USHGA Hang Gliding April 1985

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MANBIIOS by Maralys Wills. Enter1ainlngly lakes the reader from hang gilding's past to its soaring present. 8 pg color, 150 Blk & Wht photos, 40 pg appendix.

USHGA INSTRUCTORS CERTIACA TION MANUAL, Complete requiremenls, syllabus, teaching methods.

HANG GLIDING by Dan Poynter. 8th Edition. Basic Handbook for skysurting.

FL Y~G CONDITIONS by Dennis Pagan. Micrometerology for pilots.

90 llluslrations.

HANG GLIDING AND FL YING SKILLS by Dennis Pagan. Beginners to exper1s instruction manual.

HANG GLIDING TECHNIQUES by Dennis Pagan. Tech· niques for cross,country, competition & powered flight.

MANNED KITING by Dan Poynter. Handbook on tow launch flying.

MAN.POWERED AIRCRAFT by Don Dwiggins. 192 pg history of Hight. Features flight of Gossamer Condor.

FEDERAL AVIATION REGULATIONS FOR PILOTS. 1983 Edition.

Hang gliding pertinent information.

FAI SPORTING CODE FOR HANG GLIDING. Requlremenls 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 signotts (all levels), glossary of terms, awards.

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USHGA MEMBERSHIP APPLICATION FORM (#4)

USHGA BASIC SAFETY REGULATIONS (PART 100)

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USHGA PILOT PROFICIENCY PROORAM !PART 104)

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Features 16 Helmets For Hang Gliding

Columns 6 USH GA President

by Steve Hawxhurst Steve introduces the 1985 U.S. World Team in an entertaining interview and announces a world team raffle for a hang glider.

by Jack Lambie Jack describes the design of an aerodynamic helmet as well as the theory behind it. An interesting sidebar on Reynolds numbers follows.

15 Safety Forum

by Dave Dunning Think twice before recruiting standers-by as wire men.

22 Time Soaring by %It Dodge

20 The Answer Man

The futuristic fiction continues with a fabulous centerspread by artist Susan Oliva-Hook.

by Mike Meier Mike answers Michael Cimino on a question about head-ons.

30 It's Summer in New Zealand

Departments

article and photo by Mark Macho Our winter is their summer. Mark recounts his recent hang gliding safari.

36 Bird-Like FlightA Novice Hang Gliding Course

Page 30

45 Classified Advertising 48 Stolen Wings 48 HGMA Certified Gliders 48 Index to Advertisers

by Dr. Lawrence Mace Part II and final installment of an unusual approach to hang gliding instruction.

Page 36

COVER: Jim Johns soaring the sea breeze near Marina, CA. Photo by Michael Helms.

CONSUMER ADVISORY: Hang Gliding Magazine and USHGA, Inc., do not endorse or take any responsibility for the products advertised or mentioned editorially within these pages. Unless specifically explained, performance figures quoted in advertising are only estimates. Persons considering the purchase of a glider are urged to study HGMA standards.

Copyright © United States Hang Gliding Association, Inc. 1984. All rights reserved to Hang Gliding Magazine and individual contributors.

APRIL 1985

4 Airmail 12 Update 13 Calendar 14 USHGA Contributors 40 Ratings and Appointments

DAWN

flle Cance11t:

Law 1wist Witllaut 1railing Edge rensian l THE DAWN represents an important new

STRUTS. The most exciting of the Dawn's new

innovation in hang gliding technology.

features is lower side struts. This eliminates the need for top rigging and bridle lines .

RIGID WING. The Dawn can best be described in terms of a rigid wing . Like a rigid wing, flight loads are located around a central structural spar - in the Dawn's case the "cross-spar" (located farther aft than a conventional cross bar). With ribs supporting both the upper and lower surfaces, the trailing edge becomes fixed, eliminating mid-span twist and providing center section stability.

HGMA CERTIFIED. The Dawn 155 and 175 are certified to 1984 specifications.

DAWN SPECIFICATIONS Size

135

155

175

Area (ft. 2 ) Span (ft.)

128 31.3 7.65 55 110-170 Hang 3-5

148 33.3 7.49 62 150-220 Hang 3-5

168 35.3 7.42 73 170-250 Hang 3-5

AIR HANDLING. Since high trailing edge tension Weight (lbs.) is no longer necessary to prevent mid-span Pilot (lbs.) twist, the Dawn retains excellent handling and Rating landing characteristics. (See Dec-Jan '85 issue of Whole Air mag.a zine for pilot evaluation of the Dawn.) ~

4544 INDUSTRIAL STREET. SIMI VALLEY, CALIFORNIA 93063 Telephone (805) 583-1014

,....,,.....,.,. aircraft company

Gil Dodgen, Editor Janie Dodgen, Associale Editor, Production David Pounds, Design Co11s11//a11t Leroy Grannis, Bettina Gray Steff Photographers Erik Fair, Steff Writer Harry Martin, Rod Stafford, ll/11strators Gretchen Niver, East Coast Correspondent Office Staff: Amy Gray, Manager Joyce Isles, Ratings Mary Marks, Membership

USHGA Officers: Steve Hawxhurst, President Dick Heckman, Vice President Hardy Snyman, Secretary Gary Hodges, Treasurer Executive Committee: Steve Hawxhurst Diel. Heckman llardy Snyman Gary Hodges REGION I: Ken Godwin, T, Michael Boyle.

REGION 2: Russ Locke, Gafl' Hodges. REGION 3: Steve Hawxhurst, Ken QcRussy, REGION 4: Jim Zeiset, Bob Thompson. REGION 5: Mike King. REGION 6: Ted Gilmore. REGION 7: Dean Batman, John Woiwode, REGION 8: Robert Collins. REGION 9: Bill Criste, Vic Ayers. REGION 10: Dan Johnson, Steve Coan.

REGION ll: Hardy Snyman. REGION 12: Ken Z.chara, Paul Riker<. 1984 DIRECfORS-AT-LARGE: Dennis Pagen, Dick Heckman. Elizabeth Sharp, Vic Powell, Mark Bennett. EX-OFF[C!O DIRECTOR: (With Vote) NATIONAL AERONAUTIC ASSOCIATION Everett Langworthy. HONORARY DIRECTORS (Without Vote) elected to 12/31/85; Bill Bennett, Mike Meier, Doug Hildreth, Bettina Gray, Erik fair. The United Stales Hang Gtidtng Association Inc,, is a division of the National Aeronautic Association (NAA) which is the official

U.S. representative of the Federation Aeronautique lntcrnationa\c (PAI). the world governing body for sport aviation. The NAA, which represents the U.S. at FAI Meetings, has delegated to the USHGA supervision of FAl-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 a nil safety. Contributions are welcome. Anyone is invited to contribute articles, photos, and illustrations concerning hang gliding activities. If the material is to be returned, a starnped,self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. HANG GLIDING magazine reserves the right lo edit contributions where necessary. The Association and publication do not assume responsibility for the material or opillions of contributors.

HANG GLIDING magazine is published monthly by the United States Hang Gliding Association, Inc. whose mailing address is P.O. Box 66306, l-os Angeles, Calif. 90066 and whose offices are located at 11423 Washington Blvd., Los Angeles, Calif. 90066; telephone (213) 390-3065. Se(:ond-class postage is paid at Los Angeles, Calif. HANG GLIDING magazine is printed by Sinclair Printing and Lithographers. The typesetting is provided by lsr Impression Typesetting

Service, Buena Park) Calif. Color Separations are provided by Scanner House of Studio City, Calif. The USHGA is a member-controlled educational and scientific organization dedicated to exploring all facets of ullralight fiight. Membership is open to anyone interested in this realm of flight. Dues for full membership are $29.50 per year ($32.50 for foreign addresses): subscription rates are $22.lO for one year, $40.00 for two years, $57.50 for three years. Changes of address should be sent six weeks in advance~ in~ eluding 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 ANGEi-ES, CA 90066.

APRIL

1985

3

AIRMAIL HEROES Dear Editor, When the heroes of hang gliding are finally counted, Harry Martin will be among them.

the next meeting of the Board of Directors could make a national ruling; continued confusion could be dangerous!

One last thought: Is there an existing convention on this issue, used by another sport or another country?

Connally Keating Region 4

Jim Herd Pleasanton, CA

SCARED SHEEP STANDARDIZED SIGNALS Dear Editor, The Wings of Rogallo Hang Gliding Club has recently been contemplating an important issue. How should a pilot on the ground indicate wind direction to a pilot in the air? Now, some macho-hotshot pilots say "Who needs it?", but I for one have been approaching a tough landing area with no wind indicators except a pilot whose voice I can't hear. After a long XC flight, landing at high altitude, amongst three feet of brush, and with light and variable winds, that unclecipherable voice is oh, so frustrating!

