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

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PROMOTING HANG GLIDING IN AMERICA FOR OVER 10 YEARS

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Zip _ _ __ Enclosed please find my check or money order for $29.50, or charge my 0 VISA 0 Mastercard

Sponsor three or more new members and re~~ive this exclusive T-shirt (available no other way). Shirt size:

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Volume 14

CONTENTS

Issue No. 7

(USPS 017-970)

Features

Columns

10 Soaring in Thermal Lift

9 The Answer Man

by Rich Pfeiffer with Maggie Rowe illustrations by Rod Stafford The hows and whys of thermal activity and what it means to the hang glider pilot. Reprinted from the upcoming: Hang Gliding According to Pfeiffer-Skills For the Advancing Pilot.

by Mike Meier Mike answers some questions about tuning and terminology.

16 Hang Gliding Interviews - Ken deRussy

28 The Right Stuff by Erik Fair An essay qn friendship and flying. Page 16

4 Airmail 6 Update 7 Calendar 31 USHGA Chapter News 38 Ratings and Appointments 47 Classified Advertising 49 Stolen Wings 50 USHGA Certified Schools 50 Index to Advertisers

interview conducted by Erik Fair Erik talks with fellow instructor Ken who addresses some hot contemporary hang gliding issues.

24 Towing For Cross Country Flights by Bob Faris How about an XC towing meet with the top two places coming in at 97 and 95 miles-over completely flat terrain!

32 What A Drag! (And What Can Be Done About It) by Moises Sa/mun As gliders get more efficient drag reduction through the use of fairings becomes more worthwhile. Moises gives us some rather surprising numbers.

40 The Manufacturers League Meet by Stew Smith photos courtesy Seedwings This is the meet where all the new gear is put to the test. Stew discusses the gliders, the pilots and the Total Elapsed Time format.

Page44

COVER: Sunset Supine. Photo by Bob Thompson. CENTERSPREAD: Painting by Santiago Corral. CONSUMER ADVISORY: Hang Gliding Magazine and USHGA, Inc., do not endorse or take any responsibility for the products advertised or mentioned editorially within these pages. Unless specifically explained, performance figures quoted in advertising are only estimates. Persons considering the purchase of a glider are urged to study HOMA standards.

JULY 1984

Departments

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In an era when most 'gliders are so similar that it is often difficult to tell them apart, it's UP'sattention to detail that makes the difference between the best and the also rans. Top test pilots, like Paul Robinson, spend hours refining details that show up on the UP production gliders so you can be sure of the best when you order a new wing. The UP COMET series by Ultralite

Products reflect those careful considerations that the UP design team incorporates in every 'glider that we build. At UP we know that the demands of competition are as varied as the conditions that our gliders are designed to fly in. That is why the new UP COMET 2 in three sizes, offers more tuning capability and performance options than any other 'glider inthe world. The C-2's tip tensioners,

for example, allow the perceptive pilot to adjust his wing to compensate for the days flying. Whether it be a ridge soaring speed run, an XC task in crankin' midday thermals or a smooth evening glass-off, the COMET 2 beats them all Need Speed? The C-2's optional fairings, trench connection, and insulated speedbar are the answer for the serious competition pilot

More? Check with your UP dealer for the complete line of foot-launched soaring equipment, accessories and special flying hardware. Ultralite Products offers more value per dollar than any other wing in the sky!

SEND $2.00 FOR COMPLETE INFORMATION ON THE UP PRODUCT LINE

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UP. INC. 28011 FRONT ST , P 0. BOX 659 TEMECULA , CA 92390

(714) 676 -5652

Gil Dodgen, Editor Janie Dodgen, Associare Editor, Production David Pounds, Design Consultant Leroy Grannis, Bettina Gray Staff Photographers

Erik Fair, Staff Writer Harry Martin, Rod Stafford, Illustrators Gretchen Niver, East Coast Correspondent

Office Staff: Amy Gray, Manager Majda Kassaseya, Ratings M11ry Marks, Membership

USHGA Officers: Steve Hawxhurst, President Dick Heckman, Vice President Hardy Snyman, Secretary Gary Hodges, Treasurer

Executive Committee: Steve Hawxhurst Dick Heckman Hardy Snyman Gary Hodges

USHGA Regional Directors: REGION I: Doug Hildreth, T. Michael Boyle. REGION 2: Russ Locke. Gary Hodges. REG[ON 3: Steve Hawxhurst. Bettina Gray. REGION 4: Jim Zeist. Bob Thompson. REGION 5: Mike King. REGION 6: Ted Gilmore. REGION 7: Dean Batman. REGION 8: Charles LaVersa. REGION 9: William Richards. Vic Ayers. REGION 10: Dan Johnson. Steve Coan. REGION 11: Hardy Snyman. REGION 12: Ken Zachara. Paul Rikert. 1984 DIRECTORSAT-LARGE: Dennis Pagen, Dick Heckman, Elizabeth Sharp. EX-OFFICIO DIRECTOR: (With Vote) NATIONAL AERONAUTlC ASSOCIATION Everett Langworthy. HONORARY DIRECTORS (Without Vote) elected to 12/31/84: Bill Bennett, Hugh Mor· ton,Vic Powell, Mike Meier. The United States Hang Gliding Association Inc., is a division of the National Aeronautic Association (NAA) which is the official U.S. representative of the Federation Aeronautique Internationale (FAI), the world governing body for sport aviation. The NAA, which represents tlic U.S. at FA! Meetings, has delegated to the USHGA supervision of PAI-related hang gliding activities such as record attempts and competition sanctions. HANG GLIDING magazine is published for hang gliding sport enthusiasts to create further interest in the sport, by a means of open communication and to advance hang gliding methods and safety. Contributions are welcome. Anyone is invited to con· tribute articles, photos, and illustrations concerning hang gliding activities. If the material is to be returned, a stamped, self.addressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING magazine is published monthly by the United States Hang Glidi11g Association, Inc. whose mailing address is P.O. Box 66306, Los Angeles, Calif. 9006-6 and whose offices are located at 11423 Washington Blvd., Los Angeles, Calif. 90066; telephone (213) 390-3065. Second-class postage is paid at Los Angclc-s, Calif. HANG GLIDING magazine is printed by Sinclair Printing and Lithographers. The typesetting is provided by ls! Impression Typesetting Service, Buena Park, Calif. Color Separations arc provided by Scanner House of Studio City, Calif. The USHGA is a member-control\ed educational and scientific organization dedicated to exploring all facets of ultralight flight. Membership is open to anyone interested in this realm of flight. Dnes for full membership are $29.50 per year ($32.50 for foreign addresses): subscription rates are $22.50 for one year, $40.00 for two years, $57.50 for three years. Changes of addres~ should be sent six weeks in advance, including name, USHGA membership number, previous and new address, and a mailing label from a recent issue. POSTMASTER: SEND CHANGE OF ADDRESS TO: USHGA, P.O. BOX 66306, LOS ANGELES, CA 90066.

JULY 1984

AIRMAIL I

SPOT LANDINGS

Dear Editor, Thr(!e cheers for David Brown, Region 9 Examiner for his letter in the May issue upholding the virtues of knowing how to spot land a glider in order to earn an Intermediate or Advanced rating! If spot landings weren't so important, they wouldn't be part of the rating system. I have seen pilots die or suffer serious injuries and damage their gliders as a result of blowing just one important landing. Rather than simply rag everyone for their landings, I'd like to offer a few simple tips on how to learn accurate landings. These techniques have been used by world class competitors for years to nail a one-meter circle consistently. They'll work for anyone who practices them. Imagine being forced to land your glider in the middle of a shark filled lake. As you sink to within 500' of the surface of the water you spot a tenfoot by ten-foot raft. It is the only place within a mile that you can land and survive. Glue your vision to the raft. Everything else is irrelevant. The raft. The spot. You'll be amazed at how your landings will improve. For 10-15 seconds your entire world will focus on the spot. If you have the needed pilot skills to make smooth 180 ° turns and the air is not unreasonably turbulent, you'll land right where your vision is glued. Amazing. It works. Practice when it's not important and if ever you need it your pucker factor will be within acceptable limits. Good luck. Dick Gammon USHGA #836 Examiner, Region I PERFORMANCE GAINS?

Dear Editor, My '79 glider will perform as well or better than anything built today. The old glider has no foam or mylar in the

leading edge, no undersurface battens and only seven ribs in each wing. The highly porous sailcloth on my outdated hang glider is worn and faded. This tired, aged, and unmodified wing continues to fly as well as any new superduper ship with their variable billow or trick sailcloth. I have flown hundreds of hours in every kind of strong and weak condition imaginable, with side by side comparisons against the hottest '84 gliders available. She will fly very slow or extremely fast, gets a killer glide and has a great sink rate. Handling is quick and effortless. After many extended side-by-side glides of 10 miles or more with and without headwinds and turbulence, my friends and I realize that smooth leading edges, trick sailcloths, and wings full of battens just don't add up to a noticeable advantage. My poorly streamlined supine flying position, with neckpads and wheels on the control bar, make it a very comfortable glider to fly and ground handle. This old bird has been a dear friend to me the past four years, but it's time for a new wing. My '79 Fledge IIB will. now be a spare glider because I just ordered a new Fledge III ET. Supine Fledgeman Jerry "Tex" Poe Ventura, CA

"expert" on Seahawks. This glider can be made to fly easily by one simple step. Remove the trim adjustment bolt and install it in front of the hang loops where it will have no effect on trim speed. Back in the days of Seagull Aircaft, it was believed by most pilots that a glider should continue to fly itself if the pilot let go of the control bar. To day, advanced pilots trim their glider at stall so as to allow easier push-out while turning in lift. The maneuverability of a Seahawk is increased dramatially by not using the trim bolt in much the same way as today's manufacturers use bigger control bars. The pendulum length becomes six to eight inches longer, without a larger control bar! Of course, I do not condone experimentation by novice pilots. My particular glider is a 1978 55H 190, which has over 200 square feet. It has been flown successfully by Harry Martin who weighs under 150 pounds, both solo and tandem, without using the trim bolt. Always use a backup loop, no matter how indestructable the original appears. If anyone would like to share more information with me, please write. Chris Baker 5830 Reseda Boulevard, Apt. 226 Tarzana, CA 91356

SEAHAWK HANDLING

Dear Editor, In the February issue, Reta Schaerli of San Jose, California, wrote a letter which was another in a series mentioning the. fun-to-fly Seahawk gliders built in the late 1970's. His problem with this glider was shared by many: high control bar pressures. I bought my first Seahawk in 1978 and enjoy it so much that I purchased a second, identical glider in 1984. After hundreds of hours of airtime on this glider I have become a self-proclaimed

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HANG GLIDING

1985 REGIONAL DIRECTOR NOMINATIONS SOLICITED USHGA is issuing its ninth annual call for nominations to the National Board of Directors. Eleven positions are open for election in November, 1984 for a two-year term beginning January 1, 1985. USHGA members seeking a position on the ballot should send to headquarters for receipt no later than September 15, 1984 the following information: name and USHGA number, photo and resume (one page containing the candidate's hang gliding activities and viewpoints, written consent to be nominated and that they will serve if elected). Candidates must be nominated by at least three USHGA members residing in the candidate's region. Nominations are needed in the following regions. The current Directors are listed and their term expires December 31, 1984. Ballots will,be distributed with the November issue of Hang Gliding magazine. USHGA needs the very best volunteers to help guide the safe development and growth of the sport. Forward candidate material for receipt no later than September 15 to: USHGA, P .0. Box 66306, Los Angeles, CA 90066.

REG.#

CURRENT DIRECTOR

STATES WITHIN REGION

4 7 8 9

Doug Hildreth Gary Hodges Bettina Gray Bob Thompson Dean Batman Bob Collins Vic Ayers

Oregon, Washington, Alsaska Northern California, Nevada Southern California, Hawaii Arizona, Colorado, El Paso, Texas, New Mexico, Utah Illinois, Indiana, Iowa, Michigan, Minnesota, Wisconsin Connecticut, Maine, Massachusetts, New Hampshire, Rhode Island, Vermont Washington, D.C., Delaware, Kentucky, Maryland, Ohio, Pennsylvania, Virginia, West Virginia

Steve Coan

Alabama, Florida, Georgia, Mississippi, North Carolina, South Carolina, Tennessee, Virgin Islands

Paul Rikert

New York, New Jersey

1 2

The following form is for your convenience.

REGIONAL DIRECTOR ELECTION, NOMINATION FORM

I hereby n o m i n a t e - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - (Please print name, address and pho11e number)

as a candidate for Regional Director for Region # ___ . I understand that his/her name will be placed on the Official Ballot for the 1984 Regional Director Election, if three nominations are received by September 15, 1984.

I have notified the above person and he/she has accepted the nomination. N a m e - - - - - - - - - - - - - - - - - - - - - - - - USHGA # _ _ _ _ _ _ Region # _ _ _ _ __ Mail to: Elections, c/o USHGA, P .0. Box 66306, Los Angeles, CA 90066.

ceremony at the end of ten bucks to enter with Further in-

launch monitor.

The Telluride Air announce the eleventh Fest.ival '84. Hidden Caro[ Velderrain is presented with a Pres/. dent/al Citation by Frik Vi1irfor her ten years of service as USHGA office manager.

, 1984 was Carol as USHGA Office to the since she in 1974. Carol had started out secretary of the Southern California

America and the most in the world. The Telluride is air show program smoke-traced aerobatic demonstra· and

r'nl141'PtilrnP

took over the office duties when a full-

and President Hawxhurst was unable to attend, presented with the first USHGA Presiden''"""~" for her years of dedication also read letter from the President of the USHGA in was thanked for her ef..

Carol

~""m'""" in her new venture the Velderrain family business. We'll miss you,

t.ion.

UPDATE

Calendar

gliding trip in the Annapurna Range of the central Himalaya. This trip will be led by Ian Jarman, 1983 World Master's hang gliding champion, and is open to experienced hang glider pilots with a minimum Hang 3 rating. Last year Ian Jarman led an exploratory group to Nepal the first of its kind - and realized the enormous potential for soaring in the Himalayas. Participants will fly between 8,000' and 10,000' among such awesome peaks as Annapurna, Fang, Dhaulagri, and Machhapuchhare, the famous "Fishtail" peak. The trip is scheduled for Sept. 27 to Oct. 20, 1984; a second trip will run Feb. 28 to March 23, 1985. Contact: Wilderness Travel, 1760-PW Solano Ave., Berkeley, CA 94707 (415) 524-5111.

APRIL TO LABOR DAY. Tiger Mt. XC tournament. Entry fee $5. Contact: Cloudbase Country Club, P.O. Box 55144, Seattle, WA 98155 (206) 481-5878. First weekend of each month: Wings Of Rogallo rating weekend for Novice and Intermediate. Ed Levin County Park in Milpitas, CA. Contact: (415) 656-6656. JUNE 30-JUL Y l l. Owens Valley XC World Championships. Out-and-return racing and open distance. Contact: XC Pilot's Association, P.O. Box 458, Independence, CA 93526. JULY 4-8. Region II qualifier at Dunlap Flight Park. $40 entry. Contact: Connie Bowen, Dunlap Flight Park, P .0. Box 241, Dunlap, CA 93621 (209) 338-2422.

JULY 13-15. Cascade Grand Prix Region I qualifier at Chelan, WA. Entry $25. Contact: Joe Bulger (206) 232-1822.

AUG. 25. Meeting of the Ladies International Pilots Society, Morningside Flight Park, Claremont, New Hampshire.

JULY 28-29. First annual Baldwin skyting competition. Contact: Gary Harkins, 1719 Parkvale Ave., E. Lansing, Michigan 48823 (517) 332-6046.

OCT. 20-21. U.S. Navy Blue Angels at Point Mugu, CA. Aircraft and missile display. Contact: (805) 982-8786.

SEPT. 1-3. Seventh Annual 94 ROCK/Free Spirit Flight HG Festival. Draht Hill, Elmira, NY. $1,000 purse. Team and open classes, beginner to advanced, demos, camping. Contact: Free Spirit, P.O. Box 13, Elmira, NY 14902.

KITTY HA WK KITES AUG. 4-5. Towing clinic/flyin. AUG. 15: Anniversary of the Rogallo wing. SEPT. 8-9: Hang Ill rating clinic. OCT. 20-21: Hang III rating clinic. NOV. 3-4: Towing Clinic/flyin. DEC. 16-17: Man Will Never Fly Society. 81 st anniversary of the Wright Brothers first flight. Contact: Katherine Martin (919) 441-4124 or (800) 334-4777 toll free outside of North Carolina.

SEPT. 10-16. Telluride Hang Gliding Festival, 150 pilots. Send SASE lo: Telluride Air Force, Box 456, Telluride, CO 81435 (303) 728-4759.

