelyn sail. The light weight, 19 kg. (42 lbs.), and quick acting tail/top coupling afforded the most right-now handling imaginable. Perhaps the most interesting aspect of this entire glider was the "primary" tips. These tips were actually flexible battens with thin vanes attached to their outer portion to simulate the primary feathers of a soaring hawk or eagle. As such, they worked quite well (see the accompanying drawing). The most memorable flight I had in that era of our sport was on my very first Chimera (one of several I owned over the years). We had spend the summer in Nebraska, camping along the Platte river and stretching our wings. All of the recent cross-country records in the U.S. had been set from the northern plains states, for after the passage of a cold front the downwind component and abundant thermals yield much better average groundspeeds than in such

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~estei:l}c;Sijes; /AJtwe n~~~\V~,at"!o '~~ f\s rni))})«i th¢ comet !}f Ktt!i$as ·and - tion juit before -touchi11g :down with a hu)ldred!foot~luft~n.d:a~9.odwmd~<~~ _passeMntqMi~soll~!tbega_ntoJhin,lcof fewsteps andagrin, - "-_. -, : : oii:SeJ)teID~( 3~·-21112,fJauncbedint<f ~ -a~hiewng tll}' best, flight ever.- I conc~n. ''Or~at/ •i thought, ''tnat Sgot to be a }1owlipg, "Nor~~terner!,:, Tile. qtdck - - trated;fa ern~it,-flying whatJ t)lought -my longest;'' hveitt~se1irchinirfo(1i map ·~ -si[\'ely 'fihj:~ily:Jn;fndJ~d 'thf g~StY, - :was -my . tnO~L efficient t'OUt~ and _ a11d ate)eplione with a fe~lingofelatio~; _ • _wi~d$j11;~ca~~\Vaf~ll~u11~~,:Afte(a pit _ airspeeds; Fatigtrtwas .not a problem' I I eventually found out I had cove:red 347ofputtering;arqµnd ttie_cliff facc,il J~kh,... - felt~, for th_e cont~olswerce Jight despite km. (342 rniles)fo a little under six hours. -.e<tento e~yt,_~.Mnd,tb~/!!)~Jthat ~r~~d -_~ _Jh~ stl'ong\turb~lence+ enco~nterecl-at -This wis .well. pasf ':rny. previous Iong < -_llle.:flatJ\gamsCIXIY:.®t t-tack,cint~ the Jimes,)cou~d ~atch my lip pinions'flex _ flight (a mere 3S4 kin) an~ only 56 lan C·flefC~·stddded iSK)'•l}clftnMed (:~af~h{ng _-._ @S ~~, et'rant gust whirled by; -•, -short of the the:n-current WOl'ld •record, ·my~·vaii~: :wa.Vset Jr~ln/tlJe "m11intain ~ -About four 'ho4fs info the flighnhe~ lf?hly I ~liad launch,eg soorieff, _-, -.· ·&.a}Jfan~e·~ sJimittq HturQ,tigbter/' ifi'-> Jift' be¢ame i)otice4bIY:]ightei' a_na Jgre~All records,' personal· anq. wor(d·aside, clieatin,g,Jffeilpr~enC"e 'ofjriiwlifi--;,At tautiou~i~Tlle gfides:~b~tween; thermals ,. J- can think hack~ on that fligllr· arrd ·_ 0

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HANG GLIDING

THE RIGHT STUFF by Erik Fair MEMBERSHIP SURVEY

It's February, the dead of winter, my brains are frozen solid, and for once I have nothing to say. Of course I've never let that stop me before so here goes. HELP! I need your ideas and suggestions regarding future instructional articles! HELP! HELP!! Hang Gliding magazine and the USHGA need your ideas, suggestions, and opinions regarding the state of the union, and the content of the magazine!! HELP HELP HELP!!! We all need to share our thoughts so we can compile information that will help us forge ahead into the uncharted mists of the future!