Many suggestions have been discussed at our club meetings and through the medium of our newsletter Flightline, ineluding some suggestions from Doug Hildreth in Oregon. The main criteria for the correct signal seem to be: unambiguous, instantaneous, and visible, It is also important that the signaler should be able to see the signalee to be sure that the signal was received (a wave from the pilot in the air?). Here are a few of our "favorite" suggestions: Hands straight out in front facing the wind direction. Arms swept back (shaped like a glider) facing the wind. Gliders parked nose into wind I tail into wind I sideways into wind. The confusion is obvious! My personal preference is arms swept back shaped like a glider: that seems to satisfy the above criteria quite well.

I suggest we encourage other suggestions to be submitted to USHGA, perhaps from people who already have a convention (Oregon's Rogue Valley uses arms stretched forward into wind). Then

4

Dear Editor.

Your magazine's recent article on bighorn sheep left me doubtful as to hang gliding's effects on the sheep, but all the more convinced of the real danger of an ever encroaching government.

John Wehausen claims that he has "considerable expertise," yet cites only two incidents of sheep running when gliders appeared overhead. How does he know that the sheep were not running specifically from him? How many times did the sheep run when there were no gliders overhead. How many times did the sheep stay put? Mr. Wehausen begins by informing the reader what "keen eyesight" the sheep have; then complains how the sheep "may become aware" of the "considerable noise" of a footlaunched aircraft. He says that the sheep "dropped 4,000 feet or more on a run ... to the safety of the canyons," yet does not explain why a sheep could possibly think that it could outrun an eagle. Anyway, how are canyons going to protect the sheep from eagles? Mr. Wehausen uses terms like "potential for disturbance," "arc capable," "might easily," "possible outcome," and "may become," yet refuses to commit himself to any definite facts. His words sound like those of a bureaucrat to me. It is apparent that he cannot come to any conclusions until the government comes up with more grant money to study the subject carefully.

When someone gets paid to study the sheep I would like to get paid for flying over them so they can study my effect on the sheep. For $200 per clay, plus expcnses, I will fly over the sheep in any

direction Dr. Wehausen wishes. We can even, let's say, study the effects of a red glider versus a white glider so that I can bill old Uncle Sam for two hang gliders.

I can think of a hundred different studies that could be done involving sheep and hang gliders (and/or hang glider pilots).

One such study might prove that in fact the reason the sheep arc running all over the mountain is because of the recent AIDS scare and ensuing publicity.

All kidding aside, I have approximately 50 (I never had a log book) flights over the White Mountains and have seen maybe six (never kept a log of the sheep either) sheep. None of them ran from me. Some never looked up. One looked at me and then went back to grazing.

One ran up some rocks to get a better view of me.

Let's take a poll of pilots who have flown over the White Mountains and have seen sheep either run from them or stay put. I say they stay put.

Actually, if the sheep get hungry enough my guess is they'll continue to graze despite the fact that there are varios beeping above their heads. We can't harm them.

The government, however, can harm us. Other special interest groups can harm us and we should not ally ourselves with them. We have special needs and should have a special place in our legislator's minds. We do not need professional lobbyists. Letter writing campaigns have great effect on lcgislators. We do not need the U.S. Forest Service telling us how to fly and, every chance we get, we should make reasonable arguments against the government's encroachment on our sport.

When Dennis Baker tells us not to throw trash about the launch and landing sites, who does he think we are? A bunch of third graclers'l As for Mr. Baker's admonishment against clivebombing hikers, I have gotten only applause and encouragement from hikers. (Although I will admit that some hang gl icier pilots have asked me to stop.)

Chris Price Temecula. CA

HANG GLJDING

AIRMAIL OFFICIOUS BUREAUCRATS

SBHGA CONTRIBUTION

Dear Editor,

Dear Editor,

The recent article on the environmental threat posed by hang gliders to the big horn sheep has me reaching for the filing cabinet under the heading "Bureaucratic Inanity."

Once again, the public is treated to the bureaucratic proclivity to avoid real problems and to instead create an officious smokescreen to mislead the public into believing something significant is being accomplished.

I have flown in the Owens Valley every summer for many years and have witnessed mine-blasting activity, screeching F-14's below me and the continuous roar of Chinook helicopters whose crews are practicing their mountain and canyon flying. On numerous occasions, I have exchanged waves with pilots in private aircraft less than 200 feet above the terrain. No one doubts that noise from our radios and varios can be heard at a mile's distance, or that sheep scurry away from our shadows. In relation to the monstrous sounds in and around the Inyos, however, hang glider noise is innocuous. How many scientific studies have confirmed the effects of turbine-driven aircraft on sheep? Are the sounds of blasting and the roar of rotors noises which the mammalian life of the area have come to know and love?

The real issue is that the USFS knows how futile it would be to attempt to regulate other powerful governmental agencies. Hence, they direct the bulk of their directives, policies, permits, restrictions (ad infinitum, ad nauseum), towards a group over whom they can exercise authority: namely hang glider pilots.

It is my pleasure to make a contribution of $284.70 on behalf of the Santa Barbara Hang Gliding Association, Inc., Region III, to the general fund.

The money was raised specifically for the USHGA by the SBHGA in our annual New Years Day fly-in at the Mesa here. The major movers of the event were Ken Dennis, our president, and Dave Low, our activities director. Joe Baltz, Jerry Sturmer, Jim Gibson and Phil Freeman were on "T" shirt detail.

Special thanks to Ken deRussy, on whose authority we had access to the property, and Bonnie Nelson for her untiring effort at just about everything else that was somehow uncovered. John Scott was our lonesome and valiant parking director. At least a hundred more made the contribution possible.

Tim (T.J.) Twombly Santa Barbara, CA

JUST RENEW Dear Editor,

If members would simply renew their memberships, our Association's problems would be met. No, you don't have to dig.

You don't have to give up that all important six-pack. You don't have to spend that whopping 22 cents for a stamp and 15 seconds to address an envelope. Just renew your membership.

Walt Dodge Big Bear Lake, CA

John Merrill Fillmore, CA

GOOD AMBASSADORS

P. S. Enclosed is ten dollars to help in the USHGA campaign to eradicate officious bureaucrats.

I read Russ Locke's writeup about the '84 questionnaire survey. My compliments to him on a great job! ... in which he gave us the numbers and percentages.

(I didn't know we were all so wealthy') This statistical information is of high in-

APRIL

1985

Dear Editor.

terest to all members, and very well received. I hope a report of this type will become a yearly. traditional piece for Hang Gliding.

I was somewhat surprised and pleased to note that "public image" was the number one concern. It shows that our members are aware of the problem and are willing to do something about it.

More than ever. our members are becoming good ambassadors to the general public. for our great sport.

Hardy Snyman for USHGA Public Relations

ELLENVILLE UPDATE Dear Editor, I am writing to notify all USHGA members of some changes at the Ellenville, NY flying site. We recently completed two projects here.

First is a concrete ramp at the Rt. 52 overlook (825' above LZ). We use this in the winter when the top launch is inaccessible, and on guaranteed soarable days.

Secondly, we just completed $20,000 worth of work on the road to the top launch (1,100' above LZ), and enlarged the set-up and parking area. (It may now be top landable for Hang 4s?)

There is now a gate at the entrance with a combination lock. Pilots (current USHGA H-3s and above, or H-2s with instructor present) may obtain the combination by either buying a road use pass ($JO/year) or renting a daily pass from one of the local shops ($2/day). Passes are to be displayed on car dash.

"Violators" will suffer the embarrassment and anguish of having huge, nasty bumper stickers affixed to their windshields.

These measures have been taken only in an effort to offset the expense of maintaining one of the United States' premier flying sites.

Paul Voight Kerhonkson, NY (914) 626-5555

5

ternal commitment to excellence and he presses that by putting 150 % into thing he does. I think that our entire can sense this and [ think we'll all

Team kid from Van Johnson who told the to do and then went

out and did it ... . . .There are others. The two Americans

in Grand Prix Phil Hill and Mario Andretti. The Mahrc brothers in world cup The

l Jnfortu nat.c1y, has been the too ollcn in past for amateur athletes, it will take to to the contest. talked with many of the rnembcrs of our World Team to try into their team. Let's meet them: by hearcall the "odd man out," and Brian, you'll take that in it's intended! The fact that our team leader and coach for the effort an American is one mt,,,r,,,ti,rn fac<!ts of our attempt and J think our at a world readers would like to hear ahout it.

Milton: Well first I'd like to thank you me as coach. can assure you that no one, but no one, will want to win both the individual and team event more than do. 'Ib do that, it's my opinion that the team should be well-financed, without a care in the world for the monlh except that of l am to have won the of coach and team leader on a vote. me I have, in Burne((, one of the

6

admire more than almost anyone in Roth of us arc determined to the best backup for the team, to take every care off their shoulders, to leave them with nothing to worry about but to win.

Brian, I think your you and if you before the fact I'd like to hear from some of the other team on the reasons for their choice coach. start with you Stew. r was with Brian in

whatever the score team have to realize that is vital. If you and camaraderie the Australian and British teams you sec that they have been and as a team for years. ling know what to expect and how to deal each other.