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Price Schedule 1·5 copies @ $9.95 ea. No. Copies Ordered _ _ 6·23 copies @ $7 .59 ea. 24 or more $5.00 ea Amount Enclosed _ _ _ Add $1.00 per book postage & handling. Name: Address: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ City: - - - - - - - - - - - - - - - - - State & Zip: _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

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HANG GLIDING TECHNIQUES by DENNIS PAGEN THE LATEST BOOK FROM SPORT AVIATION PUBLICATIONS 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 techni· ques will have you soaring like an ace. • Learn about speeds to fly - the key to efficient flying whether in competition or cross-country. • Learn abdtJt 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 FLYING 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

TAKE HANG GLIDING WITH YOU

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Getting you on top

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the

The faniliar VE-10 (including its predecessor nodels A,

DON'T MISS THE LATEST ISSUE BY FAILING TO NOTIFY USHGA OF YOUR CHANGE OF ADDRESS! NAME _ _ _ _ _ _ _ _ _ USHGA # _ _ __ same Fl,

for

us.

and D) is five

years old now, And over the years we have built about 9000 of then, \,'e get nodel A's in for r<!pAir (crash danage •n n.any seasons of rough wear) and th€:y go back out as quickly .imd cheaply as a ne\l one, A typical repair bill for crash danage usually rur1s less then 30,00, h'ith a background such as this,

nakes a good invl'Stlclent at 179,00 (stilt),

You hardly ever

see

then on the used l:'..3t'ketplace, Instead t),ey are out at the flying site on gliders all dented up and taped up, "~y do you keep it?" "Because the thing still vorks like it did 1,1hen I got it." Sor.e of our dealers: Sunrise Country Inc, 1 Tokyo, Japan 03-433-0063 Tunnis Been Chandelle SF, Daly City, CA ld5-756-0650 Geoi:ge Whitehill David Handel, Port Elisabeth, South Africa 041-335-JM Mission Soaring Ccmter, Frer.ont, CA 408-656-6656 Pat Denaven Winje l, Co, Lilleharuier, :for~ay /i]-62-55875 Leif Winje Windsports, Van Nuys, CA 213-789-0836 Joe Greblo La Houette, Dijon, France 33-(80)-56 66 47 Leading Edge AlT foUs, Colorndo Spl'ings, CO 303-632-4959 Bill Raisner RAE Harke.ting Ag, St Gallen, Svitzerland 071-23-39-62 Ualter Roosli Skysoaring Industries, Thirroul, Australia 61-42-671794 Steve Kennard Sky Sailors Supply, Applegate, OR 503-846-7385 Ste.ve Bissett Hainair Sports Ltd, Lnncashire, England 411-706-55131 Jim Hudson Hurdock Sales, Christchurch, Ne\.l Zealand 529-285 Kevin Murdock

1,,,cn ,,..._

L/ T[ K

4326 Fish HatchC!ry Road, Grants Pass, OR 97526

OLD ADDRESS - - - - - - - - - - - - CITY _ _ _ _ _ _ _ STATE _ _ ZIP _ __ NEW ADDRESS _ _ _ _ _ _ _ _ _ _ _ __ CITY _ _ _ _ _ _ _ STATE _ _ ZIP _ __ LAST ISSUE R E C E I V E D - - - - - - - - (Please allow four weeks for Processing)

Notify USHGA Early! Please Note: You must notify your post office that you will pay forwarding postage on your second class mail or you may miss an issue.

USHGA, Box 66306, Los Angeles, CA 90066

THE ANSWER MAN by Mike Meier

Dear Answer Man, Recently a new pilot presented me with a Phoenix 12 that he had bought at "a bargain. "He asked, in view of the fact that I was an old hand, that I tune it for him, as his brother and he were having horror story flights on it. When I checked it out I found it was tweaked to the max. Gentle questioning illicited for me a theory that someone not versed in sail wing theory had just tightened up everything that was loose. In your February column there is an assumption that one automatically knows how to tune a glider. Not true. Please review twist, washout, reflex, billow, etc. and how to tune a glider. Also, perhpas in future articles you could provide definitions for terms like "pitch damping," ''pitching moment coejficients, "etc.

Dear Mr. Richardson: You're right. I blew it. I omitted one very small but very important phrase from my suggestion that a pilot ''maintain (his) glider in proper tune, paying special attention to proper adjustment of (his) stability devices ... " The important phrase is "ACCORDING TO YOUR MANUFACTURER'S SPECIFICATIONS." It should have gone in there right after one of the "propers." I would be happy to offer an explanation of twist (washout), billow, reflex, and how these factors affect glider stability. I would decline to try to explain, in any general sense, how a pilot should tune his glider for proper stability. I happen to be fairly experienced in tuning the models made by one particular manufacturer, for whom I have worked as a designer for seven years. Most everything I know about tuning those gliders has been written down in the glider owner's manuals. I don't feel qualified howJULY 1984

ever, to advise a pilot on tuning gliders with which I am not familiar, or to offer general tuning advice supposedly applicable to any glider. I would advise a pilot to get his tuning advice only from the manufacturer, either directly or from the glider manual, or from the manufacturer's authorized dealer. On to your technical question: What is the purpose of twist, washout, reflex, and billow? Twist and washout are the same thing; both refer to a spanwise physical twist in the wing, such that if you put the wing flat on the floor, with the leading edge and the root (center) chord line touching the floor, the trailing edge would be progressively farther and farther off the floor as you moved outboard from the root to the tip. Physical twist in a wing causes each chordwise section to fly at a higher angle of attack than all those outboard of it, and at a lower angle of attack than all those inboard of it. The root section flies at the highest angle of attack, while the tips fly at the lowest angle of attack. This twist can be helpful in keeping the first onset of stall from taking place at the tips, which could create severe spin tendencies and interfere with safe, low speed control. In combination with sweep in the wings, twist can aid pitch stability. When the glider flies faster, and thus at a lower angle of attack, the rearward swept tips are the first part of the wing to reach zero angle of attack and stop lifting. This loss of lift in the rearward swept tips moves the average acting point of the lift forward which tends to raise the nose. Reflex, which is the upward curve in the rear of an airfoil, tends to make that airfoil more stable, and the use of reflex, especially in the root section, is a common method of obtaining stability if flex wings. One of the neatest inventions in flex wing history is the reflex support bridle, which is a string

or cable running from the kingpost to one or more inboard battens at the trailing edge. In normal flight the lines are loose, and the wing has only moderate stability in the normal flight range of angles of attack. This is good, because excessive stability interferes with control. If the pilot goes weightless, however, and the sail begins to blow down, the bridles support the trailing edge forcing tremendous amounts of reflex into the inboard section of the wing and creating a very strong pitch up tendency when the pilots most needs it and has no control himself due to his weightless condition. The adjustment of these bridles is very critical on many gliders in determining the strength of the pitch up tendency at low angles of attack. Hence my recommendation on making sure they are properly (ACCORDING TO MANUFACTURER'S RECOMMENDATIONS) adjusted. Billow is a somewhat antiquated term that used to refer to the difference in nose angle between the frame and the sail on older gliders. Flex wings haven't really had any billow for several years now, but some designers still have a nostalgic affection for the term and use it to refer to the general level of slackness in the sail. Its effects on flight characteristics and stability are too complicated to be discussed here. (In other words, I don't know.) I can say that more billow (slackness) will mean more twist, but usually not more stability. If that confuses you, don't worry. It's confused a few designers too. Finally, I'm sorry if I didn't define my terms well enough in the February installment. In the technical part of that article I was answering a specific question of a rather technical nature, and I geared my response to the apparent level of technical understanding of the questioner. I originally wrote that piece as a private response, and only later thought to submit it for publication.•

number of variable number of What follows is discussion of the fundamental forees involved. Then I'll describe the factors each formation of air, the "birth" of the thermal when that

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development of the thermal as it rises, and its eventual dissolution. Causative Force The force behind the phenomenon of thermals is solar energy. That is, a typical thermal is created basically as follows. As the sun strikes the earth, it heats the surface and the surface in turn warms the air around it. Some components of the surface heat more rapidly than others: a sandy area heats faster than a forest, for example. The air around the more rapidly heating components heats faster than does the air around other components. In general, warm air is lighter than cooler air. However, moisture plays a role also, since water vapor is about 35 DJo lighter than dry air. Thus, a moist air mass is lighter than a dry air mass at the same temperature. The rule, then, is this: If an air mass is warmer and/or wetter than the air around it, that air mass is lighter than the surrounding air.

gins to expand as it rises. The thermal continues to rise as long as it continues to be lighter than the air around it; its rate of ascent is dictated by how much lighter it is. As the thermal expands and cools, its climb rate lessens. Since the rising air must be replaced, cooler air around the thermal sinks. This circular flow thus forms a small scale convective system. Thermals occupy only a small portion of a given convective area. Because the sinking air occupies a larger area, it settles at a slower pace than the lifting air rises. The air sinks at the fastest rate close to the thermal. As the distance from the thermal increases, the rate of the sink decreases. Dissolution Eventually, the thermal meets one of a number of possible fates and ceases to be. It may be blown apart by winds, it may become a cloud which then dissipates, or it may simply fade away as it expands, cools, and mixes with surrounding air.

FACTORS AFFECTING POTENTIAL THERMAL FORMATION As a very rough rule of thumb, direct sunlight heats dry ground sufficiently to form a potential thermal - an air mass which is lighter than the surrounding air - in about 20 minutes. The sun doesn't warm the earth uniformly, however. Variations in the following factors affect the formation of potential thermals, resulting in numerous exceptions to the "20 minute" rule. The Angle of the Sun Striking the Surface The angle at which the sun strikes a surface plays a large role in how much heat that surface absorbs. The sun's angle on a given area varies with the latitude, the season, and the time of day. Further, variations in the contour of the ground cause individual components of the terrain to receive more solar heating than others. Surfaces which face the sun directly absorb more energy than those which the sun strikes at an angle or not at all. An east-facing slope, for example, is apt to produce potential thermals in the morning, is less likely to do so at noon, and probably won't in the afternoon. Surface Characteristics Some surfaces are inherently more heat-absorbent than others: • In general, dark colored surfaces absorb heat while light surfaces reflect it. • Smooth surfaces absorb more heat than rough ones do. • Bare earth heats more readily than vegetation, partly because plants transpire moisture and thereby cool the air and also because plants in-

Triggering Impulse If the air mass becomes sufficiently lighter than the surrounding air, it is eventually "triggered" and becomes a thermal - that is, it separates from the surface and rises. Triggering creates a varying amount of turbulence at the surface as heavier air rushes in to replace the lighter, rising air. Convection A thermal is smallest, strongest, and most turbulent right after it is triggered. Shortly after separating from the ground, the thermal contracts, then beJULY 1984

volve more surface area to be heated. However, vegetation retains heat longer than bare earth does. • Dry areas heat more readily than moist ones because some of the sun's energy is expended in water evaporation. Further, heat is stored in the water, where it is conducted downward, away from the surface. In other words, potential thermals are much more likely to develop above a pile of rocks than over the vegetation around it, atop a sandy beach than above the lake next to it, and over a plowed field than in the neighboring woods (until late in the day, that is, when the situation reverses and lift is more likely to be found above vegetation because of its superior heat retention). Because urban areas abound with smooth, dark surfaces such as streets and parking lots, cities and towns frequently generate potential thermals. (Naturally, sufficient altitude and extreme caution are required when flying over inhabited areas.) Obstructions to the Sun's Rays Anything which prevents the sun's rays from reaching a given surface prevents that surface from heating. Natural obstacles in the air include clouds, haze, dust, and fog. Man contributes others in the forms of smoke, soot, and smog. Surface features of greater height than surrounding terrain - mountains, trees, buildings, or other structures - cast shadows indicating areas of blocked sunlight. If the obstruction is total, as with heavy cloud cover, surface heating is curtailed. Less than total obstruction, on the other hand, can actually facilitate development of potential thermals since uneven heating occurs more readily when the sun strikes only portions of the surface. Winds. In some ways, wind hinders the formation of potential thermals because it cools the surface and mixes the air above it. In another way, though, wind can be helpful. As the wind cools the surface, sheltered areas can continue to absorb heat, perhaps resulting in the temperature differential necessary to create potential thermals. Fields of dry crops or weeds and sheltered areas downwind of obstacles are excellent sources of poten12

tial thermals in windy conditions. Factors Affecting Thermal Triggering An accumulated mass of light air is not a thermal in itself: it takes a triggering impulse to change that potential thermal into a real live thermal. The triggering phenomenon can be compared to what happens when condensation accumulates on a pipe. The moisture may cling to the pipe indefinitely, but if you touch the pipe with your finger, you break the surface tension holding the moisture to the pipe and water drips from that spot. Further, surface tension begins to break in a chain reaction along the surface, causing moisture to flow down the pipe and drip from the original point of contact. Similarly, a relatively mild triggering impulse can sometimes unleash a large thermal. Any of a variety of forces can trigger thermals, as discussed in the following paragraphs. Thermal triggering generally begins at some point after sunrise known as the day's "trigger time," which can be as early as 8 o'clock. Triggering ceases at

"shutdown time," usually sometime in late afternoon or early evening. Trigger Spots A trigger spot is a surface feature which can cause thermals to separate from the ground. Some trigger spots involve sharp contrasts in elevation: ridge crests, mountain peaks, ledges in slopes, cliffs, or ravines. (To visualize these trigger spots imagine that the Earth is a ball and you dunk it in the water. All the places where the water drips off are trigger spots.) Other trigger spots involve sharp contrasts in temperature: the edges of woods, lakes, snowfields, farmed areas, or bodies of water. In Conjuntion With Air Motion. Probably the most common type of thermal triggering occurs when the wind or other form of air motion brings a potential thermal into contact with a trigger spot. This fact explains why triggering does not necessarily - and most often does not - occur in the same place as the original heating of the air mass. For example, a mass of light air calleeHANG GLIDING

WIND

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WIND

ting atop a plateau and then pushed along by a breeze is apt to break free when it reaches the plateau's edge. When the wind is light and thus less likely to trigger thermals on its own, suitable trigger spots become increasingly important and triggering is more likely to take place at a location apart from where the original heating of the air mass occurred. When looking for thermals on light-wind days, then, pay more attention to trigger spots than to heating sources. As Independent Triggering Forces. A trigger spot can sometimes cause a thermal to break free even without assistance from air motion. For example, a trigger spot involving contrasts in temperature rather than elevation - e.g., the edge of a lake, river, woods, or snow field - sometimes results in an air mass that is significantly lighter than the air around it. Such an air mass can trigger itself; i.e., it can break free with no additional triggering impulse. Or, it may be triggered by a much weaker impulse than would be required JULY 1984

otherwise. As another example, a mass of warm air collecting in a mountain valley and then flowing up the slope is apt to break free when it reaches the crest.

1982 Southern California XC Meet, Mt. Wilson California: The thermals are beginning to get weak. In a desperate move, head across a flat valley to a large steel mill approximately 5 miles away, arriving about 300 feet over the top. The strong, constant thermal generated by the mill allows me to gain 7,500 feet (the best gain of the day) and fly close to 50 miles (15 more than anyone else).