Huh? Why? Blame Bones and Cheryl Strickland of Bright Star Hang Gliders in Santa Rosa, California. They're the ones who pulled the pin! They went off and created the "Bright Star Questionnaire" and mailed it off to each of their customers, a large percentage of whom promptly filled it up with thoughtful answers and sent it back, ticking, to Bright Star. Bones and Cheryl got a great response! They also got the impression that USHGA members feel isolated from the USHGA and uninvolved in its processes. They dynamited them thar hills around Santa Rosa and discovered GOLD!

They were nice enough to share it with me, a strugglin' author who has been busy siftin' through the sand at the bottom of his well. So here's your opportunity to express your views, to become part of the people process that is the USHGA, and to help a beleaguered columnist figure out what his beleaguered readers want to read about next. How can you refuse? Sit yourself down, pick up a writeous pen or pencil, and take off. Use an extra page if you like. A regular 20 cent postage stamp will be good for two sheets of your own personal wisdom. And thanks, in advance, for your HELP!

BRIGHT STAR'S QUESTIONNAIRE AGE

SEX

OCCUPATION------------

STARTED HANG GLIDING IN MARITALSTATUS _ _ _ _ _ _ _ _ _ _ __

1. What is the one thing you like best about the gliders being produced today and the manufacturers producing them?

2. What is the one thing you like least about the gliders being produced today and the manufacturers producing them? _ __

3. What is the one thing you like best about your local d e a l e r ? - - - - - - - - - - - - - - - - - - - - - - - -

4. What is the one thing you like least about your local dealer? _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

5. What is the one thing you like best about the USHGA? _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

FEBRUARY 1984

6. What is the one thing you like least about the USHGA?

7. If you could have any wish come true regarding the hang gliding industry what would it be?

EDITOR'S ADDENDUM 8. What do you like best about Hang Gliding magazine?

9. What do you like least about Hang Gliding magazine? - - - - - - - - - - - - - - - - - - - - - - - - - -

10. If you could have any wish come true about Hang Gliding magazine what would it be?

INSTRUCTIONAL COLUMNIST'S ADDENDUM 11. What do you like best about The Right Stuff?

12. What do you like least about The Right Stuff?

13.

If you could have one wish come true regarding The Right Stuff what would it be? (Please include suggestions for future articles.)

Use this space for additional comments. - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Send completed questionnaire to: The Right Stuff, c/o Hang Flight Systems, 1202-M E. Walnut, Santa Ana, CA 92701

CLASSIFIED ADVERTISING 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.

PRO-STAR 180 - Blue/White/Black keel pocket. Clean, 35 hours, $800. (213) 494-1345 nights. PRO-STAR 160 771-9916. RA VEN 209 -

Good condition, $900. (713)

Like new - $500. (619) 479-8703.

RA VEN 209 - Prone harness, chute, vario. All excellent condition. S800. (313) 264-0085. RA VEN 209 - Multicolor, low airtime, good condition. $850. Nego. (503) 258-3862 evenings.

Rogallos

FOR SALE: RAVEN 179 - Good condition, $450/obo (714) 840-8191 after 5:00 PM. Ask for John.

Attention: MONEY $$ or trade in value for old, obsolete hang gliding stuff including magazines. Hang Glider Emporium (805) 965-3733.

SABRE 170 - Excellent condition. Only $850. Sabre 205 also in excellent condition, only $875. John (209) 782-1588 evenings or 784-8800 days.

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.

SENSOR 510, 165 - Excellent condition, Orange L.E., Brown - Gold lower surface. $1400. Pat (213) 332-3639.

COMET 165, Great glider, rainbow. $1150 (215) 282-1596.

SENSOR 510, 165-BLue/gold, excellent condition; 135 Comet $800; 165 Mega $400; two new comple\e Colt CB's $150. (801) 254-6141.

COMET II 185 - Orange L.E., blue lower. Complete with fairings in excellent condition. Pat (213) 332-3639.

SENSOR 180 - Excellent, extras $1000. Seagull 10.5 $350. (206) 498-5286.