Good tercstcd in how we as a team compare that situation. WI: have on this

team. in'""''"''rv1 I was at his at the amount of homework he'd done. He had Most importantly, he had and team strategy based on nr,,,ul,>rln,,, of the opposition.

could take a member of onr team and say "Look, it's your job to fly with so-·andso and stick with him and don't ever let him "Stuff like that. Brian has an in-

let me get my vote Brian in first. a Brian Milton make the difforcnce. ln my opinion he's best in the sport better everyone else put good and I think we're very have him.

Hawxlm1'st: Whew! I think been voted in as coach, Brian, and

HANC GUDIN(i

better or these guys will to have you do all the chase on their behalf! and beer will it take to win?

Hrhm Milton: Thanks for the .,"'""'.,""·.,,,

situation on this team in that one of our members to be a designer of some renown. Steve, do you have any foeling for what the may have?

It's difficult to say, I'm confident that our will be at least to another team may come think we'll have an ad· high don't just pop out of lot of work to get a better.

I should put in here that I have no interest at all in Lhe type of flown by a member of the U.S. team, that I expect the pilot If he can convince me that he can a lollipop stick better or whatever, than Comet or 510 or and so demonstrates, he will compete. I think that's your view too. It's the pilot's choice, no one else.

Well, l assume the ad vantage Mr. Pearson rcfors to is the Wills

That's my you have to realize that I only for myself and Wills m,:mbc:r of the team will the his choice, and that's as it should be. It's that Roh Kells and will fly Wills

tions, your cumstanccs it could be you out take on the pilots of 30 other nations.

ME?!?

Hrian Milton: you, Mr. President. the 1979, 1981, and 1983 World to their governments for finm1cial the from the richest, most nation in 1hc world had to scrape and hustle and battle

APRIL 1985

wait. Let's understand what up to here:. I expect to fly our and I expect our to be the best avail-

Rich Pfeiffer

able, but a member of this team the overgoal is to win. I'm committed to and if anyone else comes up with I something better than what I'm mean, if our in any way our chance of either someone else's or withdraw from the meet!

Steve Hawxhurst: Pardon us Rob, while we all get up frmn the floor. If any of you have a knifo on hand and wouldn'1 mind nicka small vein in Rob's arm so we toan get that last statement written in blood ... ln any event, let's go back to the more rational member of their part of the team.

Steve Pearson: Yeah, hey try not to hurt him guys. I think that we as Americans have been whuppcd to realize that there arc other pilots in the world who know how to fly hang We have flown two of the best, John of of Australia Great Britain and Steve in the U.S. Nationals, and I think we had a clear advantage in But that won't win it for us.

Steve Hawxhurst: What will win it?

Steve P,:arson: The one that could make it or break it fr,r us could be our ability to fly as a team. That's the thing I'm looking forward to and that's what I want t.o my best effort to, Everything leading up to this has been a situation. Now, if we can fly as a team and work we can win. !'m really

Larry Tudor

Walt Dodge

"1('"'''"'''('(' and we've got a great balance of Some arc hot in open others excel in closed course

Steve Matthewson of Australia, the current Team arc John Hobson, Johnny Carr and Robert of Gwal Britain. Nor arc Gerard and Mike de Glanville of France. arc all quality pilots and they arc only to be beaten by better quality hacked the best quality support.

more than we've ever a world contest. When you combine that with great and most important· ly, team spirit, I think we stand a chance.

Rich Pfoiffor: I think Steve's have a strong team but remernbc:r what he's said about cy, about the numbc:r of timc:s we've been I've bc:en to two World Chamand I can tell you it's incredible' absolutely the best collect ion of talent in the sport. Some involved in comin the consider the world meet but it really isn't. I think the years ahead of us in their selection of contest tasks; all of the t1sks arc and although the mcth<xl of can be pretty bad, a contends test that nms over a two-week to balance that out Milton: Yes, all of you must in mind. We need every extra rnm,•rn1•110 because you mustn't delude the of the

r know lots of I've sci up this network with my contacts in Europe, so we'll know about our opposition.

Steve Hawxhurst: Louie, you wouldn't be to your relatives in Italy by any chance'!

Chianmi: Well, of course, my scaled on that Steve Hawxlmrst: else to say.

Steve Hawxhurst: In the unlikely event that you mean that, let's hear from some of the silent types who haven't jumped in this yet, Rick, been

You bet there'll be because I expect that this time around the will take its top! been leaders and innovators in and have come up with new and new technology. We arc the best and time we proved ft. I think it's my sihility lo do anything and everything Jeff Brian want me to do, with the titors. I will do make this team shine. boots, I'll shine 'cm' Hawxlmrst: A man of many Chiarnni: I've got talents Like, ah, let's sec. I can speak German and Italian and.

Hawxlrnrst: That could prove useful.

Chhmmi: Yeah, I'll be able to lunch for all of us. Also, I'm a

cilcd about that aspect of it and that's where I wanl to contribute. Also, I think we're go into the World with a very wcll··rnundcd team.

Well-rounded in wlrnt

8

symbolized to me that someone can come out of relative obscurily and fly his way

to the top of the points system. True'! l think so.

I don't Rick have the reputation that some of the more well-known guys on the team have and I'm not completely sure what to expect in I have flown John and also most or the Brazilian team for a total of ahout 30 competition hours, and l think we're as strong there. l think that we're as a team and any personality conflicts in the past. We have lo do tluit if we're to win.

I think Rick's right. We don't Gene team events in the U.S. way they do in some other countries and we have to learn from our mistakes in past world con,

HANG GLIDING

tests.

been to one world meet and I

don't think it matters what the

is. The bottom line is per·· formance. We'll take a shot at any course and beat them at their own game. The guys on this team who haven't llown in this type of conics! arc all elite and will be able to handle it.

Chris Yeah the we have is I'm not ashamed lo say that I was really intimidated at my first world contest. It was silly stuff like sure I lucked in all of my batten like ifT didn't set up my start· with the side I would lose. Yi)ll've of confidence and so you can make the dcci· sions three.fourths of the way into the meet starts. when the contest Hawxlrnrst: Well, an veteran now, Chris. Your third world con· up, and ! understand you reached the old BermeU: God, he'll be to drink beer! and I'm just I don't mind that guys like Stew Smith and Jeff Burnett were my idols for years and I've learned a lot from them. I that you create remember Jeff once your own lnck and I believe that and try and by it 'You uecd to sometimes; you need lo make am! Jeff and Stew arc great exof thaL Stew has his concentration so wired that if it doesn't have to do with task or

APRIL ]985

We've got ,mother member or the team who unfortunately is in Venezuela now. I've heard a lot of stuff over the years to the effect that we haven't sent our best team in the past Tudor. because we weren't Anyone want to comment on that? that Larry finally Kernohan: I'm has the points to go and will get his chance to prove his abilities to the world in this type of con1csL think he's to pull off some real upsets over his competition.

Bennett: I think Larry will prove to competitor. Some· a lot of don't kuow about is the fact that he's a master chess the kind of and that can be mind that's needed to win a contest. or course, his skills arc legendary.

Kernolum: 'i:b,h, we're both like that, me and except that I intend to just go out and beat up the competition so the rest of our team can slide in and win.

Herc we go, the "bad boy" strikes Get serious Kevin!

I get serious when my feet arc on the ramp. It's not true' I didn't sec that face in front of my fist so they can't blame me. you'll be glad to know I've gol our fund raising completely out. I'm to go out and find one of those machines, you know, where you throw a baseball and a guy gets dunked in the water? I can raise a million

bucks, so many want to dunk me.

Steve Hawxtmrst: OK, OK, settle guys. We can all go out and clunk when we're finished here, but I've got belier idea that you and the might like even more. To get you guys we're going to Hey, I'll take one! What

it to you.

Let me explain, I've talked to our turcrs recently and the ones listed on coupon that's somewhere in this issue the have pledged their group port to you in the form of a free the winner of the ''World Team Raffle." All the members have to do is fill out get a chance to win. Of course xerox the coupon a few times and send ten bucks with each copy if improve their odds.

Rob Kells: those odds aren't had conhow many members we've got Steve Hawxlmrst: not bad odds at all when you consider you're putting dollars out on a chance to win a glick:r that could be worth twenty.five hundred or so.

I'm still waiting for my horse to come in at the Irish and Publisher's House hasn't sent me a million yet, hut l think I'd be willing to little more on this one since the money's to a good cause.

Stew Smith: Don't we have to pay for

9

winning.

Steve:

manufacturers have to back each other up on that and will share the cost no matter which "'"~mnm1 is chosen by the winner. We owe them a lot !br their support on this.