Air Motion Most thermals are triggered with at least some help from the wind or other form of air motion. As an Independent Triggering Force. The wind can act as a triggering force on

its own by simply "nudging" a potential thermal sufficiently. Anything causing the air to move - a car traveling on the road, an airplane taking off, a train moving down the tracks, another thermal breaking loose nearby - can have this same effect. In Conjunction With Trigge1· Spots . More commonly, air motion carries potential thermals to trigger spots, as discussed earlier. Setting the Stage For Triggering Aloft. Strong winds can create a turbulent layer of air. Internal turbulence can trigger thermals above the ground, largely independently of surface features. In such conditions, only very high, well-defined peaks or ridge crests trigger ground-based thermals, and these thermals are usually triggered at regular intervals. Extreme Local Temperatures Extremely high temperatures from sources other than the sun, concentrated in a localized area, constitute a special type of thermal in that their own heat eliminates the need for any additional triggering. Fires. A fire, man-made or ·natural, creates masses of rising air. Unfortunately, it also creates powerful downdrafts as it draws in oxygen to feed itself. All that needs to be said about a thermal produced by a fire is this: as a medium for soaring in a hang glider, forget it! Factory Thermals. Large factories sometimes produce usable thermals. If you decide to soar in a factory-generated thermal, be aware that in addition to dirt, smoke, soot, and unpleasant smells, some factories emit toxic fumes. Further, factory-produced thermals are often very turbulent. FACTORS AFFECTING THE THERMAL AS IT RISES Thermals have been compared to snowflakes: no two are exactly alike. There are, however, some general "types" of thermals. An understanding of the variables which create and shape these basic structures as they rise can help a pilot take advantage of all the lift they have to offer. Size of Potential Thermal This is perhaps the most straightforward of the variables involved in thermal 13

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structure. The size of the original air mass which rises in response to a triggering impulse determines the initial horizontal size and shape (more or less) of the resultant thermal. Thermals can be anywhere from one or two feet to thousands of feet wide. To be of use to hang glider pilots, a thermal needs to be a minimum of about 60 feet wide. Duration of Heating The duration of heating a given surface receives - i.e., whether it gets constant or intermittent heating - determines the overall vertical structure of the resultant thermal. There are two basic thermal structures: column thermals and bubble ther:nals. Column Thermals. If a surface receives continuous heating, it's apt to produce a steady column of warm air rising from the ground: a "column thermal," the most common type of thermal. The strongest lift is found in the center or "core" of the thermal since the outer edges are slowed by friction. When air flowing up the core reaches the top of the thermal, a vortex ring effect occurs: the rising air spills over, spreads out, and sinks down the sides of the thermal, some of it rejoining the rising air. If solar heating is interrupted, say by a passing cloud, the thermal activity stops, cutting off the column. The result is a column thermal segment. When surface heating resumes, thermal activity resumes. Bubble Thermals. If heating is intermittent or generally weak, a "bubble" of light air may be released and forced upward as heavier air rushes in beneath it. After a period of time - a few 14

minutes or an hour or more depending on how rapidly the surface heats another bubble is released. Theoretically, a bubble thermal often has the shape of a vortex ring - like a smoke ring - with strong lift at its core and weak lift or sink around its edges. (Almost any discussion of thermal shapes is based on theory. There have been attempts to color and photograph thermals, but the results have been inconclusive.) Winds Winds can affect the structure of a

thermal in several ways. Frequency of Triggering. If thermals are triggered frequently as a result of strong winds, individual thermals tend to be small and weak. Downwind Lean, Drift. The wind also influences the course a thermal takes as it rises. Column thermals lean and drift with the wind in varying degrees according to the strength and direction of the wind versus the strength of the lift. Because they are "connected" to the ground, column thermals are subject to surface drag and tend to cling to the

--------------------------------------------,

HANG GLIDING

ground, resisting this leaning and drifting to some extent. Since bubble thermals, column thermal segments, and column thermals triggered above the ground are totally detached from the ground, they are more susceptible to drifting with the wind. Multlple-Core Thermals. The action of the wind can create thermals with multiple cores or areas of strong lift. The wind may blow weak thermals to a strong trigger point, where they merge. Also, winds created by a thermal breaking off may trigger other thermals near-

by. The thermals may then join, forming a single thermal with multiple cores. Similarly, a thermal passing by in the wind may trigger other thermals; again, the thermals may combine to form a single multiple-core thermal. Thermal Disruption, If the wind is stronger than the thermal, it can disrupt the thermal by literally blowing it to bits. A wind of 15-30 mph is strong enough to disrupt most thermals to the point of being no longer useful for hang gliding. Formation of Streets. A potent thermal-producing area often generates one thermal after another. If there's any air movement, those thermals drift downwind and tend to arrange themselves in rows called thermal streets. The direction of a thermal street depends on terrain. If it forms above a ridge, as pictured on page 10, it forms at an angle to the wind. In the absence of major obstacles, a thermal street parallels the wind. Thermal streets allow straight-line flight along their full lengths with only occasional, if any, circles in thermals. (See the discussion of ''How to Soar in Thermal Lift," later in this section, for more information.)

The rows of lifting air are separated by a distance about two and a half times the height of the thermals. Sinking air, ranging from moderate to strong in proportion to thermal strength, occurs between the rows. For thermal streets to form, the wind must blow in roughly the same direction throughout the convective layer (the layer in which thermals form and rise), preferably increasing in speed with altitude so that thermals can form close to the ground in mild winds but stronger winds are available aloft for easier downwind flight. Ideally, the convective layer is capped with a stable layer. • CONTINUED NEXT MONTH

Hang Gliding According to Pfeiffer: Skills For The Advancing Pilot. Published by Publitec Editions, 273 Lower Cliff Dr., Box 4342, Laguna Beach, CA 92652.

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LIGHT JULY 1984

SHEAR

HEAVY SHEAR

en deRussy has owned and operated the Hang Glider Emporium of Santa Barbara since 1974. In February of 1981, at a Wills Wing dealer seminar, he served as the prime mover in the formation of the HODA (Hang Glider Dealers' Association). Following a long dormant period this organization has been resurrected and currently exists as an association of several California hang gliding flight schools and dealerships. The following interview with Ken provides insight into the purposes, goals, and recent activities of the "new" HODA. HG: So, what happened to the "OLD" HODA? Kd: In a nutshell, I think maybe our original goal of creating a national organization of active, full-time schools and dealerships was somewhat premature. There was a lot of enthusiasm at the time the organization was formed but we didn't follow through in getting it off the ground. In retrospect, I believe that was because we didn't fully realize at the time what a diverse lot we were, what a difficult time we would have establishing common ground and communicating on a national level. HG: What inspired you to reactivate the organization in December of '83? Kd: Throughout much of '83 I had been hearing gloomy reports of a shrinking sport, poor sales, and shops and schools closing or contemplating closing. I got to thinking how I had felt in 1981, when the sport was growing and the industry was relatively healthy. I thought then that an organization like HODA could really contribute towards professionalizing the sport. I guess by late '83, when I realized the seriousness of the sport's decline in this country, I also realized that it was time to give HODA another chance to contribute to the "turnaround" we're all working towards. More specifically, I felt .compelled to campaign for unity and joint aciton in our efforts to rejuvenate the domestic industry. As to what "inspired" me--hey--hang gliding is my life and I'm not willing to LEFT: Hang gliding instructor Ken deRussy talks a student through a landing. Photo courte~y Brooks institute. JULY 1984

let it slip away. Reactivating HODA as a forum for schools and dealerships to discuss mutual concerns and share information was my way of contributing to an overall effort that involves schools, dealers, manufacturers, consumers everyone. I should add that Dan Johnson, publisher of Whole Air magazine, deserves a lot of credit for taking the initiative to suggest that dealers and manufacturers meet together at an ultralight expo in the Los Angeles Convention Center to discuss the state of the industry. Much of my motivation to resurrect HODA came from that meeting, which wouldn't have happened if Dan hadn't suggested it. HG: How does the new organization differ from the old one in terms of struc-: ture and focus? Kd: At this time we are composed entirely of West Coast schools and dealerships. Right now we range from San Diego to the Bay area but we certainly don't perceive ourselves as limited to these areas. Eventually, I think we'll grow to include members from other parts of the nation. Right now however our membership is defined by geographic expediency - that is to say none of us can really afford the time or money it takes to travel great distances as would be necessary to support a national organization. I'm not sure what you mean by "focus" but I can tell that our purposes are the same now as they were in '81: A) to develop improved methods for hang gliding instruction and servicing of hang gliding equipment. B) to act as liaison between consumers and manufacturers, C) to promote professionalism in businesses engaged in giving instruction and selling hang gliding equipment, and D) to provide a regular, reliable communication network among members. We've been meeting once every two months at various locations up and down the coast. We have a core group of about seven businesses who are always represented at these meetings and our overall attendance is gradually increasing. HG: So what goes on at these bimonthly meetings, anyway? Do you guys sit in dimly lit, smoke-filled rooms and plot

and conspire, or what? Kd: Probably the most profound result

of our meetings so far is each of us discovering that we are not alone in the process of handling the challenges of running our hang gliding businesses. It turns out that, for the most part, we all deal with the same situations and difficulties. Consequently we have all independently reached similar conclusions and evolved essentially the same methods. We're saving each other a lot of time in identifying problems and solutions to problems. Every meeting at least one of us comes in with a story of how another member's information has directly helped save money, time, or trouble. I think the reason this aspect of it is working out so well is that we have a common goal. We all want to earn a living doing what is most important to us: sharing hang gliding with as many people in the world as possible. If HODA sounds like a conspiracy, it's only because it is a conspiracy. We're all scheming about how we can keep the school/dealer network healthy so the sport can grow. HG: I can see how it is of direct benefit to HODA members and manufacturers for the sport to grow. How exactly are a healthy dealer/school network and industry growth of benefit to everyone else in the sport? What do recreational pilots - consumers of hang gliding goods and services - have to gain from growth and prosperous dealerships? Kd: It's this simple. Without the dealer/ school network there IS NO SPORT. Take away the schools and what's left? A small number of diehards might teach themselves using the "book method" or, worse yet, the "trial and error method" both of which are certified death by today's standards. Very few flyers will teach more than one friend once they discover how difficult and dangerous it is to teach hang gliding without knowing exactly what you're doing. Without schools, sales would be inadequate to keep any but the smallest shoestring manufacturers in business. New development would be nonexistent because R&D is incredibly expensive and 17

not worth doing unless there are enough sales to cover the costs, and provide for some profit. From the standpoint of local flying communities, fewer schools translates to less interest in the sport which, generally speaking, translates into more difficulty keeping sites, and a weaker USHGA. As with most sports, the commercial development of this sport has made possible nearly everything that we have. If the dealer/school network is not supported by the consumers and the manufacturers, commercial development will decline and we'll all have fewer places to play and less things to play with. HG: Uhhh -

Anything else?

Kd: I haven't even mentioned parts, repair, tuning tips, community relations and social functions that many dealers provide. Also, the less schools there are the less chance experienced pilots have to move their used equipment, although if no new equipment is available, who'd want to sell their old stuff anyway?

HG: What about the possibility of factory direct sales by manufacturers? Don't you think that's a reasonable alternative in a diminishing industry? Kd: I don't think manufacturers could

make it on factory direct sales. Without the new blood provided by schools, the flying community would not be able to buy enough to keep the manufacturers in business. Also, the safety and servicing implications of factory direct sales are pretty scary. Thus far, the only manufacturer to go this route exclusively does not seem to be concerned. They are apparently selling unwanted inventory factory direct without regard to industry standards for test flying prior to delivery, or to the service needs of their "customers." The fact that the person who used to design for them felt compelled to publish a disclaimer disassociating himself from their current marketing practices, says a great deal about that situation. HG: Why don't you tell us a little about the statement of position letter that HODA sent to the manufacturers? (See sidebar.) 18

Kd: As you can see from reading the letter, those who signed it have voiced strong support for the idea that manufacturers should certify all their gliders before they deliver them, require all their dealers to offer USHGA certified instruction, and require their dealers to test fly all gliders before delivery. Each of these points provides a hgh level of safety to the consumer and complies with the FAA mandate to the hang gliding community to protect the public safety through self regulation. More imWe the undersigned Hang Gliding Schools and Dealerships, in an effort to support those manufacturer policies which best promote the growth of Hang Gliding in the United States, do hereby agree to the following: 1) As of 12/9/83 we will sell only the products of manufacturers whose gliders are HOMA certified as the time of delivery.• 2) As of 12/9/83 we will sell only the products of manufacturers who maintain and support a dealer network and who require that all of their U.S. Dealers: A) offer hang gliding instruction and B) test fly, prior to delivery to customers, all new and used Hang Gliders.• 3) As of 9/1/84 we will sell only the products of manufacturers who require that all of thi:ir U.S. dealers provide USHGA certified instruction.•

•Note: We realize that there are going to be exceptions to this that a manufacturer cannot avoid (such as selling a glider to an employee or as a trade out, etc.). We'll have to use our best Judgment to determine if a manufacturer is abusing the exceptions. It is our belief that Hang Glider Manufacturers and the Dealer /School network that supports them must mutually maintain and respect these policies in order to assure the growth and survival of legitimate competent entry points for the sport of Hang Gliding.

Sincerely, Chandelle, San Francisco, CA Hang Glider Emporium, Santa Barbara, CA Hang Gliders West, Ignacio, CA Kitty Hawk West, Marina, CA Windsports International, Van Nuys; CA Hang Gliders of California, Santa Monica, CA Hang Flight Systems, Santa Ana, CA

portant, it's in the manufacturers best interest to support the stated policies, since those policies will keep the schools in business, and the schools will keep the sport growing and provide a continuing flow of new customers for the manufacturers. HG: Well, it sounds good, but an it really be done? Is complete adherence to your policies really feasible for a manufacturer? Kd: Well, I know it's possible, because one manufacturer has been doing it for the last four years.

HG: How about the other manufacturers. Will they support the policies? Kd: I think so. I hope so. Most of them, in one way or another, have expressed their intent to observe the policies. I really believe the future of the sport depends on it.

HG: How about other schools and dealers? What has their response been to HODA in general and the letter to manufacturers in particular? Kd: We are pleased with the response so

far. We have been in touch with many other schools and anticipate additions to the signature list. Naturally we'd value the wider support base that more signatures would generate and therefore invite other schools/dealers .to contact us if they are interested in supporting what we're trying to do. We'd also value other opinions and the opportunity to share some of the specific information that we're generating at our meetings. So you see, anyone responsibly involved in teaching people how to fly hang gliders can't lose by contacting us. HG: Wait a minute, does this mean you 're "going national" or something? I though you learned last time that...

Kd: We have re-examined that idea and have concluded that other regional gatherings could work as our group has worked. We believe that any attempt on our part to go national would require organization and resources beyond what we currently have. We are interested in seeing the idea spread and I personally would be happy to spend time with any school/dealership to share what we have HANG GLIDING

The Historical PerspectiveDecentber 1980 reprinted with permission of Glider Rider by Tracy Knauss There's something different about the business of hang gliding - something that presents us as a quasi-business establishment. Just the other day I was iu my favorite Mexican restaurant when the owner approached me for some free tickets to The American Cup hang gliding championships. To avoid another Spanish-American conflict, I used diplomacy trying to explain how I had never asked him for one single free taco. "Of course not," came the surprised reply, "that's how I pay the bills." Well, we pay bills too. Just because we're in the business of fun doesn't mean our expenses are any less real. Admittedly, ours is not a typical form of entertainment. Nonetheless, it's a Legitimate business concern. Why then is the public misled? Probably because we do such an admirable job of misleading them. They're merely responding to the cues we provide, the behavior we exhibit. Our industry provides many examples in which the public is led to believe we're a fly-by-night operation. Our distribuiton network provides a case in point. Normally a person will, according to consumer behavior - all other things being equal - pay more for a safety-related product. A certain assumption is made regarding the price/quality relationship. However, even the best-intentioned consumer finds it hard to turn down an offer that will save a substantial amount of money. A 20% discount is enough to supplant logic. And this is exactly what happens when the backyard dealer sells a product for cost plus 10%. And the continuous flow of new customers indirectly supports such practised.

The consumer can't be blamed for what appears to be a great offer. And the dealer cannot be taken to iss11e because the ultimate responsibility for the product's distribution ?s not his. It is the

JULY 1984

manufacturer's responsibility. They are the real culprits. A large hang gliding manufacturer recently sold an obsolete hang glider to a Birmingham, Alabama resident. Later he showed up, by word-of-mouth recommendation, in Chattanooga with glider in hand. Yet he couldn't fly. The manufacturer had not even referred him to a recognized training school. This type of self-serving action will, in the long run, be self-eliminating for those involved. Meanwhile the sport suffers. This questionable business practice is, by no means, unique to the· hang gliding/ultralight industry. Recently, while mail-order shopping for a telescope, a dealer ad caught my eye: "Don't by a Celcstron until you've talked with us." A quick phone call revealed they were a cost plus ten outfit. And predictably, they were competing with their own manufacturer for sales. Instead of making a referral, the factory sells at list every chance it gets. I'm surprised the dealers tolerate this policy. But it takes two to tango.

Sooner or later, the customer learns that special deals means 110 parts in stock, no service, no regular business hours, etc. And it's not uncommon to see someone who prepaid for a glider, only to watch the company go broke, throwing the customer's currency to the winds. It's understandable we should be considered the tupperware network of sport aviation. This is mildly irritating yet admissable when it comes to tuppenvare and telescopes. But it becomes an iss11e of major concern in the business of sport flying because it affects the safety of those involved. Those who sell must teach. And those who don't conduct a business by rigid, professional guidelines can't afford to instruct. The quality of their training programs degenerates, and the public takes the brunt. Buying from a backyard dealer hurts those who are attempting to b11ild a

legitimate business. How can they afford to amortize their investments, and the costs of lessons and inventory when seatof-the-pants dealers are taking away welldeserved profit through diverted sales? It's a credit to hang gliding to see Wills Wing, and to the ultralight industry to sec Eipper-formance developing strong dealer networks to cope with these problems. Others should follow suit. In other adventure sports the manufacturers insist on factory training. And they required adequate financial backing to preclude unauthorized discounting by their dealers. Of course, the big discount is an industry remnant, reminiscent of earlier days when we were considered by many to be "one big happy family." Sounded good, but made for strange bedfellows. We coudn't blame others, because we discredited ourselves. The same thing happened in scuba diving with dealers passing off as bonafide equipment surplus oxygen bottles and masks. Fortunately, these practices gave way to professional standards, prompted largely by the development of certified schools offering organized training. The same thing is happening in our sport, thanks to the United States Hang Gliding Association, the HGMA, the EAA, and the newly-formed Professional Ultralight Association. But in the final analysis it is the manufacturers who must make the transition. They should realize that protected areas and factory referrals have liability as well as ethical and economic considerations.