COMET II 165 - Spectrum, 10 hours, with fairings, $1550.Chuck (505) 292-0647, 881-3300.

STREAK 160 - Excellent condition, 6 months old, only $1550. Sensor 180 with variable billow and tri-play sail $1800. (704) 733-0248.

C-2 165 - 40 hrs., very clean, $1650. Litek Model C vario with Thommen altimeter $225. (503) 388-4095. COMET 185 CI 1983 - Like new. Orange and gold $1250. (805) 832-3987. COMET 185 C2 - Almost new. Beautiful custom vector of colors in tri-ply blue. Great sink rate, speed, tune. With the snazz-o fairings, if desired. New value, w/tax $2609. I'd like $1800. or best, will ship. (619) 286-6405. DUCK 160 - 1983. Brand new, beautiful. $1400. (503) 582-2650. ATTACK DUCK 160 - With X-C cover. Dealer demo, excellent, $1650. Spirit 200 - fun glider! Well used, good shape, $300. Raven 149 - Very good, $600. ASG 20 - Great light pilot trainer, $100. Scott (619) 324-6539. GEMINI 184 - New, custom sail, $1,100; Electra Floater 185, $750; Oly 160, $500. Chuck (503) 296-9588. "82" GEMINI 134 - Excellent condition, Spectrum Sail, white trailing edge. $1100. (801) 392-6437. HARRIER II 177 - never used - mylar - $800. (619) 479-8703. HARRIER 177 - Low airtime. Helmet and harness $1100. Will ship. (607) 863-3631. FOR SALE: Moyes Maxi III. Completely equipped for towing. Doug Christensen, St. Germain, WI 54557 (715) 479-7567. PHOENIX Lazor II 155 - Harness & helmet, $400. Excellent rack for VW Bug $100. Duane (415) 563-5773. PRO-STAR I, 7/82, good condition with French Connection, internal CB antenna & fairings. $1000. Ken (408) 733-5749. NEW 160 PRO-STAR II - Must sell $1400/Best offer, Call collect, (602) 779-0670.

FEBRUARY 1984

VISION 147 -

Like new. $850. (509) 922-2577.

WANTED - Used Hang Gliding Equipment. Gliders, Instruments, Harnesses and Parachutes. HANG GLIDER EQUIPMENT CO., 3620 Wawona, San Francisco, CA 94116, (415) 992-6020.

Schools and Dealers ARIZONA ARIZONA WINDSPORTS - Certified instruction utilizing the world's only man made trainer hill. Two full-service shops serving the Phoenix Valley. 5245 S. Kyrene, Suite #20, Tempe, AZ 85283 (602) 897-7121. 4015 N. Black Canyon Highway, Phoenix, AZ 85015 (602) 274-7245. DESERT HANG GLIDERS -4319 W. Larkspur, Glendale, AZ 85304 (602) 938-9550. CALIFORNIA BRIGHT STAR HANG GLIDERS - Certified Personal instruction for all levels. Proudly representing Wills Wing, UP, Pacific Windcraft and most major manufacturers. Quality restorations, parts and accessories for Northern California. 3715 Santa Rosa Ave., Santa Rosa, CA 95407. (707) 584-7088. CHANDELLE SAN FRANCISCO, Hang Gliding Center. USHGA certified school. Stocking dealer for Wills Wing, UP, Delta Wing. Learn to fly with us! (415) 756-0650. HANG FLIGHT SYSTEMS - Certified instruction program, 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 - ULTRALIGHT FLIGHT CENTER - New and used gliders. SINCE 1973, CERTIFIED, FREE BROCHURE! 20-A Pamaron, Ignacio, CA 94947. (415) 883-3494. DEALER FOR EAGLE, XL, & FALCON ULTRALIGHTS! 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. 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. WINDGYPSY Professional hang gliding instruction, sales, service. USHGA advanced certified instructor. Serving most popular southern California sites. Glider demo & rentals to qualified pilots. Tandem instruction available. Contact Paul Burns, P.O. Box 861, Lake Elsinore, CA 92330 (714) 678-5418. 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. POWERED ULTRALITE center in Southern California. Large inventory of new and used gliders, ultralites, parts and accessories. Complete training program by USHGA certified instructors. 16145 Victory Blvd., Van Nuys, CA 91406, (213) 988-0111. COLORADO FOUR CORNERS HANG GLIDING & ULTRALIGHT AIRCRAIT - since 1974. Major Brands, Sales, Service, Professional Instruction. Box 38, Hesperus, CO 81326. (303) 533-7550. CONNECTICUT AIRWISE INC., 15 Long Ridge Road, West Redding, CT. 06896, (203) 938-9546. Training programs for beginner to expert by USHGA certified instructor/observer staff. Dealer for all major product lines, featuring Flight Designs, UP, Moyes. CONNECTICUT COSMIC AVIATION - 14 Terp Rd., E. Hampton, CT 06424, clo Bart Blau, Lynda Blau, (203) 267-8980. Hang glider dealer for Wills and UP. Ultralight also available. USHGA Certified Instructor. Been flying since 1975. Call me where to in CONN.