I'm sure that my fellow manul'ac· turers would agree that they and we team rnembers owe a great deal to the USHGA for the incredible support that's been shown to the team over the years, not only the the effort but also money that's all of the time spent volunteers like Liz and many Erik Fair, Bettina others to make it and win but l hope themselves a that those who don't win will understand how much their support means to this team.

Markie, loan me ten bucks, will own stinkin' ten "You can get bucks."

"C'mon, I'll pay you back."

team my for need all of your skills and particularly when it comes to rules before you get into a contest. lkhm: Ah! I expect you have some rnlcs in mind for this raffle affair then?

Steve: Most importantly, as l'ar as concerned, no member of the team will be to win! Nor arc the officers, dire<> tors or employees of the USHGA Brian: But, you'll the money that all gone off to send?

Steve: I intend to with all of the support I can muster in the that they'll go over and reward us with a win. will, and I've said tho it happen.

Brian: And what Steve: "World ... "U nitcd States of America"... and "FREE GLIDER!!" in that order Hrilm: Not assume?

Steve: Not at all! II I have very

"Whcn? 11 "How about October?"

"Stevie, if you win this you gotta one of our "Aw c'mon Rob, just let me check out what Uncle Bill's building a little bit first." anyom: got any There's mailbox right down the street."

"Wow, free Jeez Rich, can't you just go out through the door the same way the rest of us do?

11

"Wow, a free

!"

Brian: Well, that the room out That's a good bunch of lads you have there Steve, a bit unruly at times but have their set on

" Oosloned for 31<.TING and

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near Mounting Hydraulic Cyllndm Duty Mag11otic Hood Mounted

e @

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of Nylon Prosnure Tubing

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e

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10

HANG Gt!ll!N(i

U.S. WORLD TEAM RAFFLE

WIN A BRAND NEW GLIDER! FROM ANY OF THE FOLLOWING: AIRWAVE GLIDERS DELTA WING PACIFIC WINDCRAFT

PROGRESSIVE AIRCRAFT SEEDWINGS WILLS WING

Each entry must be accompanied by a $10.00 donation to the United States World Team Fund. Members and support personnel of the United States World Team, officers, directors and employees of the United States Hang Gliding Assn. are not eligible. Entries must be postmarked no later than April 31, 1985.

Please make checks payable to U.S. World Team Raffle, and mail to USHGA, P.O. Box 66306, Los Angeles, CA 90066.

Address: - - - - - - - - - - - - - - - - - - - - - - - - - - City: _ _ _ _ _ _ _ _ _ _ _ _ _ State: _ _ _ _ _ _ _ _ _ _ _ __ Zip: _ _ _ _ _ _ _ _ _ _ __

Phone (

YOU MAY ENTER AS OFTEN AS YOU LIKE OR MORE!!!

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

APRIL 1985

11

(}]icier Dealers Association

video !apes, and movies, cash The criteria for awards Hrc as follows: 1) Circulation of of audience; of audience add rcssed; 3) Extent to which the item creates a desire within the reader/viewer to par, in the sport of hang of item; and 5) Number and '"'('nrrm:cim11no photographs. of Wind sports hnernational will review all ap for cash awards and will make recommendations for awards al each of HGDA's tri-annnal All those who wish to participalc in the HGDA "Promotional Journalism" award program arc invited to contact Joe Greblo at (818) 988 Olli. Businesses and individuals that contribute to the award fund to receive awards as well.

The businesses have created the current fund: Wind"" sports International, Van

is by seven cambered battens loads per side, The lower surface arc supported by four per side.

The new structure makes for a that is 10"·20 % than other on the market to the makes for case of launch landing on any The spar loads eliminates rrncr",,irJan billow without high tensions.

Contact: Industrial St., Simi (805) 583-1014.

station in the phone number.

1s: 485",5684. Do not call the number that in the issue.

CA;

LIGHT

arc asked to check the pivot bolt on the that the

fornia is the first , ~~""'''"' and shown above from HGDA

Aircraft, Simi Inc., Santa Ana, Santa Barbara, Pacific Windcraft, Salinas, ""'"'intc,rJ

m

was addressed and described in an fashion the II

The "Promotional Journalism cash award program has been initiated by fi:Jr the purpose of would-he writers, to pursue to promote the sport of in newspapers, radio, and/or tclcvisiorL In addition to cash incentives HGDA and the

DAWN

The DAWN 175 received certification in December, 1984, Aircraft feels that this represents a major step in the that it is the second in modern history to be post) or certified without top wires bridle reflex lines. The first glider was the Dawn certified in 1984.

The Dawn a zero deflection the cross ,spar, The upper surface camber

]2

there, model and serial number and a new boll, hex mt! and will he for !lie old hard ware at no cost to the owner.

Chiarani

"TWO ON THE TOWN II GLIDING COVERS

CBS television's "Two On The Town."

by Rochelle White, who wanted to some

HANG GLIDING

UPDATE in an effort to show the most positive view of our sport and it will air Wednesday April 3 at 7:30 PM on channel 2 in the greater Los Angeles area.

In order to stimulate more coverage of this kind pilots and friends are requested to send letters to Two On The Town complimenting them on the show: 6121 Sunset Blvd., Hollywood, CA 90028.

HANG GLIDING PHOTO WINS VIRGINIA AWARD

•

•

Brad and Lori Kushner's entry in the Virginia Bureau of Tourism Photo Contest was recently declared the grand prize winner. Out of some six hundred entries, the judges for the Virginia Bureau of Tourism decided that this scene of a hang glider flying past Monticello (Thomas Jefferson's home, now a poular tourist site) would best represent the new tourism slogan, VIRGINIA: Exciting Times Every Time.

The photo was taken from a nearby site known as Brown's Mountain, just outside of Charlottesville, VA. Brown's Mountain is considered to be a very limited flying site. clue to the small and hilly landing area. Brad was flying a Wills Wing Raven 229 on a marginally unsoarable clay in June .or July of '84 when Lori took the shot. She was perched on the hillside using a Ricoh camera with a 205mm telephoto lens and Kodachrome film.

Requests for posters will be honored by the Virginia Bureau of Tourism, 202 North Ninth St., Suite 500, Richmond, VA 23219. However, they say to expect four to six weeks delivery time.

APRIL

1985

MARCH 1-0CT. 26. Fifth annual Snake River XC Challenge. Open distance XC for flights originating in Idaho (includes tow launch). Entry $5/division. Divisions for pilots with no previous 50+ mile flights.

Contact: Treasure Valley Hang Gliders, Box 746, Nampa, Idaho 83653 (208) 465-5593.

APRIL 1-SEPT. 31. 1985 SoCal XC Open.

Fly from any SoCal site and win cash prizes, trophies, fame and glory. Entry $20. Contact: Paul Ryan, 2111 W. Sunset Ave., Anaheim, CA 92801 (714) 527-4960.

APRIL 26-28. Filth annual Marina Beach Steeple Chase. 12-mile out and return, target landing, aero towing, exhibition.

Grand prize: 2 weeks in Hawaii for 2, 2nd place $60, 3rd $300. Entry $35 Hang Ills, $20 Hang lls·. Contact: Kitty Hawk West, P.O. Box 828, Marina, CA 93933 (408) 384-2622.

APRIL 26-28. Wilbur Wright Fly-In, Kill Devil Hills, NC. Flying, social events. Contact: John Harris (919) 441-4124.

1ST WEEK IN APRIL and every flyable weekend until 7 rounds are flown. Region 12 Regionals. USHGA-sanctioned. Contact: Paul Voight (914) 744-3317.

MAY 3-5. Fort Funston Air Race. $3,000 in cash and prizes, 2 classes: Pro entry $100, Sporting entry $25. Send $5 to FFAR, c/o S.F. Windsports, 3620 Wawona, San Francisco, CA 94116 (415) 753-8828.

MAY 25-27. Filth annual Dry Canyon Fly-In. $20 entry. Pilot's meeting 8 AM May 25 at Space Hall Of Fame, Alamogordo, NM. Contact: Riker Davis, Box 2599, Ruidoso, NM 88345 (505) 257-2873.

MAY 25·27. Region 11 championships at Packsaddle Mtn., Kingsland, Texas.

Following two weekends are rain dates.

Novice and Open. Entry $25. Contact: Steve Burns, 1712 Waterston, Austin, TX 78703 (512) 474-1669.

MAY 25-27. CHGA Challenge Open. Five sites. Open and closed corridor XC and duration. Contact: Jim Hugo (203) 272-4492 or Tom Condren (203) 628-9447.

MAY 25-27. Southern Nevada Hang Gliding Championships in Las Vegas. Trophies, prizes, bbq, competition, fun flying. Contact: (702) 363-1140.

MAY 25-27. Connecticut HGA Challenge Open. Cash prizes, five sites, $15, preregistration $10. Contact: Tom Condren, 65 Academy St., Southington, CT 06489 (203) 628-9447.

MAY 25-27. First annual XC hang gliding tow meet. Team and individual competition.

Contact: XC Tow Pilots Assn., 8435 Spring St., Racine, WI 53406.