If the manufacturer doesn't rake the initiative, he will succumb to the pressures of increased business competition. But if he chooses the proper course, the consumer will automatically support the distribution channel, and the sport will prosper. And I 'II be selling tickets to The American Cup instead of having to ask for free tacos in exchange.•

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WE BEAT THE COMPETITION WILLS WING DUCK - A LEGACY OF ACHIEVEMENT COMPETITION 1st: Rick Rawlings - 180 Duck - '84 So. Cal. League Meet 1st: Mike Rabe - 180 Duck - '84 Pine Mtn. XC Meet (91 Miles) 1st: Tom Phillips - 180 Duck - Part III of '84 Region 10 Regionals 1st & 2nd: Jeff Huey and Rick Rawlings - 180 Ducks - '84 George Hammond Perpetual XC Meet 1st: Jim Shaw - 180 Duck - '84 Arizona XC Race 1st: Bill Floyd - 160 Duck - '83 Torrey Pines Air Race 1st: Rick Rawlings - Duck 180 - 1983 U.S. National Champion 1st: Rich Pfeiffer - Duck 180 - 1982 U.S . National Champion 1st: Rich Pfeiffer - Duck 180 - 1982 So . Cal. XC Meet (122 Miles)

100 MILE XC FLIGHTS OUTSIDE THE OWENS VALLEY 100 + Miles - Cindy Windsor - Duck 160 - May 1984 - Horse Canyon, San Diego, CA 114 Miles - Joe Evans - Duck 180 - May 1984 - Pine Mtn. , Oregon 100 + Miles - Gary Engelhardt- Duck 180 - May 1984 - Lookout Mtn., Tenn. 100 Miles - Randy Adams - Duck 180 - May 1984 - Mt. Ascutney, VT 108 Miles - Rich Grigsby - Duck 180 - July 1982 - Quartzite, So. Cal. 100 + Miles - Rich Pfeiffer - Duck 180 - May 1982 - Quartzite , So. Cal. 134 Miles - Bruce Case - Duck 180 - April 1982 - Minnesota

There ' s been a lot of noise recently in the hang gliding ad press about competition records and ''superior'' glider performance. At Wills Wing, we' ve never put too much stock in competition results. We feel that the important thing in choosing a glider is how much enjoyment you 'll get from owning and flying it. We' ve tried to engineer gliders that are lots of fun to fly and back them with a service and support program that makes them very enjoyable to own as well. However, if competition and cross country achievement is important to you in your choice of a glider , we'd like to ask you to review the legacy of achievement of the Wills Wing Duck listed above. And while you ' re thinking about that , here' s one more thing to consider. There are twelve pilots who are pre-qualified, on the basis of their competition performance over the last t.hree years, to fly in the World Class in this years U.S. National Championships. These are the top twelve ranked pilots in the country. They can fly any glider they want. Eight of them have chosen to fly Wills Wing Ducks in 1984. That' s twice as many as all other gliders combined.

~LLS,,,,,..,,,,Nti YOU CAN FEEL THE DIFFERENCE! 1208H E. Walnut Santa Ana , CA 92701 (714) 547-1344 I 6366 DEALER INQUIRIES INVITED

gliders been which some really flying. It's not that the areas near Fort Collins, Colorado are that bad, but it seems that I look at most of my along the Front as for the "real" in the higher mountains during the short, but excellent season. Since of 1983, that outlook has started to With encouragement from articles written by Donnell Hewett, and the article written by and Denise Whitman in May 1983 which detailed a auto towing system, I built a system of my own and taught to tow. fall of the system had been revised several times. Using a windshield mounted 0-200 pound scale for tow tension rnonitoring, upper a tow lower harness release with an auto release line, and 200 feet of stainless steel cable with 500 feet of cord for the tow line, the final version was comThe change from a polypropylene tow line to the cable was probably the most important modification for us. It allowed a higher climb-out in less time and made line even through relatively fast and effortless. To launch a number of gliders quickly, it's important to have under 10 minute turnaround times. After the system, I was able to make many 30 and 40 mile cross country flights. There was a flight of 46 miles northeast of Wyoming with up to 7,000 feet AGL. In October, with the of my friend and Rex Snyder, I began tow clinics to area pilots in anticipation of the spring By we had introduced towing to over 50 foot launch pilots and made over 24

Author Bob Faris lifts off under tow in his Comet.

1,000 tows on the system without incident. The time was right for the first U.S. cross country tow meet. The meet was set for the 16th and 17th of April. On Saturday, contestants arrived from various parts of Colorado, only to be by gusty 40 mph post frontal northerly winds. Needless to say, the post flying party planned for the evening started much earlier. Sunday dawned again cloudless, but with a north wind of much less velocity. The tow site is 15 miles northeast of Fort Collins on an obscure four-mile country road in the wheat fields. When we reached the site, the wind was due north at 15 mph and I decided to tow up to check conditions. Just before launchwe spotted a pair of bald eagles go-· ing up fast and it was only 9:30 in the morning. J took a fairly smooth tow to 2,000 feet AGL and decided to practice wingovers back to the landing/takeoff

field. At 800 feet I felt a tllermal bump so I turned to core it up. After a 3,000-foot gain, the small core had turned into an 800 fpm boomer, but I was already two miles downwind with a strong headwind to fight back to the landing field. I thought for a moment about continuing the flight, but since I was the meet director, and my friends had traveled across the state to fly, I reluctantly came back. Originally, I had planned a closed course pylon race and a bomb drop/duration event for those not wanting to fly cross country. After seeing the rapid altitude gain and the fast track downwind, the suggestion to change the cross country event to open distance was unanimous. By the time all the pilots had arrived and gotten organized, it was noon and it had already been soarable for at least 2\/1 hours! The first XC pilot, fan Huss, launched shortly after noon and it apHANG GLIDING

peared that the initial thermal he released in had disappeared and he would have to land. Suddenly, he started turning again and was shortly at 10,500 MSL and well downwind. It looked as if the first 100-mile flight in Colorado was going to be made. This pattern of launch with rapid gain was to be repeated throughout the afternoon. The remaining seven pilots in the cross country meet started scrambling for launch position with those in the bomb drop/duration event waiting for conditions to mellow. Every once in a while a dust devil would rip through the set area sending everyone diving for gliders. Ken Grubbs launched next and repeated Ian's game plan. John Coyne and Rick Fox disappeared downwind, going up. By now, Ken and Ian were reporting that their shadows were passing cars on I-25 and that they were 30 miles south. Pat Leach launched and was soon at 10,000 feet. This made Jim Zeiset, our Regional Director, especially anxious to launch since he and Pat have a standing bet. The wager is based on the difference of the distances flown anytime they fly together. Jim placed a large can of Foster's Ale in the boot of his cocoon for the retrieve wait and launched. The can made it impossible to prone out so the cross country flight turned into a three-minute sled ride. Jim, zero miles, Pat (so far) 25 miles. By now, the wind had dropped considerably and dust devils had quit. The seven contestants in the bomb drop/duration had started launching so it looked as if Jim was out of luck since he was in the back of the launch order for a restart. The object of the bomb drop/duration was to fly as long as possible and drop a flour sack close to a target. The landing had to be made in an area a few hundred feet crosswind to the target to eliminate any low drops. One point per second was awarded for airtime with the closest drop receiving 1,000 points, the next closest 950 points, etc. The standing in the bomb drop/duration was as follows: 1st-Dave Doig, Raven; 2nd-Dave Crabb, Harrier; 3rd-Cleon Biter, Duck; 4th-Liz Jackson, Gemini. Finally, Jim Zeiset gets to launch again while the rest of the pilots are nearly 60 miles away. After catching JULY 1984

probably the last good thermal of the day, he is on his way. Everyone flying reports maximum altitudes of around 11,000 feet while at other times getting as low as a few hundred feet from the ground. Nearing the Denver TCA, strategies are prepared for skirting it to the west. After jumping back to the foothills west of Denver, Ian is flushed and lands at Martin Marietta, which is a high security area, and is greeted immediately by five uniformed guards running toward him. While being searched and questioned he deploys his secret weapon when he declares: "You guys can do what you want with me, I'm just glad to be alive and back on the ground!" This seems to work since the guards help pack up his equipment and give him a ride back to the gate. Meanwhile, Ken Grubbs sees Ian on the ground and floats by him for an extra two miles to clench the first place distance. Pat Leach lands West of Denver for third place. Jim Zeiset, even with a late start, manages to nearly get to Denver for fourth place. Trophies were awarded through third place for each event. The standing for the distance event calculated by the Great Circle method is as follows: 1st-Ken Grubbs, 97 miles, 185 C2; 2nd-Ian Huss, 95 miles, 185 OVR 2; 3rd-Pat Leach, 78 miles, 185 C2; 4th-Jim Zeiset, 54 miles, 185 C2. Congratulations to everyone who par-

ticipated. If there are still those not convinced of the thermal power in the flatlands, I will relate a flight made a few days after the meet. After trolling on the towline to 500 feet AGL, I hooked a moderate (300 fpm) thermal and began climbing. A large dust devil broke loose in a field south of my location, but I was too low to want to enter such a monster. After climbing to 300 feet AGL, I aimed for the dust column and upon entering, my vario pegged up. Coring the thermal was easy, I just looked for the most com stalks. Sixteen minutes after release, I had a gain of 12,500 feet to 18,000 feet MSL and left the thermal, still climbing at 800 fpm. The flight resulted in a 42-mile out and return, but the important thing is that the conditions which produced these flights are a common occurrence in the plains. The towing and the cross country potential for states like Kansas and Nebraska with few footlaunch sites is limitless. Jim Zeiset has organized the Region 4 Regionals to be held as a tow meet at the Salida airport from July 25 to July 29. For more information on the regionals contact: Jim Zeiset, 13154 County Rd. 140, Salida, Colorado 81201. For more information on the tow system used at the meet, or questions about tow clinics, contact: Bob Faris, Front Range Hang Gliders, 1621 Wagon Tongue Dr., Ft. Collins, Colorado 80521 (303) 482-5754. •

Rex Snyder prepares to launch at Mt. Cutlass with an early prototype reel.

THE RIGHT STUFF

Friends by Erik Fair TWO GUARANTEES There are at least two guarantees involved in running a retail hang gliding establishment and flight school. One, you ain't gonna get rich doin' it. Two, you are gonna meet some absolutely fascinating people, some of whom are bound, one way or another, to become your friends. CAPTAIN COOL SHOES I first realized how much I liked John P. Rubino when he stopped by my shop one day in dire need of a rest stop. I was out back showing off a glider or something when John sidled µp and asked: "Mind if I use your shop to go to the bathroom?" I mumbled something like "Yeah sure, go ahead" and kept doing what I was doing. A few seconds later, from the middle of my "casually organized" shop, John sings out: "any place in particular!?" Thought I was gonna die laughing. In retrospect, it strikes me that I was laughing not so much out of appreciation for his sense of humor but more _ out of my own personal sense of relief at having realized that John Rubino was my friend. I certainly had my doubts when I first met him. On that auspicious occasion, about a month prior to the bathroom caper, I was working the day watch out of Hang Flight Systems. It was a slow day as days go, a day that implored me to commence thinking about where my next plate of beans would be coming from. I was studiously avoiding that surly question - waving my fingers in front of my face and otherwise dabbling in catatonia when the man I would later come to know as Captain Cool Shoes strolled into the shop. 28

Me: Solma big stinking mt>zarella cheese these days and I'm tellin' ya it ain't like it was. Ya kinda gotta start over. Shoes: Yahbut maybe yer not givin' me enough credit. No offense but I don't think yer all that bright: Me: Solma guy who can take constructive criticism from arrogant types like yerself (no offense) so why don't you tell me how I can get some of yer money, tune you into the new gliders, and make us both happy? Shoes: One day at a time, son, one day at a time. Me: Great! See ya Sunday! Thirty seconds into our conversation I realized that my standard "We're the greatest - Come on down - Sign up with us" rap wasn't gonna get it with this guy. I was in for a serious game of "Solma-Yahbut" which went something like this: Shoes: Solma licensed jet airline pilot! Me: Yahbut that don't mean you got any advantage over the next guy when it comes to flying hang gliders! Shoes: Yahbut I can drive sailplanes and I useta fly hang gliders back in the old days when you were just a pup.

Shoes: Did I agree to that? Me: Would I lie to someone with your vast experience and aviation background? Shoes: No, I guess not. See ya Sunday. Fortunately, over the course of the next few weeks me 'n Shoes develop a grudging respect for one another. I learn that he is indeed a pretty exceptional aviator and he learns that I'm not blowin' smoke when I say that flying a Comet is a tad different from flying his old Seagull III. Consequently, I stop trying to jam him into a convenient "student pidgeonhole" and he abandons his "I know better" stance.

HANG GLIDING

THE RIGHT STUFF Thus the way is cleared for us to become friends. You already know how John P's bathroom statement got the ball rolling. Now you get to hear how he came to bear the nickname "Captain Cool Shoes." John shows up at the shop on a Monday after a Sunday which had seen him ·make a lot of progress towards getting wired into his new used Comet. He was so stoked about things coming together that he'd gone out and bought a pair of super duper, hi-tech, ultralite, running/hiking shoes which were sure to guarantee exceptionally crisp launches. He was so stoked by the shoes that he decided to drop by with a six pack to show them off, to revel in the breakthrough that they symbolized. Fortunately, the instant I see the shoes and pick up on how he feels about them, I have the good sense to shriek out: "thafs it!! I been searchin' all around for somethin' cool to call you!! From now on I'm gonna call you 'Cool Shoes'!!" A suddenly stunned John P. Rubino freezes in mid revel and, in a voice choked with mock hurt and seriousness, exclaims: "But, ERRRIKK, I always wanted a FANCY nickname that would make people look up to me - like - like - like 'The Captain' or somethin' ! '' "OK, OK!! Captain Cool Shoes' it is - but don't ever let me hear no guff about me now showin' you no respect! ! " I shoot back as we both fall down laughing.

ALFALFA Ya'll already rriet John Shook in Dec. of 82. His sensitive and profound, not to mention comical, portrayal of an X/C driver for me, Spanky, and Buckwheat won him critical acclaim from around the world. Certainly the U.S. Well, at least Texas, Arizona, and Colorado. How about Dallas, Arivaca, iind Denver? Would you believe parts of those cities?? (Oh, never mind.) Anyway, if you· recall, I described John then as a long tall Texan whom I

JULY 1984

considered one of my best students "--despite the fact that he is essentially a human analogy to a Gatling Gun and 'wuffo' questions are his bullets." Just to bring you up to date, John, grinnin', drawlin', and demandin' to know everything under the sun, completes his training with us in late 82, early 83. He goes back home to Colorado for a spell, then appears from time to time in parts of California, Arizona, and Texas where he continues to ask questions in that soft drawl of his, and continues his development as a pilot. For my part, I come to count on seeing Alfalfa and his brother Tom every six months or so when they pop up in my neck of the woods to swap tall tales and trade their beaver pelts for various sorts of hang gliding gear. Last time around the tales are of towing and the enormous potential it holds for flatlanders and other folks without accessible mountain launch points.

FRIENDS VS. THE LAST GUARANTEE Captain Cool Shoes and Alfalfa. Over a period of months and years they become "Valued friends - sharers of grins." Beyond that, as far as I know, the only thing they have in common is "The last guarantee." The last guarantee for owners of hang gliding establishments, for members of the hang gliding community, is this: Sooner or later you're gonna lose some friends. John Rubino and John Shook both died tragically in May of 1984. The Captain, who loved all forms of aviation, went in on a two place ultralight while exploring that realm of flight with another licensed pilot. Details of the accident are unknown at this time. An FAA investigation is in progress. The newspaper, as newspapers do, reported that the aircraft "---plunged and crashed, but did not burn" whatever that means. John Shook died as a result of a towing accident out near Tucson. Rumor has it that he hooked into the tow line but not the glider, released the

tow line at 300' AGL, and fell to his death while going for his chute. Brother Tom witnessed the whole thing and was treated for shock on the scene. An accident report is being prepared by Tom whose grief is, understandably, immense.