CLASSIFIED ADVERTISING HAWAII

MINNESOTA

TEXAS

FREE FLIGHT HANG GLIDING SCHOOL Certified instruction, sales, service and rentals. 684 Hao St., Hon., HI 96821. (808) 373-2549.

NORTHERN SUN, 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. 9450 Hudson Blvd., Lake Elmo, MN 55042 (612) 738-8866.

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.

MAUI SOARING SUPPLIES - Certified Instructors. Sales, service and rentals. R.R. 2, Box 780, Kula, HI 96790 (808) 878-1271. TRADEWINDS HANG GLIDING - USHGA Certified School. Rentals, tandems, Wills Wing. Box 543, Kailua, HI 96734 (808) 369-8557. IDAHO IDAHO MOUNTAIN AIR - New C-2, 1982 165 & 135 Comets. Demo Streak's 180 & 135. All reasonably priced. Will ship. 945 No. Harrison, Pocatello, ID 83201 (208) 232-3408. TREASURE VALLEY HANG GLIDERS - Service - USHGA Instruction - dealers for all major brands, accessories - site info, ratings - Box 746, Nampa, ID 83651 (208) 465-5593. ILLINOIS MIDWEST MOTORGLIDER SUPPLIES - New and used gliders, flight accessories, and land towing hardware. 2638 Roberts, Waukegan, IL 60087 (312) 244-0529. INDIANA ALPHA AIRCRAFT, INC. - Dealer for UP Hang Gliders, Flightstar and Shadow Ultralights. Accessories, sales, service and training. 145 E. 14th St., Indianapolis, IN 46202 (317) 291-6406 or (317) 636-4891. MICHIGAN ECO-FLIGHT HANG GLIDERS & WINDSURFING. Certified instruction, sales, service, rentals, repairs. 493 Lake St., Benzonia Ml 49616 (616) 882-4039. SOUTHEAST MICHIGAN HANG GLIDERS Sales and instruction in Ultralights, Free Flight and towing. Dealers for Eagle, UP, Flight Designs, Delta Wing and Soarmaster. 24851 Murray, Mt. Clemens, MI 48045 (313) 791-0614 Since 1975.

NEVADA HIGH SIERRA SPORTS, INC. - 1807 N. Carson, Carson City, NV 89701. (702) 885-1891. Northern Nevada's complete hang gliding, windsurfing & ultralight shop. All major brands available. USHGA Certified Instructor, Observer & Region II Examiner. Sales, service, rentals and lessons.

UTAH FLY UTAH WITH

NEW YORK ELMIRA AIR SPORTS - UP, Wills Wing, Comet II, Attack Duck in stock. Many used beginner gliders. Call now (607) 732-1490. 959 Oak, Elmira, NY 14901. Delta Wing Products, certified instrnction, 9173 Falcon Cr. Sandy Utah 84092 (801) 943-1005.