JUNE 6-9. Tow Instructor Clinic and Instructor Certification Program. Hastings, Nebraska. Contact: Mike King (208) 465-5593 or Lou Heinonen (208) 376-7245.

JUNE 9. Parks College Open House and Airshow, Cahokia, Illinois. Contact: PR Office, Parks College of St. Louis University, Cahokia, IL 62206.

JUNE 14-16. Hang Glider Heaven opening.

East coast fly-in. Contact: Doug Lawton (404) 963-6696.

JUNE 22-23. 13th Annual Cochrane Meet.

XC and target landing. Entry $30. Contact: Willi Muller, Box 4063, Postal Stn. C, Calgary, Alberta T2T 5M9 Canada (403) 250-2343.

JUNE 26-JULY 2. George Worthington Memorial Open. JULY 4-JULY 10. Don Partridge Memorial Classic. The two events comprise the 1985 Owens Valley XC Championship. Contact: Rick Masters, Box 458, Independence, CA 93526.

JULY 4. First annual 4th of July fly-in and invitational aerobatic demonstration from 5,000' aero tow. Ellenville Airport, NY. Contact: Min. Wings Glider Shop, (914) 626-5555.

JULY 13-14. Aviation Expo '85 at Naval Air Station, Glenview, IL. Free.

JULY 13-21. 1985 U.S. National Championships, Chelan, Washington. Maximum 80 competitors.

JULY 23-28. Eighth Grouse Mt. World Invitational. Separate contest for men and women. $5,000 prize money. Entry $200.

Contact: Grouse Mt. Flying Team, 5690-176A St., Surrey, BC Canada V3S 4H1.

AUG. 17-18. Seventh Annual Can-Am hang gliding challenge at Black Mtn., Washington. Contact: Steve Best, 1633 C Stephen St., Vancouver, BC V6K 3V4 (206) 293-3282.

KITTY HAWK EAST APRIL 13-14. Glider Showcase.

APRIL 20-21. Hang 3 Mt. Clinic.

MAY 10-12. Hang Gliding Spectacular.

MAY 6·12. USHGA Week fund raiser.

JUNE 15-16. Boat Towing Clinic.

JULY 20-21. H3 Rating Clinic.

AUG. 10-11. H3 Rating.

SEPT. 21-22. Winch Towing Clinic. Contact: Steve Wendt (919) 441-4124.

13

World

Cash Reserve zr, ooo

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6 25 16 6 20 6 20

5 IO 5.50 10 30 6 10 200.00

14

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$7,258

Name

World Team Fund

USHGA Cash Reserve

($)

($)

Name

15.50 7 7 12 IO

Torn Norris Paul Holteen Warren Richardson Richard Marlock Mike Lake Michael Smith Dave Ferguson Philip Thomas Don Arnold Allen Ahl Margaret Corson Edsel Worrell Ray Panek Peter Mcevoy Ken Esch Victor Powell Ray Clark Vincent Morales Rob Calve!

Robert Meigs Dock Smith FLIGHT REALITIES Joe Romeo Gary Devoid Terry Frazier Donn Baumgartner Fausto Arcos Jay Gianforte Patrick Banta R.M. Wooten Kirk Knight Craig Mavis Ravo! Mazzoni John Saari

Sid White 2.50 Al Gardner Gary Brown 20 Gerald Pullard 4 Ira McNabb S.R. Sharp Lesley Boyle IO Richard Bunn IO Helmut Rail 33 Richard Underhill 7 Timothy Patterson Steve Huckert David McCammon 4 George Hartman, Jr. 3 Allen Lariviere 4 Curtis Barker Robert Funk IO Roland Sprague 2 David Canup II Larry Smith 25 Steve Ditter John Merrill 4 Stephen Bralla 4 William F. Bennett IO Bruce Carr 4 Paul Beliveau 5 Al Worsfold Pat Rawlings 7.50 Robin Hastings Charlie Stone Parker Ledbetter 20 Mike Chandler 2 Jeff Krolopp SYLMAR HANG GLIDING ASSN

I

7 5.50

5 7.50 8 15.50 10

5 20 .50 15 15

5 20 6 5 5.50 60 6 20 5 6 .50

World Team Fund

USHGA Cash Reserve

($)

($)

Name

($)

5.50

Rodney Herzig George Porzio Bill Lloyd Terence Mann Bob & Barb Blazer Steve Burns Richard Meriwether A. Kozloff Jeff Seruset Erik Fair Kenneth Ostrander Wayne Burnett, Jr. Sean Eckstein John Lopopolo Donald Hatten Jack Cook Robert Pobocik Stephen Michalik James Stephens Pat Troy James Wilson Air Bear Les & Marilyn King Wayne Denny Lauren Starla Michael Horton Dan Adams R. Duane Henry Mark Riegel James Digh Tim Magar

2

4 2 2

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4

(continued on page 35)

HANG GLIDING

SAFETY FORUM

What We Have Here Is A Failure to Communicate

by Dave Dunning Gene Palmer's article about remembering to hook in (HG Jan., '85) has prompted me to write this. Forgetting to hook in is one thing, and Gene is right; everyone thinks, "It'll never happen to me." Remembering to hook in, take a hang check, and then blowing your launch because your wire person did not fully understand what was expected of him is another ever-present hazard.

Recently I had a shaky launch when my wire man didn't move out of the way quickly enough and my left wing touched him. I was the only pilot at the south launch on Mt. Nebo, Arkansas, and was looking forward to soaring in a good 10-15 mph wind. I had set up and done a careful pre-flight of my kite and harness, vario, etc. and then checked everything again while waiting for the Park Ranger to arrive and help me launch. Ron, the Ranger, was new on the job and hadn't previously wire-launched anyone. When he got there I spent several minutes carefully explaining (I thought) how to hold the front wires, what to expect, the signal for launch (CLEAR!) and that it was very important that he move out of the way quickly on hearing the signal.

Feeling quite confident, I carried the glider over to the launch with Ron holding the nose wires. There were two spectators present who could have helped on the side wires if needed, but although the wind was strong it was smooth enough so that I could handle the glider easily with just Ron's help. I hooked in and did a static hang check and also stepped through the bar to check my suspension myself. Everything felt good so I picked the glider up and got it balanced in the airflow: Ron was going to go to my left on signal.

Concentrating on balance, I said "CLEAR! " loudly and hesitated a second or two to watch Ron clear the left side wire before I began to move forward.

APRIL 1985

Two steps into my run the glider suddenly yawed left and I heard the wing tip scrape on the ground. I thought the wind had lifted the right wing and tried to bring the left wing up accordingly. The launches on Nebo slope to sheer cliffs and I made no attempt to stop since to do so would probably have resulted in falling over the edge. The glider started flying and lifted me off, but I had another problem to deal with. To the left of this launch is an outcropping of rock that is a hazard to be avoided and now I was headed straight for it since my wing had been turned to the left before it began flying. I did not have time to go prone, I shifted by weight to the right as far as I could and managed to clear the rocks and then went prone as the glider began to climb out. I don't know how close my wing came to those rocks and I don't want to know.

All this happened in a matter of seconds; I glanced back at the launch and saw Ron sitting on the ground rubbing the back of his head. It was only then that I thought the wing might have touched him. I got over two hours on

that flight and enjoyed every minute of it after my nerves calmed down from the launch. I knew it was pure luck and not any great skill on my part that had averted a crash.

After landing and stowing my equipment, I hitch-hiked back up to get my van. I spoke with Ron and learned that the left wing tip had indeed tapped him on the head as he was turning to watch my takeoff. I apologized to him for almost ruining the whole clay.

Sometimes it is not possible to always have experienced wire launch personnel, and if you want to fly you have to train someone on the spot or pass up some primo conditions. Then it is the pilot's responsibility to make sure that person really knows what to do and is not just nodding his head at everything you say.

Asking the person to rehearse clearing the wing once or twice before carrying it to launch is recommended. In winds that require more than one wire person it might be better to stay on the ground rather than risk training a launch crew from bystanders.•

15

is both

teehnical

lower sink at every bit of reduced and cost is counts for more almost seconary.

When fast of wires,

16

and the pilot body uses more energy than incurred in li1t. The pilot has more than wires and tubes. Streamlined a lot. portant, would he a nice item. made a prototype and gave it to Rich Pfeiffer who modified his harness to take advantage of the new helmet. The "helmet l has about ounces less at 30 mph than no helmet at all. ll is pretty cost

effective.

of cost versus arc the lJ Si\ had aluminum streamlined tub· size frames and handlebars.

30 mph the $20,000 bikes had ounces less air standard track bike with rider. out of 1'.rl ounces is only provement. Sure, that's hut at great expense. $65 helmet docs the same An

GL!DING

can as and incx· as streamlined helmet reduce the air resistance the same amount those cost· ly I ittle bikes? but not for

becomes so the air pulls away head has ten times the curved air resistance of an ii in front wilh a moves the air the air molecules out of the way and lets them come back so less air. will inair by four times since the and hit twice as many air molecules per unit t.ime and hits them twice as hard. Tha(s

Austral.ians and Americans were not the best for was

number sidebar.) ruffled or turbulent air Turbulent flow behind reduces drag.