THE VORTEX In the vortex of confusion, anger, sadness, regret, and grief that I experienced following news of John Rubino's death I damned ultralights for their abysmal safety record, Cool Shoes for deserting me, and fate for taking such an exceptional person - a person whose friendship had become important to me - a person I wanted to know better. As it was I did the best I could and found out more about him by attending the memorial service in his honor. I found out there that I was right about Shoes - he was an exceptional dude - the kind who leaves a lasting, warm impression on those whose lives he touches. I think about him a lot and miss him terribly already. THE BLACK CLOUD The black cloud was just lifting when, on a R&R journey to Mingus Mtn., AZ, I learned that John Shook had died a week before Rubino's accident. That was just a few days ago and, except for an immediate fleeting (currently nagging) desire to get as far away from this stinking avocation as humanly possible, I have been unable to grieve the loss of the friend I knew as Alfalfa. I suspect that it will have to wait until the next time I see Tom. In the meantime, the hang gliding instructor inside me is screaming to sound the following warning: As promising as the new towing technology seems to be, if you are newly engaged in towing activities at this time, you should consider yourself part of a test group. You are experimenting with a launch technique that is, at best, slightly more dangerous than foot launch because you are relying on more things (continued on page 43)

••

USHGA CHAPTER NEWS "Skyline" Capitol Hang Gliding Assn. (#33) P.O. Box 8808 Rockville, MD 20856 Leroy Kingman, editor 4/84 - The Fischer Road site is now flyable. Bill Criste and Eric Logan deserve credit for the background work. About 18 members from both the Capitol and Maryland HGA's to clear the launch. ''The Current Flyer'' Northern Sky GLiders (#35) P.O. Box 364 Minneapolis, MN 55440 Robin Lindel', editor 4/84 - Bill and Terry Cummings report of a snow-tow on the ice at Swan Lake behind a snow machine with 1,800' of rope. After a release at 1,400' a 15] + fpm thermal was cored off a nearby field and it took them up to 3,400' for a 37-minute flight. ''Newsletter'' Water Gap Hang Gliding Club (#44) 46 South Broad Street East Bangor, PA 18013 Terry Shoemaker, editor 4/84 - The March work-party-fly-in had a tremendous turnout. By noon the work force had completely cleared the main landing field at Tott's and began working on the connecting field. The work party ended up soaring at Kirk's afterwords according to a report by Kevin O'Brien. ''RidgeRunner'' Rogue Valley Hang Gliding Assn. (#45) P.O. Box 311 Medford, OR 97501 Guy Parker, editor 4/84 - UP representative, Mark Bennett, was part of the April meeting. He had some demonstration gliders along with him for the Saturday morning meeting. Craig Cox is responsible for some beautiful artwork in this issue of the newsletter. Keep it up, Craig! JULY 1984

"N ewslettel'" Southern New York Hang Glider Pilots Assn., Inc. (#47) P.O. Box 124 Millwood, NY 10546 Bob Havreluk, editor 4/84 - The SNYHGPA is hosting a gala 10 Year Anniversary Fly-In (and party) on June 9-10. This is to celebrate the passing of ten years of hang gliding at the site. The rain dates are June 16-17. "Sandia Soaring News" Sandia Soaring Society (#73) P .0. Box 14571 Albuquerque, NM 87191 Dave Woods, editor 4/84 - The Tetilla Air Races were held as planned on March 24-25. Good weather and good racing was seen by the 32 pilot contestants. Eleven pilots completed runs down to La Bajada and back. There were 24 completed runs of 7 .56 miles round trip course. The results: 1st - Luigi Chiarani 12:57 $150; 2nd - Tom Spross 16:15 $70; 3rd - Jeff Wolford 16:28 $30. 5/84 - According to a report in this issue, Jim Bell died of injuries sustained while flying in the Tetilla Air Races. Bell apparently tried to trim some time off by cutting across the south bowl. The wind was strong west and the south ridge was kicking off a substantial rotor. After entering the bowl flight became shaky, nose pitched up then dived and tucked into 2-3 tumbles. "Free Spirit News" Free spirit Hang Gliding Club, Inc. (#78) P.O. Box 13 Elmira, NY 14902 4/84 - The club has recently purchased its seecond training glider. This is the first time this editor has heard of a chapter actually buying a glider for training purposes. Other chapters take note.

"Flight Line" Wings of Rogallo (#66) 18880 Tilson Ave. Cupertino, CA 95014 Greg Shaw, editor 4/84 - Newly elected officers are: Jim Leech, president; Ran D St. Clair, vice president; Ken Ward, treasurer; Gerry Mcfaul!, secretary; Pat Denevan, flight director. NOTAM: The Manressa ramp is a glider eater as it is in the rotor, use the area next to the ramp instead. 5/84 - Chris Arai writes of his Good Friday flight from Diablo to Evergreen for 45 miles. Kevin Dutt also writes of his flight from Mt. Diablo to a landing almost to Modesto. Editor Jim Shaw writes that, "We've had more great flying around here (Bay Area) in the last two weeks than we've had in the last two years." "Wind Writer" Houston Hang Gliding Assn. (#71) Rt. 4 Box 4681 Pearland, TX 77581 Mike Poythress, editor 3/84 - 1984 officers are: Carl Boddie, president; Mark DeMarino, vice president; B. Asher, secretary; Karen Misiaszek, treasurer; Mike Poythress, editor; Rich Diamond, Bill Misiaszek, Randy Mccleave, Gordon Cross, directors.

"Newsletter" Sky Riders of New England (#81) 67 Glen Street Malden, Mass 02148 Bud Brown, editor 4/84 - The Skyriders XC Contest is under way, same rules as last year. The three winners from last year decided to keep the $50 in the pot for this year's contest. Entry fee is $5 and you must be foot-launched from a New England site (NY doesn't count). Sign up first, fly second, have witnesses third.

Streamlined - l(a): affording minimum resistance to a current: contoured to reduce drag!!! (Webster's) Well, if we are interested in improving the performance of a hang glider, it is reasonable to expect that the reduction of its drag would be a way to achieve that result. How much depends on several factors, as we we'll see later. One of the easiest ways to evaluate the impact of reductions in drag, is to deal with components for which data are available. There should be no doubt that some degradation of the drag cleaning efforts will be incurred during their implementation, but the essence of the study is to reveal their potential at its apparent maximum. Bill Bennett asked me to use the filling inside my skull to produce some numbers to evaluate the streamlining of some glider components. The action that resulted in the following analysis was triggered by Uncle Bill's question. Here is a hint of what to expect. Consider a wing with a mildly cambered airfoil, with a thickness ratio of 24 percent. The two dimensional drag coefficient is about 0.008 at zero lift coefficient, and rises to about 0.010 at a lift coefficient of 0.8. (NACA 23024 airfoil at 3,000,000 Reynolds number, for wings: reference area = projected area.) If we take a cylinder with a diameter equal to the thickness of the example wing, we find that its drag coefficient has a value of 1.15 to 1.2 (two dimensional case again), this means, believe it or not, about 30 times more than the thick wing. If we used laminar flow wing sections in our example, the increase would be much larger. However, laminar flow requires techniques that are not easy to comply with. In the low flight speed range, the drag of an object exposed to an air stream is directly proportional to its frontal area, to a specific drag factor and to the square of the air velocity. Lift-induced drag will not be considered here. By proper design it is possible to reduce the drag factor to very low values. This factor which reflects the effects of turbulence and surface friction is called the parasite drag coefficient. The drag coefficient varies with the Reynolds Number and with the Mach Number. For low speed flight, just the Reynolds Number plays a significant role. The Reynolds Number (RN), is a function of a specified dimension, flow velocity, and kinematic viscosity. For a given object, at a specified velocity, RN varies with the dimensions of the object if the other conditions remain the same. The dimension in the flow direction is usually taken as base. The base used for wires, cables, or round tubes is the diameter, for a streamlined shape it is the widest dimension. (RN = 9336 x Velocity in mph x Base Dimension in feet, at standard sea level conditions.)

Comparative Drag of Cables, Round Tubes, Streamlined Tubes

The calculations are made for a common set of conditions which are: Airspeed: V = 40 mph Air Density: w = 0.002378 slugs/cu. ft. Standard Sea Level conditions Dynamic pressure: q = Yi w x (mph x 1.4666)' 32

HANG GLIDING

then:

1/8" diameter cable drag calculations in detail:

q = Yz X 0.002378 X (40 X 1.4666)'

= 0.002378 slugs/cu. ft.

4.092 lbs./sq. ft. A = 1/8 I 12 x 1 = 0.0104167 sq. ft./ft. long Cable: 1/8" normal diameter Round tube: 1" diameter Streamlined tube: 1" thick x 2.36" wide (size 2) Streamlined tube: 0.875" thick x 2" wide (size 1) Reynolds Number

Item

V = 40 mph X 1.4666

58.664 fps

= 3441.5 (fps)'

Cop = 1.20 (ref. Diehl) Drag Coefficient

1/8" cable

3890

CDp = 1.20 (Diehl)

I" round tube

31120

CDp = 1.15 (Hoerner)

l" x 2.36" streamline

73443

CDp = 0.089 (Diehl)

0.875" x 2" streamline

62240

CDp = 0.089 (Diehl)

Substituting and calculating: D = 1/i X 0.002378 X 0.0104167 X 3441.5 X 1.20 x 0.05115 lbs./ft. long

1" diameter round tube drag calculations:

CDp 1. 20

•

cable

CDp L 15

round tube

streamline tube

Drag Coefficients of Shapes. ( Two dimensional)

The drag will be calculated for one-foot long segments of each one of the shapes listed above, for the same set of conditions. Again, the approximation is based on two dimensional flow and zero angle of attack where applicable, in the interest of brevity. (The true angle of attack effects depend on the particular installation and the prediction of its effects is not justified for our comparative study, even when significant enough for other purposes.)

(same conditions as above; only the size and drag coefficient change) Note: q = Vi X w X V(FPM)' = 4.092 lbs./sq. ft., our conditions. D = 4.092 X l "/12 X 1 ft. x 1.15 (Cop) 0.3922 lbs./ft. long

1" x 2.36" streamlined tube (size 2), drag: D = 4.092 x 1/12 x 1 x 0.089 = 0.03035 lbs./ft. long

0.875" x 2" streamlined tube (size 1), drag: D = 4.092 X 0.875/12 X 1 X 0.089 X 0.02656 lbs./ft. long

In summary, this is the way they compare in a graphical manner:

Drag equation: Drag (D) lbs. = Yi w x A x V' x Cop

"'·

Where:

air density, slugs/cu. ft.

frontal projected area, sq. ft.

0.05115 lbs./ft. 1/8" dia. cable

0 0.03035 lbs./ft. size 2 weamlined (I" x 2.36")

0.02656 lbs./ft. size l streamlined (0.875" x 2")

V = air speed, fps (mph x 1.4-666

fps) 0. 10

0.20

0,}0

0,1,0

lb./ft.

Cop = parasite drag coefficient, nondimensional Conclusions: 1) The round tube is about 12.9 times more draggy than a streamlined tube of equal frontal area. JULY 1984

streamlined tube frontal

times thicker

Std. conditions).

I 1/8" cable 11t 40

Sink contribution due to cable:

Sink

X 40

the factor 88 converts

streamlined tube:

ft.I min. to

For l" diameter round,

0.0809

Sink

0.3922

ft./min.

is this set of' conditions' constant:

streamlined tube: ().0708

For size Sink

streamlined: 0.03035 X 392

10.7 ft./min.

numbers into more From the total sink rate under attribute the contribution

Work/unit time.

say: vertical

component

Streamlined control bar uprights on the Delta Wing Streak.

For size 1 streamlined: Sink = 0.02656 x 392 = 9.3 ft./min. Note: The details involving the actual design of attachments were not included here specifically, but their impact on the drag and sink contribution can be accounted for by multiplying the measured lengths of the components by the factor 1.20, thus obtaining their effective drag length. This simple device is a good approximation and the errors involved tend to average to zero.

All drag calculations can be made for a velocity of 100 mph and then reduced to whatever speed we want by using the relation: Drag at speed X == Drag at 100 mph x (X/100) 2 The quantity: Y2 x w x V2 is what we call dynamic pressure; its value at sea level, standard conditions is: q = 25.58 lbs./sq. ft. Then, at 100 mph,

By now I feel that it is time to use our findings and to see what they have to do with the performance. In order not to unnecessarily complicate things, we are going to accept simplifications. The simplifications are meant to reduce the number of computational steps at a cost of a loss of accuracy more palatable than the total lack of relevant data. Well, back to the numbers. With the help of the reservations declared above, we are going to accept that all drag forces will be considered horizontal, while the lift and weight will be considered vertical. Performance Improvement by Replacing Round Trapeze Tubes by Streamlined Tubes

D = 25.58 x Front area x CDp Drag os 1-1/8" round tubes (CDp

1.15); 5' long

at 100 mph: 25.58 x 1.125/12 x 5 x 1.20 factor x 1.15 == 16.55 lbs. at 27 mph: 16.55 X (27/100) 2

1.206 lbs. (one length)

at 35 mph: For comparison purposes we will consider two gliders of different aerodynamic qualities. We will name the average type, "Case I" and the higher performance one, "Case 2 ". (We are talking of different aerodynamic drag characteristics only.) For our study we list here the reference parameters:

16.55 x (35/100) 2 = 2.027 lbs. (one length) Drag of 0.875 x 2" streamline (CDp = 0.089); 5' long at 100 mph: 25.58 x 0.875/12 x 5 x 1.2 factor x 0.089 = 0.996 lbs.

TABLE I

Velocity, mph Sink Rate, fpm L/D at above speeds

Glider Case I

Glider Case 2

27 400 5.94

35 320 9.62

Modification ''A''

Note: Due to the sensitivity of the shape to angle of attack effects, this value will be increased by fifty percent to account for conditions in the average flying situations, thus we will take: Streamline tube drag at 100 mph = 0.996 x 1.5 = 1.50 lbs. Taking the drag of streamline at 1.500 lbs. at 100 mph, we get:

Replace two downtubes (round), by two streamlined tubes. Original round tubes: 1-1/8" diameter x 5' Jong each. Replacement streamlines: 0.875" x 5' long each.

(27 /100) 2

0.1094 lbs. (one length)

at 35 mph: 1.50 x (35/100)'

0.1840 lbs. (one length)

We start calculating the drag of the components in question and finding the difference between the original and modified installations. The difference of drag multiplied by the speed and divided by the gross weight will give us the reduction of the sink rate. (This is assuming that there is a drag reduction.) Later we will see that knowing the new net sink rate, the new L/D can be obtained and comparisons made.

We are ready now to calculate the total trapeze drag. Hey! Wait a minute! What about the effect of our paws wrapping the base tube and the proximity of our body so close? We are going to settle this out of court by applying an additional factor of 1.25 to the base tube drag and call it interference drag penalty. No more questions? (These earplugs really help!) 0.K., let's see Mod. "A" first:

Component drag calculations:

Original: (3) round tubes, (2) down + (I) base.

Again, in general, Drag = Y1 x w x Front area 2 X V X CDp

Total drag: D = 16.55 x (2) + 16.55 x (I) x 1.25 interference

(Velocity is in fps, area is in sq. ft., density in slugs/cu. ft.) JULY 1984

at 27 mph: 1.50

53.79 lbs. at 100 mph. 35

or: D

53.79 x (27/100)' = 3.92 lbs. at 27 mph

at 35 mph

3.92 0.356

6.59 0.598

3.564 lbs. less drag

5.992 lbs. less drag

Original Minus Mod. "A"

or: D

at 27 mph

53.79 x (35/100)' = 6.59 lbs. at 35 mph Now we are ready.

Mod. "A": (2) streamlines, down + (1) round, base.

Calculation for the improved L/D achieved by Mod. "A" and Mod. "B"

Total drag: D = 1.50 x (2) + 16.55 x (1) x 1.25 interference D

See Table I for the listing of the reference parameters. With this material and with the results of the previous calculations we are ready for comparisons.

23.69 lbs. at 100 mph.

or:

Recapitulating:

D = 23.69 X (27/100) 2

1.73 lbs. at 27 mph

Drag Reductions for Mod. "A" and Mod. "B"

or: D = 23.69 x (35/100)' = 2.90 lbs. at 35 mph

So, we say now that the difference of drag is: at 27 mph

at 35 mph

3.92 1.73

6.59 2.90

2.19 lbs. less drag

3.69 lbs. less drag

Original Minus Mod. "A"

These key numbers are essential for the calculation of the performance improvement that we are going to do later.

Mod. "A"

Mod. "B"

Glider Case 1 (27 mph)

2.19 lbs.

3.56 lbs.

Glider Case 2) (35 mph)

3.69 lbs.

5.99 lbs.

The reduction of sink rates can be approximated by using the method previously explained. Sink rate variation = (drag change (lbs) x velocity (fps) )/weight S.R.V. (fpm) = (lbs. x mph X 88)/lbs.

Modification "B" Replace all three round tubes. Install three streamlined tubes. Original round tubes: 1-1/8" diameter x 5' long each. Replacement streamlines: 0.875" x 2" x 5' long each. We figured the drag of the qriginal configuration trapeze; so we will concentrate on the Mod. "B" case.

S.R.V. = 2.19 x 27 X 88/250 = 20,8 ft./min. Case 1 Mod "A" S.R.V.

3.56 x 27 x 88/250 Mod "B"

33.8 ft./min. Case 1

S.R.V.

3.69 x 35 x 88/250 Mod "A"

45.5 ft./min. Case 2

S.R.V.

5.99 x 35 x 88/250 = 73.8 ft./min. Case 2 Mod "B"

Mod. "B": (2) streamlines, down + (1) streamline, base. Total drag: D = 1.50 x (2) + 1.50 x (1) x 1.25 interference D = 4.88 lbs. at 100 mph.

Net sink rates:

Or: D = 4.88 X (27/100)'

0.356 lbs. at 27 mph.

Or: D = 4.88 x (35/100)' = 0.598 lbs. at 35 mph. Then we say that the difference of drag is:

For the net.sink rates, we subtract the above results from the original sink rates (400 for case 1 and 320 for case 2)

Case 1 Mod "A": 400-20.8 = 379.2 ft./min. Case 1 Mod "B": 400-33.8 = 366.2 ft./min. Case 2 Mod "A": 320-45.5 = 274.5 ft./min. Case 2 Mod "B": 320-73.8 = 246.2 ft./min.