NORTH CAROLINA KITTY HAWK KITES, INC., - P.O. Box 340, Nags Head, NC 2'1959 1-800-334-4777, in NC, 919-441-4124. Learn to fly over soft sand dunes just south of the site where the Wright Brothers learned to fly. Beginning & Advanced packages; complete inventory of new gliders, accessories & parts. Ultralight training & sales available as well as windsurfing sales & instruction.

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, UT 84020, (801) 571-4044.

International Schools & Dealers CHILE

OREGON EASTERN OREGON ULTRALIGHTS - Certified instruction. New and used. Wills Wing specialists. 500 SW I Ith, 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.

CONDOR ANDINO - Certified Instruction. UP, WW,. Bennett dealerships. Fontananrosa 6649, Las Condes, Santiago. Tel. 2296463. JAPAN SUNRISE COUNTRY INC. - Distributor Japan: Manta, La Monette, 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.

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

I I USHGA CLASSIFIED ADVERTISING ORDER FORM I 35 cents per word, $3.00 minimum. I (phone numbers - 2 words, P.O. Box - 1 word) I Photos - $10.00

I Deadline, 20th of the month six weeks before the cover date of the I Issue In which you want your ad (I.e. March 20, for the May Issue). I Bold face or caps 50¢ per word extra. (Does not Include first few I words which are automatlcally caps). Special layouts or tabs $20 per I column Inch. I Payment for first three months required In advance.

I I Please enter my classified ad as follows: I I I I I

Number of w o r d s : - - - - - - - @ .35 • - - - - - - -

Section (please circle) Rogallos Schools and Dealers Emergency Chutes Ultralight Powered Flight

Parts & Accessories Rigid Wings Business & Employment Opportunities Publications & Organizations Miscellaneous

Begin with _ _ _ _ 19 _ _ _ _ issue and run for _ _ __ consecutive issue(s). My check _ _ money order _ _ is enclosed In the amount of

$,~-------

Phone Number: P.O. BOX 88308, LOS ANGELES, CA iOOIIII / (213) 3i0,3065

L---------------------------------------------------------1 44

HANG GLIDING

CLASSIFIED ADVERTISING Emergency Parachutes

Rigid Wings

NEW RAPID DEPLOYMENT B.U.S. FLY AWAY CONTAINER SYSTEM is the world's newest, fastest and most reliable system. By the originator of hang gliding parachutes. Bill Bennett Delta Wing Kites & Gliders, Inc., P.O. Box 483, Van Nuys, CA 91408 (213) 787-6600, telex no. 65-1425.

FLEDGE 2B-78 - Very good cond. with harness, $750. Bruce (415) 862-2274.

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 INSTRUCTORS needed for seasonal employment in Nags Head, NC. Enjoyable learning experience with good benefits. Must be Hang II and enthusiastic about teaching beginners. lf you need your Hang II, we can train you. Contact Steve Wendt, Kitty Hawk Kites, (919) 441-4124.

Parts & Accessories

Trike BENNETT TRIKE - Fuji-Robin 32 hp. engine and X-180. Great flying combo. Spare engine, priced to sell - will sell separately. (805) 962-6461 or (805) 962-2588.

Miscellaneous HANG GLIDING BUCKLES - Photoengraved, solid brass, depicting soaring birds of prey. Excep-. tional quality. Send for free brochure! Massachusetts Motorized, P.O. Box 542-G, Cotuit, MA 02635. PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 3Y," dia. Inside or outside application. 25¢ each. Include 15¢ for postage and handling with each order. Box 66306, Los Angeles, CA 90066. 1980 Ellenville, New York Nationals T-SHIRTS. Special closeout sale. $2.50 each. Limited sizes in stock. USHGA, P.O. Box 66306, Los Angeles, CA 90066 (213) 390-3065. 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.

WANTED: Harness, parachute, helmet, instruments - inexpensive. Send info to: Steve Mitchell, PO Box 4307, Karnuela, HI 96743 (808) 885-6315.