Note at!aduid flow behind the

/\PR!l.

1985

prevents turbulent

with the point of the c1u•vci far back. up over This insures the air is still as much of the helmet as it could. Acceleration makes for smoother fluid movement. also made room for a comfortable and cool lining.

Tb find any separation helmet on my car and an oiHalcum mixture over it. between 20 to 30 mph l watched as the oil dried patterns of talcum powder the air movement. In the tests talcum streaks made a fine streamlined pattern up to the helmet down curve. There a wet spot showed the air was 1101 rubbing enough on the helmet to dry the oil hccause the stalled at that 'fo make the air better it is to make it slightly turbulent just before the separation point, so I put a oft.ape over the front of tile helmet. Now the turbulence made by the the and made the air follow the curve. went down another two ounces. The idea is old 17

but understood and developed scientifically only recently. Aborigines of Australia carved · animal and hunting scenes ~rinch deep into their boomerangs. This roughness turbulated the air near the surface which made them go farther and more predictably.

Golf balls use the same idea with their dimpled surface. Again, this was discovered accidentally when players noticed balls with cuts and gashes went better than the early smooth golf balls. The edges of Frizbees have a row of small ridges to turbulate the air and thus energize it to keep it along the surface. Bug wings have hairs and rough leading edges to give them more lift.

Does this mean roughness lowers air resistance? Yes, but only in ce11ain cases: for example, small sizes at slow speed. Air friction is greater with the roughed surface but drag of air going around is less because it follows the object better. Remember this is in small things going slow. Large birds have smooth curves and feathers. Airplanes go better when the surfaces are smooth. Hang glider wings have long enough chords that their Reynolds numbers are out of this critical range. They should be smooth. At the very tip perhaps a seam along the leading edge might help delay transition.

Rich Pfeiffer used a prototype of the new Aerodyne helmet for the South African championship. He said the foreign pilots loved it. Rich also used it to win the 1984 U.S. Championship. Another Aerodyne user, Stew Smith, topped the 1984 hang gliding points Championship. It looked like it would be a good performance enhancer for any head-down fast-moving sport.

Fiberglass shops generally wanted $20 to $40 to do each lay-up. Estimates to put in the lining and straps added another $25. That would make a manufactured price near $50.

This was too high because selling price at retail would be $100.

I happened by Monarch Helmets in Chula Vista, CA. The owner, Henry Koch, would make and market the helmet and I would get a royalty. Their mass production helmet manufacturing costs were low enough so it could sell for a competitive price.

I used a very open filter foam for padding to let air through. I could ride my bicycle all afternoon in the hot sun with the new helmet.

A really safe helmet has a polystyrene foam liner which, on impact, will crush to absorb energy so the head will decelerate more slowly. I fitted the Aerodyne with a thick foam liner. It looked less sleek and gained ten ounces. We decided to market both the small, elegant, light version called Aerodyne I and the thick, foam-lined, but safer type called Aerodyne II, and see which was most popular.

The Aerodyne I with the cool foam liner, and only about as safe as many of the popular bike helmets, was bought by a ratio of 500 to I to the styrofoam-lined version. Style, light weight, coolness and performance seem most important.

I am planning to make the Aerodyne II with a streamlined face shield for skiers and a radio in the tail for cyclists and a variometer for hang glider pilots. We spent $5,000 for a mold to make styrofoam liners for the sleek Aerodyne so it too will be safer in hard impacts.

I showed my latest, the '11.erodyne Turbo" full face helmet, December 18 at the hang glider meeting at High Energy Sports shop.

It is a full face for sit-up riding on cycles, mopeds and ultralight airplanes and can also be used prone or supine for hang gliders. It uses the "Kamm" back, which is an aerodynamically cut-off tail to keep the helmet short, yet have much lower drag than a round helmet. I'm working on a full body "helmet" that covers the head and fastens at

the waist to end forever broken necks and backs. Neck and spine are protected and the user can swivel the head around without carrying the load of the helmet.

Eventually I'm going to go for a complete "carapace" for hang glider pilots that will be safe and aerodynamic so look for another story in a year. •

Jack Lambie has always been fascinated by things that move through the air. It staned with a great love of birds and interest in their flight. He raised pigeons, crows and ravens.

In the 50's he built a hang glider and in 1971 organized the first hang glider meet at which a dozen of his Hang Loose gliders, two Rogal/os, two flying wings and another original design flew.

After testing and streamlining a Chevy lim he developed drag reducing truck fairings and methods of evaluating them as chief consultant on the National Science Foundation's research program in 1973.

A 6,500-hour pilot of power planes and ultralights with a Diamond C, USA #20 in gliders, he also designed, built and flew the Wright Brothers' planes and gliders for movies.

He began his serious bicycling in 1970 and soon saw how better aerodynamics for human powered vehicles would greatly improve speed. Owner of eight bicycles and a builder of one of the first streamlined bikes, he was cojounder of the first human powered speed contests in 1975 and continues active involvement in the IHPVt4.

In 1975 he rode around the world on a tandem bike. Upon retum in 1976, he worked with Dr. Paul MacCready on the Gossamer Condor pedal plane that won the Kremer Prize for human powered flight.

He is writing his sixth book and articles on flying and bicycling.

LEFT: Flow can't round the corner and separates. RIGHT: Turbulator strip energizes the boundary layer so flow stays attached.

18

HANG GLIDING

Reynolds Numbers In 1883 Professor Reynolds, at the University of Manchester in England, did experiments to find how a fluid moves depending on its speed and size of the tube through which it was flowing. He showed fluids moved two ways: laminar, meaning it moved in orderly patterns, or turbulent, or mixed up. Which way it moves, laminarly or turbulent, depends on the viscosity, that is the gooeyness, and the speed and size of the object over which it was flowing.

Osborne's analysis of the two kinds of flow and their significance explained many discrepancies between theory and fact. For example, early wind tunnel results such as those performed by the Wright Brothers were wrong. Their slow wind and small test airfoils had low Reynolds numbers. Based on their tests the Wrights therefore thought a thin, undercambered airfoil was best, but they would have done better with a thicker wing. It wasn't until 1916 that airplanes began using thicker, round-nosed airfoils better for their higher Reynolds numbers.

If speed or size is increased the air's relative stickiness decreases. The drag of the air changing direction as it goes around, or inertial force, increases. The Reynolds number is the ratio between the viscous and ine11ia! forces in fluid flow.

It is a non-dimensional number that describes how the boundary layer can be expected to behave. It is abbreviated "R," "Re," or "RN" in various books.

To estimate the Reynolds number of something moving through the air at sea level multiply its length in feet by its speed in mph times 10,000. Example: A Y.;' cable at 30 mph is 30 x .0052 x 10,000 = Re of 1560, which is a rather low Reynolds nmnber. This means it has a high drag for its area because the viscous, "sticky" drag, is relatively greater than the inenial force. The inertial force is the energy needed to accelerate or change direction.

A streamlined helmet would be 30 x 1.25 x 10,000 = Re of 375,000, in the range where transition between low and high Re can vary greatly depending on turbulence in the air. But that doesn't APRIL 1985

mean much without more examples.

Understanding Reynolds number effects explains why flies and bumblebees have hair on their wings and bodies, and why they're round instead of streamlined.

Reynolds number effects make clear why a golf ball with dimples goes farther and why Frisbees have ridges on the edges.

It concerns the boundary layer action in relation to the air farther out. Under Re 400,000 air flows larninarly and above Re 1,000,000 turbulent.

Since the Reynolds number increases with speed and length there are certain • speeds or distances back on the object at which a critical Reynolds nmnber is reached, where the air doesn't know if it is governed by viscous or inertial forces. This is the transition zone. Tripping the air to make it slightly turbulent has the effect of raising the Reynolds number and thus lowering the drag sometimes. Around an unstreamlined shape a roughened front surface can make an Re of 250,000 act as if it were an Re of 400,000. Making the boundary layer air turbulent seems to go against what you would think, but remember how sticky air is at low Re? That means the boundary layer has very little energy.

When it runs against a rise in pressure such as past the curve of an airfoil shape, it stops, so the boundary layer thickens and piles up. Air outside the boundary layer will not follow the curve and may separate resulting in a high drag wake.

To stop this clinging we mix up the slow boundary layer air with the faster air farther away. The added turbulence energizes the layers close to the surface. A slightly turbulent flow will go around curves better than laminar flow air and won't separate so easily. Nature seems to do it just right. Insects have relatively more viscous drag than inertial drag compared to large objects. A round thing has the smallest surface area for its volume so the lowest drag in little insects will be round, not streamlined.