HANG GLIDING

Now, to obtain the "new" L/D's, we calculate: In general: LID = mph x 88 I sink rate in fpm Then: Case 1 Mod "A": LID = 27 x 88/379.2 = 6.27 (was 5.94) Case 1 Mod "B": LID = 27 x 88/366.2 = 6.49 (was 5.94) Case 2 Mod "A": LID = 35 x 88/274.5 = 11.22 (was 9.62) Case 2 Mod "B": LID = 35 x 88/246.2 = 12.51 (was 9.62)

It is important to appreciate that our analyses were made about a point on a polar curve, and that linearity was assumed for expediency. We should be aware that the simple parabolic polar curve approximation, the method used for airplane performance analysis, is far from being accurate when hang glider aeroelastic characteristics are taken in account. These statements are not meant to be a smoke screen but to emphasize the technical difficulties encountered when precision becomes the essence of our quest for understanding even simple problems. Every effort is the result of a need; incentives are as important as will, but encouragement is perhaps as vital. I had the privilege to hear Bill Bennett, Dick Boone, Joe Greblo and many friends who gave me an indication that a modest exercise like this one could be of some use - at least a reason for some reflection. I am deeply grateful and happy to do my small part. •

13, 92

APPENDIX (Mod. "C" Details)

12. 51

!.LQ•s

11, 22

Kingpost Streamlining Study 9, 62

9,62

+Mod, "B'' + t,iod."B".

5. 94

6.27

6.49

+ t,iod. "A"

+ Mod, "B"

. + i,:od. "A"

+Mod,"C"

L.:=

Original,

Case 1 = 5,9h ~/D ; 27 mph ; hOO fpm sin.k Case 2 = 9, 62 L/D , 35 mph , 320 fpm sink Mod,

"A" = streamline downtubes; round base tube

!,jod,

"B" = streamline downtubes an.ct base tube

irlod,

"C"

= l,iod,

"B" + streamline kinE:,----post

L/D improvement thru strearnlinino-

The four sets of numbers are all you wanted to know to help in deciding what to do. But regardless of the numbers, the best way to appreciate a slower rate of descent and ·a higher L/D, is to relate them to your last competition run, or perhaps to your short landing in a pig pen, regardless of Aeolus's participation in the event.

It is known that the air mass above the wing moves faster than the glider's forward velocity. This incremented speed has the effect of increasing the drag of objects in its path. The kingpost and upper wires are such objects. For a typical glider of 160 sq. ft. wing area, 34-ft. wing span, 250 lbs. gross weight, flying at 35 mph, the calculated airspeed ih-ft. above the wing is 48.1 mph and 38.2 mph at 2 ft. It can be seen that a typical 4-ft. long kingpost is exposed to airspeeds exceeding 40 mph. As an approximation, the center of pressure will be assumed located about 1.05 ft. above the wing. (We are talking of the center of the pressure field acting on the kingpost, like a distributed load whose centroid we make coincide with a center located as indicated.) The average speed will be taken as 41 mph. (The calculations are too long to be presented here.) Then, the dynamic pressure will be (41/35)' = 1.37 times higher than that corresponding to the flight speed. (Almost 40% higher.) Drag of round tube kingpost: (1-1/8" diameter x 4' long) D = 25.58 X 1.125/12 X 4 X 1.15 X (41/100)' = 1.854 lbs. Drag of streamlined kingpost: (0.875" x 2" x 4' long)

lJ, 92 L/D\

~=--~---~~--~~9 , 6 2 ~/ D __ /

-----,,-,;,...________ • -------------- • \_

C ,

Then, the reduction of drag is: 1.854 - 0.1116 = 1.742 lbs. The corre;;;ponding decrease of sink rate will be:

------ -. ---,,_ I

JA'

extra ::ilstance for

same a.l "ti tude 1 ass

minute at 27 mph

J5 mph Oc• = 1min, 48 sec. at 35 mph OB'

= 1 minute at

PoirYC A = l.1-00 ft,

D = 25.58 X 0.875/12 X 4 X 0.089 X (41/100)' = 0.1116 ]bs.

loss

Sink decrease = 1. 742 x 41 x 88/250 = 25.1 ft. min.

Pcint B ::: 221 ft, loss

Point C = lfOO

Glide Profile

[-c,

loss

For the Case 2, if the Mod. "B" is applied in conjunction with Mod. "C" (kingpost fairing), then the LID will be:

<Jriginal glider 9, 62 L/D !,lod, "B" and Mod, "C" lJ,92 L/D

i,:od. "B" = trapeze all streamline tubes

:,:od, "C" = streamline kingpost

JULY 1984

LID = 35 x 88/(246.2 - 25.1) = 13.92 (was 9.62 before Mod.'s)

RATINGS AND APPOINTMENTS Beginner Ratings Name, City, State

Region

Jan Faber, Oakhurst, CA ............ 2 Martin Gwynn, Lincoln, CA ......... 2 Kaniel Klein, Fremont, CA .......... 2 Jeffrey Price, Fairfax, CA ........... 2 Russell Rotzler, Cupertino, CA ....... 2 Jeff Schuster, Berkeley, CA .......... 2 Boaz Super, Berkeley, CA ........... 2 Kevin Young, San Pablo, CA ........ 2 Rhonda GuggenheJmer, Long Beach, CA ................. 3 Gaigo Funaki, Los Angeles, CA ...... 3 Mark Brooks, Mesa, AZ ............ 4 Ken Crandall, Phoenix, AZ .......... 4 Henry Harmon, Scottsdale, AZ ...... 4 Terry Hunter, Phoenix, AZ .......... 4 Jane Jordan, Phoenix, AZ ........... 4 Bonny Phyfield, Phoenix, AZ ........ 4 Katie Tansley, Scottsdale, AZ ........ 4 Phil Grubenhoff, Ft. Bragg, NC ..... IO Karl Morris, Wilson's Mills, NC ..... 10

Joey Fresquez, Culver City, CA ...... 3 Yoshiaki Ishii, San. Barbara, CA ..... 3 Karen Schenk, Canoga Pk., CA ...... 3 Brian Smith, Canoga Pk., CA ........ 3 Pat Troy, Fountain Vly., CA ......... 3 Dino Ventura, Goleta, CA ........... 3 Carl Voelker, Modesto, CA .......... 3

Tracy Hughes, Ketchum, ID ......... 5 Wally Bolstridge, Caldwell, ID ....... 5 Bruce Davignon, Williamsburg, MI ... 7 Roy Hubbard, Corydon, IN ......... 7 Greg Baran, Carlisle, MA ........... 8 Gary Brunell, Worcester, MA ........ 8 George Handera, Waterbury, CT ..... 8 Robert Coffman, Baltimore, MD ..... 9 Rick Linebaugh, Spring Grove, PA ... 9 W. Umstattd, Villanova, PA ......... 9 John Watson, Radnor, PA .......... 9 David Baty, Chattanooga, TN ...... 10 Dick Freedlander, Goldboro, NC .... 10 Jim Kiehna, Rockford, TN ......... 10 George Stewart, High Point, NC .... 10 Michael Labado, Abbeville, LA ..... 11

Chris Denney, Jersey City, NJ ....... 12 Dan O'Hare, Rochester, NY ........ 12 Bill Stettner, New York, NY ........ 12 Yoriko Wantanabe Winkler, Kew Gardens, NY ............... 12

Scott Barrett, Lancaster, NY ........ 12 Richard Eisenberg, Short Hills, NJ ... 12 Mark Frasca, Lambertville, NJ ...... 12 Milton Payne, APO, NY ........... 12 Peter Wheeler, APO, NY ........... 12

Akiko Fukuda, Tokyo, Japan .. Foreign Yumiko Iwaki, Minatoku, Tokyo, Japan ..................... Foreign Teruko Sakai, Minatoku, Tokyo, Japan ..................... Foreign Michael Winkler, Munich, West Germany ............. Foreign

Intermediate Ratings

Name, City, State

Region

Bill Morgan, Benton City, WA ....... 1 Michael Obrien, Everett, WA ........ 1 Anrian Pauling, Olympia, WA ....... 1 Brian Slater, Chehalis, WA .......... 1

Christopher Coffey, NYC, NY ...... 12 Dennis Lappert, NYC, NY ......... 12 Michael Maness, APO, NY ......... 12 Gerd Schaefer, Shinagawa-Ku, Japan ..................... Foreign Advanced Ratings Name, City, State

Foreign

Michael Baldinelli, Oakland, CA ..... 2 David Chapman, Hayward, CA ...... 2 Steven Hawks, Sebastopol, CA ....... 2 James Herd, Pleasanton, CA ........ 2 Geoffrey Loyns, Palo Alto, CA ...... 2 Gerry McFaull, Fremont, CA ........ 2 Andrew Piziali, San Jose, CA ........ 2 Jeffrey Wisseman, Merced, ,CA ...... 2

Lawrence Haney, Little Rock, AR .... 6 Ken Beierlein, Roseville, MI ......... 7 Randy Adams, Stockbridge, MA ..... 8 Jeffrey Frelin, Norristown, PA ....... 9 David Slodki, Flushing, NY ......... 12

Region

Karen Castle, Fremont, CA .......... 2 Tim Dold, Monterey, CA ............ 2 Jeffrey Morgan, San Diego, CA ...... 2

Name, City, State

Bradley Mosier, Williamsport, PA .... 9 Jim Sing, New Martinsville, WV ...... 9

Roger Chase, Poway, CA ........... 3 Ed Smalley, San Diego, CA .......... 3

Tom Ivicevich, Redding, CA ......... 2 Phil Moffett, Morro Bay, CA ........ 2

Fred Burger, North Bend, WA ....... 1

David Crabb, Broomfield, CO ...... .4 Kevin Hall, Lakewood, CO .......... 4 Ken Ostrander, Aspen, CO .......... 4 Philip Paris, Flagstaff, AZ ........... 4

Kim Holt, Vail, CO ................ .4

Todd James, Odessa, TX ........... 11 Mark Thompson, Houston, TX ..... 11

Novice Ratings

Debrah Wong, San Diego, CA ....... 3 David Womble, Huntington Beach, CA ............ 3

Kevin Clements, San Diego, CA ...... 3 Roger Felton, La Mirada, CA ........ 3 Dana Higgins, San Marcos, CA ...... 3 Cherie Joseph, San Diego, CA ....... 3 Joel McCormack, Del Mar, CA ...... 3 Helmut Rail, S. Pasadena, CA ....... 3

Bronze Awards Issued With Novice Ratings Larry Burrow

HANG GLIDING

RATINGS AND APPOINTMENTS Officials Name, City, State

Louis Heinonen, Boise, ID .......... 5 Greg Huizenga, Hitchcock, SD ....... 5 Roger Lockwood, Missoula, MT ..... 5 Ron Vest, La Vista, NE ............. 5

Region

EXAMINERS Gustav Johnson, Newton, NY ...... 12

Mel Hair, Tulsa, OK ................ 6

OBSERVERS Hugh Hoglan, Eugene, OR .......... 1

Mike Haas, New Carlisles, IN ........ 7 Bob Kreske, South Bend, IN ......... 7 David Riggs, Lebanon, IN ........... 7

Jon Wenham, Poughkeepsie, NY .... 12 SPECIAL OBSERVERS Ron Vest, La Vista, NE ............. 5 Jeff Gildehaus, Boise, ID ............ 5 David Riggs, Lebanon, IN ........... 7

Art Clark, Marysville, CA ........... 2 James Crosley, Chico, CA ........... 2 Gerry McFaull, Fremont, CA ........ 2

Allan Ba well, Chester, VA ........... 9 Kevin Hunger, Charlottesville, VA .... 9 Dave Stevens, Charlottesville, VA .... 9

Allan Bawell, Chester, VA ........... 9 Kevin Hunger, Charlottesville, VA .... 9 Dave Stevens, Charlottesville, VA .... 9

Robert Brown, Goleta, CA .......... 3 Dennis Yeomans, Lake Isabella, CA .. 3

INSTRUCTORS

B - Basic A - Advanced * - Recertification

Earl Chambers, Birmingham, AL .... 10 Colon King, Miami, FL ............ 10 John Lubon, Greer, SC ............ 10

George Bovine, Tucson, AZ ......... 4 John Martin, Durango, CO .......... 4 Daniel McManus, Farmington, NM ... 4 Ken Ostrander, Aspen, CO .......... 4 John West, Conifer, CO ............ 4

B-Larry !kola, Bothell, WA .......... 1 Bob Fisher, Houston, TX .......... 11 Randy McCleave, Houston, TX ..... 11 Charlie Porter, Austin, TX ......... 11 Michael Williams, Odessa, TX ...... 11

B-Richard Kutyn, Herndon, VA ...... 9 B-Charles Osberg, Lakeland, FL .... 10

Jeff Gildehaus, Boise, ID ............ 5

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~ JULY 1984

~ 39

finish.

all artificial times N"-,rn,•.iMP. the

starts and each new

these sites

doesn't

smoother. The 510's exhibited the most obvious refinements. the team flew !65's with variable geometry. This year they all flew with no ap·· parent sacrifice in climb. Climb is still the Kevlar the sail A fourth half rib Formed faired downtubes and were used. Rather than these tuhes that have heen mold. The 5JO's are defi-

even hooks in at about 160 lbs. on also climbs well as the Wills team demonstrated. If there was as the "clean luff curve such award" the Attack Duck would it. The UP team flew which demonstrated excellent climb characteristics in bullet that feel more like turbulence than lift. and close to the hill in turbulence were the apparent strong UP's new prototype did not t1y at this contest. Delta Streak appears to be similar to last year's model the sail appears to be cleaner and on the l 80's that were at this meet. At least one Streak had three half ribs per side. Foam was added to several of the them were control bars

me in third. Joe Greb lo came well. don't

of the mountain range, able to within several feet of the house thermal cores. Not far behind Bob Tram· 16.35 "'"""'""· hours have at least some carryover value to Bob everyone but me with his strong finish as I've flown with him and looked up at him to know that his like his is in climbBob flies with the of a"~''"""'" level as much of the time The fact that Rick's average faster than Bob's through look appeal· finished third with a time of 677 .8 minutes and average of 15.6 if flew well the first weekend, but fell far short of the mark the second several the course each

been a flies tive. Kevin Kernohan could have won the meet. He was very fast several but on the first he did not ,.,v,up,,,,,,.. the course. He worked himself back up to 5th but the had been done. After the first famous tour excursions he used to take one .. on .. one opponents on wouldn't be low or as as demonstrated an the range ten years the rest of this year. Martin's artistic endeavors. his best

are Mark Bennett, Steve Pearson, Jeff Seott., Rob Kells, Rich Jeff Chiarani. Ken Brown

connections and double connections. Rich Pfeiffer had roller connection and faired helmet. Paul Robinson flew with the Jim Lee harness when he felt conditions warranted the added 36 in·

their varios and said flew without instruments. Performanct~ be 1ninimal. Functional refinements have in

winning team, left to right: Bob Trampenau, Rich l'.feiffer, Don Gordon and Stew Smith,

HANG GLIDING

(9th) turned in the fastest time of the contest with 69.57 minutes, a real smoker. During this last day of competition Ken apparently treated the Sylmar, Kagel complex as a fairly large sand dune and if he continues to do that will be hard to beat in future contests. Also, Cindy Drozda continually cut her times and increased her finishes as the meet progressed, as did Debbie Renshaw. The Cucamunga team (Mickey Brown, Steve Luna, Steve Osterland, and Terry Wilkens) was the highest finishing non-factory team. Steve Luna would have been in the top 10 had he flown all the contest days. All of these pilots displayed brilliant moments and good days. Some were just more consistent than others. Most notably missing from the contest were Chris Bulger, Steve Moyes, Gene Blythe and Jeff Burnett.