[}{]&~@ @[LO@~~ ~@[WO~[IYAJ~~u ©@r0l~i%~W HANG GLIDER EQUIPMENT COMPANY For all your Hang Gliding needs. We arc d,alers for all major brands. Write or call for free price list. 3620 Wawona, San Francisco, CA 94112, (415) 992-6020. Zia Dynamics - Composite harnesses for serious X-C pilots. Box 723 Taos Ski Valley, NM 87571.

Publications & Organizations 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;"1.os Angeles, CA 90066.

Movies AOL!, 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 .0. Box 478, Independence, CA 93526.

FEBRUARY 1984

HANG GLIDING CHARM - 14K gold $48.00, Sterling Silver $38.00. Golden Glider, 1129 Turnbull Cyn., Hacienda Heights, CA 91745 (213) 333-3300. WANTER: GROUND SKIMMER issues 11 thru 19, 26, 27, 39, 40, 49, and 51. Also mimeographed newsletters I thru 10. Reasonable prices. Contact: Ken Krajnik, 501 Laramie #1, Alliance, NE 69301 (308) 762-562 l. 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 1 1/, 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.

Stolen Wings TYPE: High Energy Travelite harnesses. Silver cocoon, black and chrome chevron, experimental 15-foot chutes. UP helmet, vario, radios, altimeter. Also, aqua blue harness with racing boot, while bird with rainbow from wings. Chutes not safe. WHERE AND WHEN: Garge in Orange, CA Nov. 11, 1983. CONTACT: Rich Pfeiffer, 2312 W. 2nd St., Santa Ana, CA 92703 (714) 972-8186. TYPE: Gemini 164 #UPG164260M. SAIL: Rainbow-red, orange, yellow, green, with blue LE and light blue TE. TYPE: Super Lancer 180 #81550. SAIL: Black LE. Center out: royal blue, red, yellow, purple, black. Red Flight Designs bag. WHERE AND WHEN: Knoxville, TN, may 5, 1983. CONTACT: Jim Westcott, Springfield, VA (703) 569-6059. $200 reward, no questions. TYPE: '78 Lancer IV. SAIL: Keel out: 2 panels lime green, 2 panels purple, 1 panel red, 1 panel gold, 1 panel yellow. 6" letters "U.S. LANCER" on second left panel. CONTACT: Bill Stewart (505) 883-8036. Reward. 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. CONTACT: 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. CONT ACT: 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,

CLASSIFIED ADVE~TISING Alaska, June 15, 1983. CONT ACT: Bob Adams (907) 694-2763.

don Utah, taken from car. CONTACT: Claudia Holbrook (801) 561-1974 or 571-4044.

TYPE: All black Northstar harness for Casper wing (supine). Windhaven chute. CONTACT: John Fetter (619) 420-1706.

TYPE: Eippcr Flexi III. SAIL PATTERN: White, blue, green, yellow and white. New, or no control bar. Tear in keel pocket. Reward. CONT ACT: Will Richardson, Rte. I, Box 167, Trout Dale, VA 24378 (404) 436-8504.

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: 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: 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: 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: Harrier 147 #6444. 3SAIL PATTERN: Orange LE, brown dbl. surface, gold and white spanwise, gold keel. WHERE AND WHEN: October 13, 1982, Vernon B.C. CONTACT: Simon Mitchell (604) 357-2400 collect. Reward.

TYPE: UP Gemini 184 #UPG184032. 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: Duck 180 #10486. WHERE AND WHEN: Feb. 1983, Buffalo Skyriders. SAIL PATTERN: Black LE, spectrum, white TE. CONTACT: Buffalo Skyriders, P.O. Box 4512, Albuquerque, NM 87196 (505) 821-6842. TYPE: Quicksilver MX and Doublequick #10696 and 10875. WHERE AND WHEN: Dayton, OH, Dec. 14, 1981. Probably sold in Chicago area. CONTACT: Gary Meddock, 1334 N. Lutheran Church Rd., Dayton, OH 45427 (513) 854-4973. Reward. TYPE: Comet 165 #1651222. WHERE AND WHEN: Lookout Mt., TN Nov. 7, 1982. SAIL PATTERN: Custom: burgundy LE, black and yellow TE, black tips. 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. TYPE: Comet 135 No. UPCMT135054. SAIL PATTERN: White body; gold dbl. surface. LE & keel pocket no insignias. WHERE & WHEN: Oct. 11, 1982 lO 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. 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 III. SAIL PATTERN: Orange leading edges and tips. Center out: It. 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 (daytime). 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. Jor-