Notice when you drop an ant 40 times its height to the ground it walks away, but a person falling 40 times six feet would be flattened. That's because air to the ant

is like molasses. Another example: Thrips are tiny, very tiny, frnit fly-like insects. They have such a low Reynolds number they don't use solid wings but swim through the air on pulsing threadlike wings. Dandelion seeds waft through the air because the fluff balls have such low Re, and thus high drag, that they carry a long way because gravity can't pull them down.

So what can you do about low Re? Almost all bracing and cables of a hang glider are low Re with resultant high drag. Turbulators would help. Your tubing can have 30% less resistance by putting little strips of tape on each side, about 45 degrees off centerline. the turbulated air nearest the tube will carry around further to the back for a smaller wake. Tubing with the front dimpled, like a golf ball, might not be such a bad idea.

The seams in the sail may, if properly placed, energize the boundary layer and keep it from early separation. •

TYPICAL REYNOLDS NUMBERS Aircraft 747 .................. 10,000,000 Cessna, etc. . . . . . .

1,000,000 500,000 Hang glider . . . . . . . . . .

(wing root only)

Animals Albatross ........... .

Seagull ............. .

Sparrow ............ .

Large Moth ....... .

Fruit Fly ..... .

200,000 200,000 25,000 7,000 200

Bibliography Aerodynamic Drag 1951 Sighard Hoerner 148 Busteed, Midland Park, NJ Shape and Flow 1961 Ascher Shapiro Doubleday (Anchor Books) Garden City, NY Life in Moving Fluids 1981 Steven Vi?gel Willard Grant Press Boston, MA

19

THE ANSWER MAN C

Head-Ons

Dear M,: Ans1Ver Man, I've read your reply to Rich Kelly's question abollt which way is right in the January issue. A velJ' good article.

There is one point, holVever, I disagree lVitlt. Jvu make an analogy to two people approaching each other head on and doing the stutter step to avoid each otha That is amusing 011 the ground, not in the ail: I agree until you say, "In the air, where you cannot stop, and your approach speed approaches 60 mph, the results can be tragic."

I hope you mean that each glider is flying at 60 mph, that is the only way the impact of each glider would be 60 mph. If you are assuming that each glider is moving at 30 mph a11d that the impact speed is double, think again/ 171e point_ of impact is stationarv assuming the speed of each glider is equal.

If a pilot were to fly into a brick wall (ouch!) at 30 mph, that is the velocity at impact. If two pilots were to fly imo each other at 30 mph (ouch, ouch!), each pilot wollfd realize a 30 mph impact not 60 mph as I believe your statement suggests. It may he a silly point to bring up and I realize that head-011s were not the issue of the article. I just thought I would throw it at yo11 anyway.

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by Mike Meier Dear Mr. Cimino, Thanks for your letter. "Head-ons" (or rather techniques for avoiding them) WERE the issue of the article, and I don't think your point is silly. I'm sorry that I did not make myself clear when I referred to an approach speed of 60 mph.

I was not trying to make a reference to the expected impact of the collision, but rather to the very small amount of time available for either pilot to take evasive action, and to the fact that that precious time can be used up very quickly if each pilot's first attempt to alter course leaves the two gliders still heading towards a common point in space. If each glider is flying at 30 mph, and the gliders are 100 yards apart, they will collide in 3.4 seconds. That is enough time for evasive action if each pilot makes the proper move the first time, but if they don't those three seconds will tick off very quickly.

The technical question regarding how much impact a pilot will receive during a midair is a very complex one. The force of impact felt by any object involved in a collision depends on the rate of acceleration of the object - how much speed it loses over what period of time. This depends in turn on the relative masses of the two objects colliding and their relative degrees of rigidity or elasticity. The more massive and rigid the object you collide with is, and the greater your speed is the more force of impact you will feel. In your example, you arc assuming a perfect head-on collision between two equally massive and equally rigid objects travelling at the same speed, (two gliders at 30 mph) as compared to a single object (glider) colliding at the same speed (30 mph) with an object of infinite mass and infinite rigidity (the brick wall) which is at rest. You arc cor-

rect that in this example all three gliders will experience the same force of impact.

In most midairs, however, the force of impact will be much less because the gliders do not collide precisely head on and therefore the alteration in speed is much less severe. Beyond that, the pilot in a midair is typically cushioned from much of the force of the collision by the elasticity or plastic deformation of the glider. The primary danger to the pilot in a midair is not that the impact of the collision will kill him, but that it will interfere with his control over the glider to a sufficient degree so as to cause him to hit the ground (brick wall) at a high rate of speed and that that will kill him.

As the feller says, 'J\.viation has made the world a lot smaller, but it's still pretty hard to miss it if you fall." The dangers involved in two gliders approaching each other are first that each pilot has only half as much time to take evasive action as he would have if he were approaching a brick wall (or other stationary object) from the same distance, and second, that the brick wall may take action of its own which negates the pilot's attempt to avoid collision.•

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WALT

DODGE The Competition (Summarizing last month's episode: We recall Helen had taken the 'Time Pana/' control and disappeared into the future, only to reappear some time later in a coma. Shortly after her return, all the flight parks in the known universe were visited by strange flying machines no one could identify.

171e question of these apparitions was answered by the returning and landing of one of the mysterious entities, who tllrned out to be our twentieth century hero, Grebs.

As he explained, a group called "171e Inter-galactic Soaring Society" from three thousand years in theirfuture, was challenging them to a competition. The idea of competing was a dead subject and it had to be brought back to life.

After some deliberation, it was decided to accept the challenge and, as Todd put it, "Send them back to their own time a little wise,; and a little less cocky. 11

ff{'"'"\

.

\..IK, responded Mark, "Now that that 11

is decided, where do we go from here?"

"The first step is a meeting to decide and explain the format and rules of the meet," stated Grebs. "Then you guys can focus your training on the exact tasks. Also, it must be decided when this meet will take place. 11 Todd laughed, "It won't take us long to get ready."

Grebs looked up, "You don't understand, I mean when, as in time! their 'time' or our 'time.'

22

"They are better set up, since competition is a normal way of life. All the officials are professionals that know what they're doing, and the courses are already laid out."

"Couldn't we lay out a course and train officials?" asked Mark.

"The best officials are ones who are familiar with the tasks involved and have 'hands on' experience with the troubles that arise. You said you hadn't had a competition in centuries. Is there an official still alive with experience? 11 "Of course not," answered Mark.

"OK then, why not use the logistics they have already available?"

Rob responded this time, "They might sway it in their direction. I read once of an ancient term about the advantage of home court."

"Obviously there is an advantage to playing in your own back yard. But if we do decide to go forward to their time, we can allow ourselves enough for practice so we can become familiar with the space."

"What if they cheat?" asked Todd rather hesitantly.

"That," replied Grebs, "is not even in their vocabulary. I witnessed one of their competitions and it was the smoothest, most problem-free meet I have ever seen. No possibilities of cheating. Their officials are ruthlessly fair. If an infraction occurs and it was covered in the rules, no protest is allowed. The rules are the law. If it is not covered in the rules a protest committee is held immediately and a discussion is made.

The decision is binding. In the last fifty years, so I've been told, the committee has never met. Let me tell you, they have this down to a science. Those rules cover incidents I would never have thought could even happen."

"Do we get to see this volume of good works? 11 asked Todd a little sarcastically.

"Of course, but it is too long to read and be remembered. So, every competitor has the rules implanted, in total, into their memory through a process I couldn't begin to understand."

"Enough of this discussion," broke in Mark, "The competition is obviously on, so when is this meeting?"

"Tonight," replied Grebs very factually.

"Tonight? 11 yelled Rob, "How do they know we would even accept? 11 "The process of your thought patterns, remember?"

"Oh, yeah. Well that's one thing we're not going to have to watch them on. I don't trust these guys simply out of principle," announced Todd. "It sounds a little strange."

"Not really Todd," answered Grebs trying to ease his suspicions. "Just like when you guys explained the 'paradox of time' to me, this ends up being the same thing. If the competitive spirit isn't kept alive in you, it may not reach their time, which it obviously did and the entire flying culture of their society is devoted to competing. It's almost as though they are driven to it."

"I don't care. I don't trust them," Todd announced again letting everyone know his position.

"Suit yourself," answered Grebs. "You'll realize the error of your ways soon enough.

In the meantime, how about something to eat? I'm hungry."

The group set about preparing and consuming a meal, while the crowd of curious pilots did likewise. Grebs made the rounds, greeting pilots he had known and answering questions that seemed never ceasing: About the future and their society. About flying and how he was able to hover the ship so steadily. The latter he tabled until later, when he would take all of them out and give a one-time full description of the ship and its properties.

The group was very anxious. Not only about the upcoming meeting, but, to learn about this magnificent craft. As Grebs explained, they had a while yet before the committee was scheduled to arrive, so he was hurried outside to enlighten the hungry masses.