Opinions Most pilots liked the TET format and thought the meet went well. Some missed the intensity and tactics of one-onone and some did not. I observed a more relaxed atmosphere at one of the launch locations. Walt Dodge had some definite opinions. He felt the atmosphere during the entire event was more relaxed than last year. There were fewer ''moans and groans." People weren't waiting in gaggles for their opponents so the gaggles were smaller and fewer. Some pilots told Walt they felt there was a greater luck factor with TET. Some felt 'there was less luck involved. Most felt strategy played a smaller role. One pilot felt the primary problem with the TET format was that it required too much pilot skill. Walt felt that from an official's point of view, it was an easier contest to administer than a one-on-one. No seeding had to be done. The mathematics were easy and took 30 minutes. Communications between pylons and the ground were very important and a potential problem. Walt, as usual, ran an excellent contest. This year you certainly have a reputation to live up to and you haven't disappointed anyone yet. Conclusion The contest was good and the format worked. People and gliders competed over many miles using the free flying skills they would use during a cross country flight. The Seed wings team took the trophy home again and Rick RawlJULY1984

ings had the fastest elapsed time for the entire contest. The pilots who made tke smallest number of mistakes did the best. Hopefully the Manufacturers League Meet will be a continuing tradition, a show case for good pilots on state-of-the-art equipment, and new formats for foot-launched soaring competition.•

Teams: 1. Seedwings - 3022.94 minutes (Don Gordon, Rich Pfeiffer, Stew Smith, Bob Trampenau). 2. Wills Wing - 3202.95 minutes (Rob Kells, Mike Meier, Steve Pearson, Rick Rawlings). 3. UP - 3310.09 minutes (Mark Bennett, Monty Bell, Paul Robinson, Homison). 4. Delta Wing - 3313.98 minutes (Luigi Chiarani, Joe Greblo, Harry Martin, Jeff Scott). 5. Airwave - 4109.48 minutes (Ken Brown, Kevin Kernohan, Mark Shell, Hawks)

1. Rick Rawlings (180 Attack Duck)

- 634 minutes. 2. Bob Trampenau (155 Sensor 510) - 645.75 minutes. 3. Stew Smith (155 Sensor 510) 677 .8 minutes). 689.96

5. Kevin Kernoharn (177 Magic III) 700.01 minutes. 6. Harry Martin (160 Streak) 718.22 minutes. 7. Mark Bennett (185 C-2) minutes.

(Right Stuff) (people, equipment) that can go wrong. Think about it.

FRIENDS Getting back to the point at hand, I have one final thought to express before concluding this most difficult installment of The Right Stuff. For some reason, the feelings I experienced as a result of losing two friends compelled me to write about them, to share with you what I liked best about them. Looking back at what I've written, it's apparent to me that what I liked most about John and John were their unique senses of humor, their respective ways of extracting enjoyment from this deal called life. John Rubino, the sly and uproarious. John Shook, the quietly determined practitioner of "Texas Droll." Good people. Good friends. And it's clear to me now why I felt compelled to share them with you. Listen: "Grief, like grins Should be shared with yo' frens ! " So, like----uhhhhh----Thanks for being there---know what I mean? •

Individuals:

4. Joe Greblo (160 Streak) minutes.

(continued from page 29)

729.56

8. Steve Pearson (180 Streak Duck) 775 .26 minutes.

EVERYONE WAS AMAZED My instructor couldn't believe my progress and one of the flyers thought I was a hot pilot pretending to be a student. I could talk hang gliding like a pro and I flew better than any other novice on the hill. My secret? I read Dan Poynter's book before my first lesson. In just a few evenings at home, I breezed through Hang Gliding, The Basic Handbook Of Ultralight Flying and learned all about the sport. It made me an instant expert on weather, materials, design, construction, the principles offlight and I even picked up the basics of flying. It must be a good book, it was the first on our sport and it has been updated nine times; over 125,000 people have bought one. To get your copy of this fun, easy to read book, send $7.95 (includes shipping, Californians add 48¢ sales tax) to:

9. Ken Brown (177 Magic III) 786.01 minutes.

L!bt,.Para Publishing :· P.O. Box 4232-301 Santa Barbara, CA 93103 USA Telephone: (805) 968-7277

10. Rob Kells (180 Attack Duck) 807 .51 minutes.

Send for FREE brochure!

Tims, own likes or dislikes may not be those of the reader and are not at most of the all useful. In harnesses here are very simi· lar in terms of use and construction so would be Ollt

walk. Hang more than dash and desire to The situation the introduction of the knee followed the cocoon harness Seated harnesses evolution from hard to

factors that result in

each harness either loaned to me or purfor the purpose of this have neither an to any one manufacturer or great favorite among the various I have flown all the harnesses some for

here should contact me at for inclusion in the second part of this article slated for few months. Note that may be altered due to the lead time between and ROBERTSON HARNESS STANDARD , , u v u • , , ; Our first the Rolls of cocoon harnesses! J first laid in this harness four years ago in the Chandelle At that San Francisco knew I would

Robertson standard cocoon. Note parachute and stash pocket. Model: Baez.

HANG

son cocoon. I have flown mine now for two years and it is my cross-country harness virtue of that comfort. The main reasons the harness rides so easy are the many the enclosed holds all the the shoulder (with series of elhninates shoulder pressure in a prc,peir1y sized and harness. I realize that the above sounds like the of a father, but know of no other harness that combines all the listed comfort details. Other features on this harness include cordura cloth construction for durabili-

Jim: attachment

control shoulder straps; and ballast/clmte containers; a stash above the on boot; durable boot protector for those low and booHo-chest the boot up when walk-

Harness, Ken Koerwitz has been instrumental in setup standards of for harnesses part of his contribution as a USHGA Director. on the Robertson Cocoon include double or sail storage chute container. This chute container is to mold around the feature most desirable for bulkier type the Robertson Pro is available with all the above features in addition to per

which indicates the you can get from Robertson. Also note that any type of custom work is available for a About the its bulk

High chute Mikolich.

Travelite in backpack position.

boot tends to where my gropfoot can find it in one Also, the harness is very warm which I consider to be an asset three seasons of the year the thick foam contributes to In summer J harness since so anyway. on Note that Ken is ideas and all harnesses have

container and an strap system that serves as a parachute type harness of the material. you can free-fall in the harness and feel secure about parachute This reflects Rich

harness mine. and several other are available from this company. The Standard coon with a faired chute container is $250.00. For brochure write:

ENERGY SPORTS TRA VELITE HARNESS Our second harness comes from that duo Rich Pfeiffer and suspect the company name comes from the output of the rather than any rate, sent me their version with several enthusiastic letters of Let me present the First, the harness r have comes in parat)ac'k with choice of uupmAu,,u version. The basic harness comes stock with a faired chute

JULY 1984

is have spent up to three hours in its embrace a winter with great discomfort. The convenience and seems to be formance. This is the first of the nesses we will review that folds into its This located

You even have room for your helmet and instruments in this harness cum In the convenient cover. These above features render this harness ideal for cross-country as the harness is

necessary one,-inch main and bare bones support system with the flat chute all seem to be to narrow unit container radio attachment strap. boot doesn't seem to less

Walnut 92701

•

instrument for tho clopendahle ...... $21.!j()

Alrspoocl Indicator ... Lonn Hrackot

G.00

wheelr,. control bar_

;Ji;,o 00/prnr Foreign & C.0.lJ. orders add $2.00 Hall Brothers Box 771-H, Control Bar Prntoctors

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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.

HARRIER II 147 - Very low airtime. Excellent condition $1200/offer. For photo or info. (707) 544-5332. 147 HARRIER I - Extra clean, extra parts. Yellow, gold and white. $1050. (213) 436-489 l. 177 HARRIER - Good condition, must sell. Make offer. Any offer. (405) 363-5189.

New PRO-STAR II. Dealers display 160, white w/rainbow. Robertson cocoon w/chute (medium). $1600. OBO (602) 274-8273.

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

PROSTAR 160 - New, custom sail, must sell, make offer (619) 743-2245. RA VEN 179 - Good condition. Trainer control bar, excellent beginners glider (714) 494-2467 after 5. Bob $400.

DELTA WING'S NATIONWIDE NETWORK OF DEALERS can help get you into the air. Alternative financing plans available. For further information and the address of your nearest dealer, contact; DELTA WING, P.O. Box 483, Van Nuys, CA 91408 (818) 787-6600.

WANTED - Raven 229 good condition, driving distance from L.A., for good price. (213) 436-4891.

210 ANTARES - With or without twin engine motor pack. Make offer. (405) 363-5189.

179 RAVEN - w/w cocoon w/chute, w/w stirrup, vario, UP helmet. All good condition. $700 for all or? (818) 282-2306.

COMET II 185 - Excellent condition S1400. Comet I 185 - Fair condition $700. (919) 722-8501.

SEAGULL l l Meter - great condition, super performance, fun to fly, $495. Eipper Supine, $35. (602) 833-6017.

COMET 185 OVR - (1983) - Excellent condition. Red L.E., rainbow double surface, white body, $1195.00. W: (303) 339-9100, H: (303) 423-5353 (PM).

1979 SEAGULL SEAHAWK 180 - with harness, good condition $350. Ken (614) 685-2523.

185-C2 -

SENSOR 510 - 180 - 1983 excellent condition. $1600. (Evening) (814) 355-9240.

8 hrs. $1600.00 (415) 728-7709.

VERY CUSTOM 165 COMET - Sail & frame, big bar conversion, C-2 tip tensioners & base bar, half ribs, X-tra B.S. ribs. Under 100 hrs. $1300. Lake Elsinore (714) 678-3966. COMET 165 - Very low time, perfect condition. Spectrum colored sail with white trailing edges. Mike (312) 259-1600 day, (312) 934-3793 night. GREAT DEAL - Comet 2 165 Like new. Beautiful. (213) 287-9175. $1500. 160 DUCK - Clean green machine (3 shadesbeautiful!) Low airtime $800. Dusty (303) 349-6720. 160 DUCK 1983 - Excellent, 2 hours, $]295. Must sell. (503) 899-8064.

MUST SELL - SHADOW 185, excellent condition, 2 hours airtime $1,000; Super Lancer, good condition, includes wheels $450.; Flight Designs harness with chute and helmet $200. Prices negotiable (203) 629-5919.

STREAK 160 - Red leading edge, white main. No. 203, August 1983. Excellent condition $1400. (213) 498-7613 Chris. STREAK 160 No. 201 Chris (213) 498-7613.

STREAK 160 - New, less than 8 hours airtime. Must sell, baby on the way. $1400.00 (805) 238-3317. 1983 1982

FLEDGE II B - 2 Fledges in very good condition. $700. takes booth. (805) 644-2117.

1982

FLEDGE II B - $1100., Chad flight deck $300., Robertson cocoon $150., Advanced air chute $300., all for $1750. Ron (419) 478-5266.

1982

NEW GEMINI 164 hang glider w/harness, 1982 - flown once, mylar insert, black leading edge w/gold spectrum sail. Hang glider still in original shipping container - will ship within cont. U.S. -$1200. (314) 432-5595 or (314) 432-4017.

JULY 1984

Excellent condition. Call

160 STREAK - Tri-Ply sail Excellent condition, $1000.00 Glen (619) 457-2900 or (619) 284-5206.

DUCK 180 - Well used, flies good, great price. $700. Fledge IIB - Really used, but still flies! $200. Rick (619) 343-2659.

GEMINI 164 - Literally new and unblemished. Gorgeous custom sail. Selling with: UP flight bag, Wasatch knee-hanger harness, 7 1/8 Bell helmet. All new & immaculate! Total $1050. I pay shipping. Call Alan (808) 572-8795.

Schools and Dealers

1980 NOVA 190 - Great shape. Flight Designs cocoon harness, Pacific Windcraft chute. $700. (509) 922-2067.

Rogallos

GOTA C-2 - Must sell. Coemt 135, great shape. Black, blue, white, $700. (208) 234-1644.

Rigid Wings FLEDGE II - Orange, red, good shape $375.00. Red Baron Dragon Fly $250.00, Sun 3B $200.00, 168 Spyder $325.00, Soarmaster $275.00. (503) 276-2329.

1980 1979 1979 1982

LIQUIDATION SPECIALS LEAF Trike (excellent) UP Gemini 164 (good) incl. helmet, harness and wheels UP Gemini 164 (Excellent) Mitchell B-10 50% built (new) Manta Fledge II B Bennett Lazor I 190 (good) Electra Olympus 140 (good) Flyer UP Comet 135 (good)

$1395.00 900.00

925.00 1795.00 895.00 395.00 250.00 995.00

No reasonable offer refused. LEAF (303) 632-4959. W A~TED - Used Hang Gliding Equipment, Gliders, Instruments, Harnesses and Parachutes. HANG GLIDER EQUIPMENT CO., 3620 Wawona, San Francisco, CA 94116, (415) 731-7766.

ARIZONA ARIZONA WINDSPORTS - Certified instruction utilizing the world's only man-made trainer hill. Skyting instruction in the advanced class. Full service shop: gliders, accessories, parts, repairs. Dealer for Progressive Aircraft and Delta Wing. 5245 S. Kyrene, Unit #4, Tempe, AZ 85283 (602) 897-7121.

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, Progressive Aircraft, Pacific Windcraft, Delta Wing. Learn to fly with us! (415) 756-0650. HANG FLIGHT SYSTEMS - Certified instruction program. Featuring Wills Wing and Ultralight Products gliders and accessories. Duck, Comet II, Skyhawk, Gemini demos 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. SAN FRANCISCO WINDSPORTS - Gliders & equipment sales & rentals. Private & group instruction by U.S.H.G.A. certified instructors. Local site information and glider rental. 3620 Wawona, San Francisco, CA 94116. (415) 731-7766. WINDSPORTS INT. since 1974 (formerly So. Cal. Hang Gliding Schools). Largest and most complete HANG GLIDING center in Southern California. Largest inventory of new and used gliders, ultralites, instruments, parts and accessories. Complete training program by USHGA certified instructors. 16145 Victory Blvd., Van Nuys, CA 91406 (818) 988-0111.

CLASSIFIEip ADVERTISING PENNSYLVANIA

COLORADO

NEW MEXICO

FOUR CORNERS ULTRALIGHTS - since 1974. Sales, service, instruction. Box 2997, Durango, CO 81301 - (303) 259-1033.

SANDIA SOARING SERVICE Connection - (505) 298-8454.

CONNECTICUT CONNECTICUT COSMIC AVIATION - 14 Terp Rd., E. Hampton, CT 06424, c/o 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 go in CONN. HAWAII FREE FLIGHT HANG GLIDING SCHOOL Certified instruction, sales, service and rentals. 684 Hao St., Hon., Hi 96821. (808) 373-2549. 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) 396-8557. IDAHO TREASURE VALLEY HANG GLIDERS - Service - USHGA Instruction - dealers for all major brands, accessories - site info, ratings - Box 746, Nampa, ID 83651 (208) 465-5593. INDIANA ALPHA AIRCRAFT, INC. - Dealers for Airwave, Moyes and UP Hang Gliders, Challenger, Falcon, Flight Star and Shadow Ultralights. Accessories, sales, service and training. 145 E 14th St., Indianapolis, IN 46202 (317) 291-6406 or (317) 636-4891. MINNESOTA 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.

SKY SAILS LTD Hang Gliding School. USHGA certified instructors. 1630 Lincoln Ave., Williamsport, PA 17701. (717) 326-6686 or 322-8866.

Your Sandia

NEVADA HIGH SIERRA SPORTS, INC. - 286 E. Winnie, 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.

TENNESSEE

Know Your Line Tension With

BP HI-TOW

NEW YORK MONTAINWINGS, INC. - 6 miles from Ellenville. Five training hills, five mountain sites, USHGA certified instruction and towing. We are now the area's only Wills Wing dealer, also Delta Wing, Pacific Windcraft, Seedwings and Manta. Sail, airframe repairs on all makes, R/C equipment. Main St., Kerhonkson, NY 12446 (914) 626-5555.

PNEUMATIC TENSION CYLINDER & GAUGE TOW LINE

NORTH CAROLINA

UTAH

KITTY HAWK KITES, INC., - P.O. Box 340, Nags Head, NC 27959 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.

FLY UTAH WITH

BUTCH PRITCHETT BOX 299 FINLEY, TN 38020 (901) 285-9490

OKLAHOMA THE HANG GLIDER AND UL TR ALIGHT SHOP - Lessons, sales, service both hang gliders and ultralights. 612 Hunter Hill, OKC 73127 (405) 787-3125.

Delta Wing Products, certified instruction, 9173 Falcon Cr. Sandy Utah 84092 (801) 943-1005.

OREGON

International Schools & Dealers

EASTERN OREGON ULTRALIGHTS - Certified instruction. New and used. Wills Wing specialists, PO Box 362, Pendleton, OR 97801 (503) 276-2329.

CHILE CONDOR ANDINO - Certified Instruction. UP, WW, Bennett dealerships. Fontananrosa 6649, Las Condes, Santiago. Tel. 2296463.

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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)

l 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). l Bold face or caps 50c per word extra. (Does not Include first few

words which lire automatically caps). Special layouts or tabs $20- per column inch.

Payment for first three months required In advance. Please enter my classified ad as follows:

Number of w o r d s · . - - - - - - - @ .35 .. - - - - - - -

Section (please circle)

Parts & Accessories

Aogallos

Rigid Wings

Schools and Dealers

Business & Employment Opportunities

Emergency Chutes

Publications & Organizations

Ultralight Powered Flight

Miscellaneous

Begin with consecutive lssue(s).

issue and run for _ _ __

My check _ _ money order _ _ is enclosed In the amount of $.~~~~~~~-

Phone Number:

P.O. BOX 88308, LOS ANQELES, CA 90088 I (213) 390,3085

I I I I I

---------------------------------------------------------' 48

HANG GLIDING

CLASSIFIED ADVERTISING Brand new - never been used! WW Flylite Harness w/chute container (fits 5'8" to 6' l "), $135. - 20 gore "Advanced Air" parachute, $295. Bulletman Harness (fits 5'8" to 6' l "), $225 or less - one hour airtime. John Bautsch (715) 842-4103.