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

Index To Advertisers Airworks ............................ 6 Ball ................................. 48 Bennett Delta Wing Gliders ............ BC Flight Designs ..................... 11, 14 Flight Tech ........................... 48 Glider Rider .......................... 48

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Hall Brothers ......................... 48 Litek ................................ 11 Lookout Mt. ......................... 7 Pagen Books ......................... 11

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Ad Deadlines All ad copy, instructions, changes, additions and cancellations must be received in writing 1 v, months preceding the cover date, i.e. Mar. 20 for the May issue.

Name---------------

Address---------------

MDII to: Box 144 Lookout Mtn., 11'1 37350

HANG GLIDING

The Hall Airspeed Indicator

BALL VARIOMETERS INC. 5735 ARAPAHOE AVE., BOULDER, CO 80303

A precision instrument for the serious pilot. Rugged, dependable and easy to read.

PHONE 303-449·2135

Model 670 Airspeed and Model 652

Airspeed lndicalor ... Long Bracket .... Airspeed Indicator with Long Bracket

...... $21.50 6.00

Foreign & C.O.D. Orders add $2.00 Control Bar Protectors

5" diameter ABS plastic wheels. Specify 1" or 1-1/8" control bar. Wheels - $20.00/paJT Foreign & C.O.D. orders add $2.00

Control Bar Protectors

Hall Brothers P.O. Box 771-H, Morgan, UT 84000 C.0.D. Phone Orders (801) 829-3232

\ Replacement parts tor'. Model 670 Airspeed, 10-70 MPH ............ $ 95 Model 652 Rate of Climb, digital Altimeter, 10-70 MPH Airspeed .......... $590 Airspeed Pickup remote mounting ... ($1/ft.)+ $ 20 Ball-Clamp Mount . . . . . . . . . . . . . . . . . . . . $ 18 Single Instrument Panel . . . . . . . . . . . . . . . $ 7 (OTHER MODELS AVAILABLE)

\, SEAGULL

\AIRCRAFT gliders illl(l custom h::mg gllcfcr parts

Send $2.00 lor our new illustrated Hang Gl•d1ng Pails & Accessaries Calalog 1$2 00 Refunded w1!h 1st purchase 1

P.O. Box 340 HG Nags Head, N.C. 27959

Available through dealers and manufacturers. Dealer inquiries invited.

(919) 441-4124 or outside N.C (BOO) 334-477.7

OFF COVER PRICE Plus

FREE!! f~·~· -

Sy•tems Technology Inc

PO Box 22126

Knox~ille TN

37933

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ULTRALIGHT BUYER'S GUIDE! D Send me the next 36 issues for $34. D 24 issues for $23. D 12 issues 1or $12. DI am enclosing $3.00 1or a sample issue. D Payment enclosed D Bill me If charging: D VISA D MASTERCARD CREDIT CARD NO