JAPAN

SUN RISE COUNTRY fN-0

~~~ Distributor major brands hang gliders (Airwave Magic), instruments, parachutes and ultralights. Tokyo 03/433/0063, Yugawara 0456/63/0173, Kurumayama Hang School 0266/68/2724 (April -November). SWITZERLAND

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

Emergency Parachutes NEW RAPID DEPLOYMENT B.U.S. FLY AWAY CONTAINER SYSTEM is the world's newest, fastest and most reliable system. By the originator of hang gliding parachutes. Bill Bennett Delta Wing Kites & Gliders, Inc., P.O. Box 483, Van Nuys, CA 91408 (213) 787-6600, telex no. 65-1425. NEW & USED PARACHUTES bought, sold & repacked. HANG GLIDER EQUIPMENT COMPANY, 3620 Wawona, San Francisco, CA 94116. (415) 992-6020.

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. TREMENDOUS INCOME OPPORTUNITY: Repair Dacron fabrics. New tape product. Requires no special tools. Box 1218 RD-1 Tamaqua, PA 18252 (717) 668-2706.

Parts & Accessories

SA VE $$$$ - Repair your damaged Dacron fabrics. New product, clear vinyl on roll. M/C or Visa accepted. $39.95. Write: Box 1218 RD - l Tamaqua, PA 18252 (717) 668-2706. For sample send $2.00. NEW CUSTOM COCOON HARNESS - 5'10" to 6'2", large ballast, wallet, and parachute pouches, completely faired, ss carabiner, fully padded yet lightweight, finest in the Northwest, blue with silver/white stripe. $250.00 (206) 924-0107.

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, Los Angeles, CA 90066.

Movies AOLI, 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. COD call (619) 878-2255.Rick Masters, P.O. Box 478, Independence, CA 93526.

Rigid Wings FLEDGE Ill, 83, Excellent condition. $1600. Larry (408) 688-7243. FLEDGE Ill - Custom sailwork and rudders. Excellent condition and looks great. Was centerfold in June 1983 HANG GLIDING. (The towed glider.) Can set up for hang gliding, towing, or ultralight flying. Must sell. Will consider any reasonable offer. (916) 345-2115 or (916) 756-6554.

Miscellaneous HANG GLIDING BUCKLES - Photoengraved, solid brass, depicting soaring birds of prey. Exceptional 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, 3\/," dia. Inside or outside application. 25~ each. Include 15~ for postage and handling with each order. Box 66306, Los Angeles, CA 90066.

HANO GLIDING CHARM - 14K gold $48.00, Sterling Silver $38.00, plus $2.50 shipping and handling. Golden Glider, J 129 Turnbull Cyn., Hacienda Heights, CA 91745 (818) 333-3300. 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 \/, 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: Ball 651 vario, Robertson cocoon harness (red exterior, gold-black-gold chevron), parachute and Bell helmet. CONTACT: Robert Fullam, 551 Jean St. #302, Oakland, CA 94610. TYPE: 165 Demon. SAIL: Brown LE, orange TE. Disconnected nose batten, slightly ripped velcro on underside. CON-

The Alpirie Experience. Hang Gliding Travel Service WORLDWIDE: All Safaris include airfare, accom-

modatior)s, transportation, expert tour guide and a maximum of airtime.

Europe 5 countries Hawaii Makapuu Pl.

California, 0. Val Ne\.'J Zealand

Nepal/Kashmir

TEE-SHIRTS with USHGA emblem $8.00 including postage and handling. Californians add 60Jo 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. HANG GLIDER EQUIPMENT COMPANY For all your Hang Gliding needs. We arc dealers for all major brands. Write or call for free price list. 3620 Wawona, San Francisco, CA 94112, (415) 731-7766.

JULY 1984

HANG GLIDER TOW WINCH - 4000 ft of new top rope, automatic rope tension, and rewind. In perfect working order. $2000. (714) 887-9275.

C9·

21 days $1695 Sdays $779 14 days, $898 18 days $1995 21 days $3495 20 days $2795 You can't get a better deal! Our

experience saves money and gives you more airtime

H•A•W•A•l•I FOR INFO PAK SEND $3.00 TO:

SANTA BARBARA HANG GLIDING CENTER 486 Alan Raad, Sanla Barbara, California 93105 (805) 687.3119

CLASSIFIEp ADVERTISING TYPE: UP Gemini 164, '81, #164053. Orange leading edge and keel pockets, white sail, no mylar. FROM: hangar at Morningside Recreation Area, Claremont, NH. WHEN: Sometimg in November, 1983. CONTACT: Jamie Burnside, 12012 Broadway Terrace, Oakland, CA 94611, (415) 654-4539. TYPE: Fledge 118, #7fJO. SAIL: Yellow with brown L.E., brown and yellow tips, green bag. WHERE: Aeolus Flight Center, Groten, MA. WHEN: March 1, 1984. CONTACT: Jim David, 528 Lexington St., Waltham, MA 02154 (617) 899-5496. TYPE: Comet II 165 #1650 and Robert cocoon harness (red) with blue parachute container, and Litek vario (red) In blue bag. WHERE AND WHEN: Livingston, MT along highway, Feb. 11, 1984. PATTERN: Red LE, spectrum dbl. surface, white main body, white keel pocket. CONT ACT: Bill Snyder, 3751 S. 19th, Bozeman, Montana 59715 (406) 586-1840. TYPE: Comet 165. SAIL: Brown LE, red dlb. surface, gold main body w/small brown star left of center. $200 reward. CONTACT: Rob Brohaugh, 170:1, 10th Ave. S., Great Falls, MT 59405 (406) 761-0795

LOST at Elsinore landing area. UP harness, 3-stage ballast container, recessed chute w/ Advanced Air 24' chute. D. brown with "UP" harness. Ball 631 Vario. Bennett helmet, sparkle green. Contact: Willi Muller, Box 4063, Postal Station C, Calgary, Alberta, Canada T2T 5M9. TYPE: High Energy Travelite harnesses. Silver cocoon, black and chrome chevron, experimental IS-foot chutes. UP helmet, vario, radios, altimeter. Also, aqua blue harness with racing boot, white bird with rainbow from wings. Chutes not safe. WHERE AND WHEN: Garage 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. 3TYPE: 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: 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.

USHGA CERTIFIED SCHOOLS GOLDEN SCHOOL OF HANG GLIDING 15912 W. 5th Golden, CO 80401 FREEDOM WINGS, INC. 9235 s. 225th w. Sandy, UT 84070 FREE FLIGHT, !NC. 7848 Convoy Ct. San Diego, CA 9211 l KITTY HAWK KITES (East) P.O. Box 340 Nags Head, NC 27959 SPORT FLIGHT 9040-B Comprint Gaithersburg, MD 20760 HANG GLIDERS WEST 20-A Pamaron Ignacio, CA 94%7 WASATCH WINGS, INC. 700 E. 12300 S. Draper, UT 84020 HANG GLIDER EMPORIUM OF SANTA BARBARA 613 N. Milpas Santa Barbara, CA 93103 HANG GLIDERS Of CALIFORNIA 2410 Lincoln Olvd. Santa Monica, CA 90405 ROCHESTER HANG GLIDER, INC. 2440 Brickyard Rd. Canandaigua, NY l4424

JERRY NOLAND AND CREW 1415 Pacific Mall (P.O. Box 2118-95063) Santa Cruz, CA 95060 MISSION SOARING CENTER 4355 I Mission Blvd. Fremont, CA 94538 CHANDELLE SAN FRANCISCO 198 Los Banos Daly City, CA 94014 W.W. HANG GLIDING SALES 3083 Woodway Road SE Roanoke, VA 24014 ULTIMATE HI SCHOOL OF HANG GLIDING 13951 Midland Road Poway, CA 92064 FLIGHT REALITIES 1945 Adams Ave. San Diego, CA 92116 SAN FRANCISCO WINDSPORTS 3620 Wawona San Francisco, CA 94116 TRADEW!NDS HANG GLIDING P.O. Box 543 Kailua, HI 96821 KITTY HAWK KITES WEST P.O. Box 828 138 Reservation Rel.) Marina, CA 93933 THE HANG GLIDING COMPANY 410 Leoni #I Grover City, CA 93433 FREE FLIGHT HANG GLIDING SCHOOL 684 Hao St. Honolulu, HI 96821 AERO-SPORT ULTRALIGHT GLIDERS INC. 898 S. 900 E. Salt Lake Cily, UT 84102 MAUI SOARING SUPPLIES RR #2 Box 780 Kula, HI 96790 EASTERN ULTRALIGHTS 128 Richmond Ave. Lancaster, NY 14086 (716) 681-4951

HOLE IN THE SKY, INC. 5835 Main St., Box 368 Fogelsville, PA 18051 (215) 395-8492 FRONT RANGE HANG GLIDERS 824 Maple Ft. Collins, CO 80521 (303) 482-5754 THE HANG GLIDING CENTER 4206-K Sorrento Valley Blvd. San Diego, CA 92121 (619) 450-9008 NORTHW!ND HANG GLIDING SCHOOL 8 Strong Ave. Rockville, CT 06066 (203) 875-1964 DESERT HANG GLIDERS 4319 W. Larkspur Glendale, AZ 85304 (602) 938-9550 SKY SAILORS SUPPLY 8266 Hwy. 238 Jacksonville, OR 97530 (503) 899-8064 WINDSPORTS INTERNATIONAL 16145 Victory Blvd. Van Nuys, CA 91406 BRIGHT STAR HANG GLIDERS/ FRESH AIR FLIGHT SCHOOL 3715 Santa Rosa Ave. Santa Rosa, CA 95407 (707) 584-7088 HANG FLIGHT SYSTEMS 1202-M E. Walnut Santa Ana, CA 92701 (714) 542-7444 SANTA BARBARA HANG GLIDING CENTER 486 Alan Road Santa Barbara, CA 93105 (805) 687-3119

Index To Advertisers Airwave Gliders ....................... 21 Airworks ............................ 4 Ball ................................. 7 Bennett Delta Wing Gliders ......... 51, BC Glider Rider .......................... 22 Hall Brothers ......................... 46 High Energy .......................... 20 Litek ................................ 8 Lookout Mt. ......................... 3 Pagen Books . . . . . . . . . . . . . . . . . . . . . . . . . 8 Para Publishing ....................... 43 Santa Barbara HG ................. 22, 49 Seedwings ............................ 30 South Coast Air ....................... 15 Systems Tech ......................... 46 UP .................................. 2 USHGA .................... 52, IFC, IBC Wills Wing ........................ 22, 23

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

HANG GLIDING

FULLMEMBERIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII NAME (Please Prlnt)

ADDRESS _ _ _ _ _ _ _ _ _ _ _ _ __ CITY - - - - - - STATE _ _ _ __ ZIP

PHONE (

D NEW MEMBER

D RENEW/USHGA # _ _ _

ANNUAL DUES: $29.50 ($32.50 foreign) This accords me full membership in the United States Hang Gliding Assn., Inc., 12 issues of Hang Gliding magazine, effective with current issue, liability and property damage insurance, and voting privileges ($10.00 of the Member dues is designated for Hang Gliding magazine). I need not bea rated pilot to bea member.

INSURANCE PLANS AVAILABLE D Plan A: Single Foot-Launch Gliding Coverage (included in Full & Family Membership fee)

FAMILYMEMBERIIIIIIIIIIIIIIIIIIII. .IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII. 1. N A M E - - - - - - - - - - - - - ANNUAL DUES: $14.75 for each family Member, o NEW MEMBER o RENEW/USHGA # _ _ _ everywherewho resides in my household. Each will receive all Full Member privileges EXCEPT a sub2· NAME - - - - - - - - - - - - - - scription to Hang Gliding magazine. D NEW MEMBER D RENEW/USHGA # _ _ _

SUBSCRIPTION ONLY •111111111111111-llllllllllllllll·IIII-IIIIIIII. NAME - - - - - - - - - - - - - -

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ZIP

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$22.50 SUBSCRIPTION ($25.50 foreign) for one year. $40.00 SUBSCRIPTION ($46.00 foreign) for two years. $57.50 SUBSCRIPTION ($66.50 foreign) for three years. $11 25 TRIAL SUBSCRIPTION ($1275 foreign) for six months.

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

I received this application form from:

D FULL MEMBER ($29.50, $32.50 foreign) D FAMILY MEMBER(S) ($14.75 each) D SUBSCRIPTION, one year ($22.50, $25.50 foreign) 0 SUBSCRIPTION, two years ($40.00, $46.00 foreign) D SUBSCRIPTION, three years ($57.50, $66.50 foreign) D TRIAL SUBSCRIPTION, six months ($11.25, $12.75 foreign) _ _ __ D I would like $1.00 of my membership TOTAL dues to be used for WORLD TEAM expenses. Charge my D MasterCard

D VISA

Card N o . - - - - - - - - - - - Ex. Date _ _ __ Signature

P.O.Box 66306, Los Angeles, California 90066 USHGA Item #4

Revised 9/81

(213) 390-3065

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s -::c a.

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I:E e

USHGA MERCHANDISE ORDER FORM

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MANBlROS by Maralys Wills. Entertainingly takes the reader from hang gliding's past to its soaring present. 8 pg color, 150 Blk & Whl photos, 40 pg appendix. USHGA INSTRUCTORS CERTIFICATION MANUAL. Complete requirements, syllabus, teaching methods. HANG GLIDING by Dan Poynter. 8th Edition. Basic Handbook for skysurting. FL YING CONDITIONS by Dennis Pagen. Micrometerology for pilots. 90 illustrations. HANG GLIDING AHO FLYING SKILLS by Dennis Pagen. Beginners to experts instruction manual. HANG GLIDING TECHNIQUES by Dennis Pagen. Techniques for cross-country, competition & powered flight. POWERED ULTRALIGHT AIRCRAFT by Dennis Pagan. Complete instruction manual. POWERED ULTRALIGHT TRAINING COURSE By Dennis Pagan. A manual for self-training & training schools. 11 lessons. tests and FAA Regulations. MANNED KITING by Dan Poynter. Handbook on tow launch flying. MAH.POWERED AIRCRAFT by Don Dwiggins. 192 pg history of flight. Features flight of Gossamer Condor. FEDERAL AVIATION REGULATIONS FOR PILOTS. 1963 Edition. Hang gliding pertinent information. FAI SPORTING CODE FOR HANG GLIDING. ReQuirements for records, achievements & World Championships. HANG GLIDING MANUAL & LOG by Dan Poynter. For beginners. An asset to instructors. 24 pgs. USHGA OFFICIAL FLIGHT LOG. 40 pgs. Pocket size, skills signofls (all levels), glossary of terms, awards.

$17.95

QUANTITY 8-1

8·2 8-3 8-5 8·6 8-7 B-8 8-9

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

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$ 2.00 $ 7.50

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S 8.50 $12.95

$ 4.50 $ 6.50

$ 4.50 $ 1.00

$ 1.50 $ 2.95

ITEMS

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.,HEW .. USHGA 'HANG GLIDING' T,SHIRT. 100% heavyweight cotton. WHITE or TAN. Men's sizes: SM L X-L (CIRCLE ONE). USHGA EMBLEM T-SHIRT. 100% heavyweight cotton. TAN or LIGHT BLUE. Men's sizes only. SM 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 211'. USHGA SEW-OH EMBLEM. 3" dia., lull color (red wings, sunburst w/black print). USHGA EMBLEM DECAL. 31/,'' dia., lull color. LICENSE PLATE FRAME. "I'd rather be hang gliding." White on Blue. WALLET. Nylon, velcro closure, mach. washable, water resistant. ROYAL BLUE ca/ar.

1-2 1-3 1-4 1-5 1-6 1-6 1-9

$ 8.00

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$ 6.00

$ 5.00 $12.00 $ 1.00

.25 $ 5.50 $ 6.95

HANG GLIDING/GROUND SKIMMER BACK ISSUES •••SPECIFY BY CIRCLING ISSUE HUMBER'• 'ISSUES HOT HUMBER ED ARE SOLO OUT'•'

PRINTED COPIES:

PRINTED COPIES: PRINTED COPIES:

20, 21. 22, 23, 24, 25, 26, 29, 30, 32. 33. 34, 36, 37, 36, 41. 42, 43. 44, 45, 47, 56, 56, 59, 60, 61, 62, 63, 64, 65. 66, 67. 66, 69, 70, 71, 72 73, 76. 77, 76, 80, 62, 83, 86, 67. 66, 69, 90. 91. 92. 93, 96. 96, 99. 100,101.102, 103 105 - Current Issue "HO TAX OH MAGAZINES'•

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MAGAZINE SUB TOTAL

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MERCHANDISE SUB TOTAL (Californians add 6% tax on merchandise only)

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USHGA MEMBERSHIP APPLICATION FORM (#4)

USHGA BASIC SAFETY REGULATIONS (PART 100)

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USHGA PILOT PROFICIENCY PROGRAM (PART 104)

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