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BOOKS

PRICE

MAHBIRDS by Maralys Wills. Entertainingly takes !he reader from hang gliding's past to its soaring present. 8 pg color, 150 Blk & Wht phofos. 40 pg appendix. USHGA INSTRUCTORS CERTIFICATION MANUAL. Complete require ments, syllabus, teaching methods HAHG GLID!HG by Dan Poynter. 8th Edition. Basic Handbook !or skysurting. FL YING COHOITIONS by Dennis Pagan. Micrometerofogy for pilots. 90 illustrations. HAHG GLID!HG AND FLYING SKILLS by Dennis Pagan. Beginners to experts instruction manual. HAHG GLID!HG TECHNIQUES by Dennis Pagen. Techniques for cross-country, competition & powered flight. POWERED ULTRALIGHT AIRCRAFT by Dennis Pagen. Complete instruction manual. POWERED ULTRALIGHT TRAIHIHG COURSE By Dennis Pagen. A manual for self-training & training schools. 11 lessons. tests and FAA Regulations. MAHHEO KITIHG by Dan Poynler. Handbook on low launch flying. MAN.POWERED AIRCRAFT by Don Dwiggins. 192 pg history of flight. Features flight of Gossamer Condor. FEDERAL AVIATION REGULATIONS FDR PILOTS. 1983 Edition. Hang gliding pertinent information. FA! SPORTING CODE FOR HANG GLID!HG. Requirements for records, achievements & World Championships. HAHG GLID!HG MANUAL & LOG by Dan Poynter. For beginners. An asset to instructors. 24 pgs. USHGA OFFICIAL FLIGHT LOG. 40 pgs. Pocket size, skills signolfs (all levels). glossary of terms, awards.

$17.95

QUAHTITY 8-1

8-2 8-3 8-5 8-6 8-7 B-8

8-9

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

AMOUNT

S 2.00 S 7.50

S 7.50 S 750 S 7.50 $ 8.50 $12.95

S 4.50 $ 6.50 4.50 1.00 $ 1.50 S 2.95

ITEMS 1-1

--~---·---,._ '

"NEW,. USHGA 'HAHG GLIDING' T-SHIRT. 100% heavyweight cation. WHITE or TAN. Men's sizes: S M L X-L (CIRCLE ONE). USHGA EMBLEM T-SHIRT. 100% heavyweight cotton. TAN or LIGHT BLUE. Men's sizes only. S M L X-L (CIRCLE SIZE & COLOR) USHGA EMBLEM CAP. One size fits all. Baseball type/USHGA emblem. NAVY ORANGE GOLD (CIRCLE ONE) "HEW .. USHGA BELT BUCKLE. Solid bronze, custom design, relief sculpture. 31/.( x 2l/.(. USHGA SEW-OH EMBLEM. 3" dia., full color (red wings, sunburst wlblack print). USHGA EMBLEM DECAL. 3W' dia .• full color. LICENSE PLATE FRAME. "I'd rather be hang gliding." While on Blue. WALLET. Nylon, vefcro closure, mach. washable, water resistant. ROY AL BLUE color.

1-2 1-3

1-5 1-6 1,8 1-9

$ 8.00

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

HANG GLIDING/GROUND SKIMMER BACK ISSUES "'SPECIFY BY CIRCLING ISSUE HUMBER' "ISSUES HOT NUMBERED ARE SOLO our ... PRINTED COPIES:

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20. 21. 22. 23. 24. 25. 28. 29. 30. 32 33. 34. 36. 37. 38. 41. 42. 43. 44. 45. 47, 56, 58. 59. 60. 61. 62. 63. 64. 65. 66. 67 68, 69, 70. 71, 72 73, 76, 77. 78, 80, 82, 83. 86. 87. 88. 89. 90, 91. 92, 93. 96. 98, 99, 100. 101. 102, 103 105 - Curren! Issue "HO TAX OH MAGAZINES"

Ordering Information: All prices include postage and handling (Prices sub1ect to change without notice.)

S 1.00

~-~-~

S 150 S 2 00

MAGAZINE SUB TOT AL MERCHAHOISE SUB TOTAL

Enter quantity and price of each item ordered_ A flow 3~4 weeks delivery (8 weeks for Foreign). All orders are mailed by the cheapest available rate II you wish to receive your order faster. please include suff1c1ent postage funds. No COD ·s

(Californians add 6% tax on merchandise only)

Foreign Orders: USHGA w,H ONLY accept foreign checks payable on a U.S. bank 1n US. funds

NO CHARGE ITEMS

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USHGA BASIC SAFETY REGULATIONS {PART 100)

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REGIONALS Rick Rawlings