"So alright already," he said laughingly to the urgings of his comrades. "Let's go out and I'll show it to you."

HANG GLIDING

Upon stepping outside, Grebs pushed an area on his belt and the craft rose up and floated over to just in front of the group, then settled softly to the ground.

"It's a lot like the ones you guys have," he began. "Only it has a new improvement, watch."

Grebs once again pushed another spot on his belt and a beam of light shot out and encompassed the ship. The glider started to pulsate and hum, with the sound oscillating to the rhythm set up by the glow. Then as though by some incredibly powerful vacuum, the glider was sucked into the light which was then sucked into the belt.

"Where'd it go?" demanded Rob. "In the belt," answered Grebs. "It was turned into energy and is being held here."

He pointed to a spot on the belt.

"That's one hell of a piece of clothing," remarked Todd.

"They are really proud of it. The belt is the control center for all operation. By pushing this spot again, the reverse will occur and the glider will be as before. Watch."

He did and it was.

"That's incredible," jumped Mark. "Talk about quick set-up time!

"The whole suit is actually all one unit," Grebs continued. "The whole thing works together. In the helmet, which is now contained in the collar of the suit, are conductors that touch different areas of the scalp and relay impulses from your mind to another area of the belt. Which, in turn, relays it to the control necessary. In flying the glider, you don't have to do anything. Just think the control and it is done automatically.

"The entire ship reacts from any source giving off energy. The sun, other stars, the heat rising off worlds, the simple movement of air, or in the case of outer space, the attraction of different bodies of mass. No matter how big or how minute, it utilizes it as required.

"Remember you once told me that a ship capable of utilizing light to travel as fast as light would not be foot-launchable, due to the size it would require?

"Yes, I remember," answered Rob. ''And it would have to be micro-weight and probably a mile square. Are you telling me this flies at the speed of light?"

"Faster."

The crowd came unglued at this last revelation.

"How much faster," asked Todd Totally awestruck.

"They don't know. No one has ever taken it to its maximum capability. But they don't 11

11

APRIL 1985

measure on a scale based on the speed of light."

"Not based on light? pressed Mark.

"What is possibly faster than the speed of lgiht?"

"The speed of thought," answered Grebs.

'1t's believed that this machine can reach that limit."

"You can't measure the speed of thought," stated Todd, sounding like someone was trying to pull a fast one on him.

"They have. The closest accurate estimate is ll ,574 light years per second.

Everyone fell silent as this last revelation sank in. Eventually Rob spoke up. ''Are you telling me that that machine can traverse the galaxy in approximately one of our days?

"It hasn't been attempted, but it is considered possible. The record is five days."

"That's five billion, seven hundred twentyfive million, two hundred forty thousand miles per second," exclaimed Rob. "If that's what it figures out to I don't know. You're the mathematical genius," answered Grebs. "They're optimistic, they really believe the speed of thought can be achieved and passed. So, all speeds are measured as 'point' such-and-such T.S. or 'thought speed.' " "This is incredible," responded Todd, still caught between wanting to believe and not believing. ''And we're supposed to compete with that?

"They assured me it would be equal. But, back to the ship. You see they believe that the most sacred fact of life is an individual's thoughts. They share them. They teach by feeding the mind directly, rather than through the sensory organs. They almost worship the concept because it is the utilization of pure energy. So it would stand to reason that such an energy would eventually be measured and then that speed would be attempted or at least strived for."

"How about other types of flying craft?

Have they achieved T.S.? asked Mark.

"They have no other kind. All other movement is done by transport beam using pure energy. As in my time and yours they are a select group dedicated to flight in the purest form."

"Now wait just a darn minute," broke in Rob rather defensively, "What 'pure form?'

If they use anything as a source of power, then it becomes powered flight, not 'pure flight' which utilizes only natural phenomena."

"You misunderstand the concept," answered Grebs. "The machines aren't 11

11

11

11

11

powered by the sources of energy, they react to the energy itself the same way my old glider reacted to the pull of gravity and the lift of thermals, and yours to the solar winds.

These are all energies that are utilized by us only to a fraction of their potentials. This glider utilizes over ninety-seven percent."

Todd wasn't going to be put off this time.

"I didn't get my question answered. How are we supposed to compete against ships that fly at the speed of thought?

"Those details will be ironed out at the meeting. But, if my memory serves me correctly, we are the challenged. So, according to the rules in the meet I observed. we can choose the gliders to be flown."

"Now that's more like it," yelled Todd with his sardonic grin showing. ''What time is the meeting tonight? This is one point I want to be sure of." ''A.bout eight. We don't have much time.

We'd better elect, or appoint, or whatever you guys do, a committee to make the arrangements."

"Grebs," Mark complained, "you know we all just kind of react individually around here. As long as you don't interfere in someone else's life, there really are no rules." ''Well that is going to have to change as of now. All of us can't be in on the meeting.

It would be chaotic. There will be five of them, so we should have a negotiating team equal to that number.

"I suggest we hold a good old-fashioned democratic election."

"God, I hate it when he gets this way," remarked Todd to Rob. "He's so authoritative. Remember the way he was on Phoebus?"

"Yeah, I sure do," answered Rob. "I also remember the outcome of what he did. Let's shut up. The kid's on a roll."

"OK, Grebs," Rob continued, only to Grebs this time. "But you'll have to lead this election. We don't know what to do."

"Sure, but not by election as you mean," interjected Mark. "The officials earn their way up through experience and knowledge.

Not just because he convinced a bunch of people who previously had never heard of him, that he could perform a bunch of miracles he has neither the power or the intention of doing."

Grebs thought a moment. "You have a point. I yield to the delegate from 4985. 11 Continued on page 26 "What?"

11

CENTERSPREAD: The intergalactic soaring society from three-thousand years in the future. Artwork by Susan Oliva-Hook.

23

"That means you are better qualified, Mark, to lead the selecting process."

"OK," began Mark, looking at the likely candidates around him. "We need five people. One who is most knowledgeable in design and engineering, for equipment that would be Rob. One who's specialty is rules and law, I guess I qualify on that one." ''Boy, you're not kidding," spoke up Todd.

"He's the best space lawyer we got."

'J\lright that's enough Todd. One who is versed on logistics; that would have been Helen, but she's not available, so you, Betty," pointing to a cute little brunette in the group, "are it. And lastly, just to keep the pot stirred, Todd will perform as the sarcastic pessimist; every group has one. It keeps the others on their toes and honest."

"No comment, Todd?" asked Grebs.

"No," answered Todd, very pleased at being included. "He's right."

'J\lright then, if that is agreeable to everyone, let's go inside and readjust the molecular lounge supports in the meeting room and start getting things ready."

"Grebs? 11 asked Rob. ''Why readjust them?

Won't the delegation want to sit down? 11 "Sure they will but some of them aren't built like us, and sit or stand completely different. The one universal object every creature who moves on the surface of a planet can rest on, is the ground itself. Hips, no hips. A waist, no waist. Legs, no legs.

Whatever."

"True," realized Rob. "Let's go in."

Grebs pushed his belt and his glider became energy again and was sucked into it.

"Don't do that," complained Todd. "It's freaky."

"So are you," responded Rob. "Come on! 11

*** h e preparations were made and the time arrived. At the stroke of eight, the anticipation in each heart was answered by the explosions and appearance of five portals above the flight park.

As the five ships descended and touched down, Mark and Grebs stepped forward to greet the newcomers.

'Newcomers' is a word none of the group would have used to describe this negotiating committee. Although everyone was prepared

by Grebs, the sight of this five was a bit of a shock to the system.

The introductions were made. There was Kreet, of course, acting as the head of the committee. The suit he wore disguised his total appearance, but it was sufficient for

26

everyone to get a general idea. His body seemed to be composed of two major parts.

Out of the upper part extended eight appendages, four of which he used for walking, and the upper four were manipulative, as hands. Only instead of digitals, small clawlike protrusions were present. No actual head was present. Instead, the upper area of the top section contained three spots that more closely resembled sea anemones that Grebs · had described as his eyes, and a large gaping orifice, lined with thick hairs that constantly moved in and around the opening.

Kreet never spoke an audible language. His only method of communication was telepathic.

The others were a little easier to accept.

Bornakornig, was approximately three feet tall and an oxygen breather so his helmet withdrew. He had no legs and more closely resembled a sawed off tree trunk. The outer layer of his body looked just like the bark of a pine tree and he had no mouth. He achieved movement across the ground by thousands of small roots, as it were, that constantly moved beneath him. These also acted as his source of nourishment intake. Vision was accomplished through an organ that resembled a wild mushroom growing out of the top of the trunk.

Ta was the simplest to describe. It looked like a large slug, only bright yellow in color with red stripes, and one large extension out of the top of its head, similar to the horn of a unicorn. At the end of this extension, a small flat area about the size of a silver dollar contained two eyes and a mouth very similar to humans. This seemed ver¥ out of proportion to his being four feet long and about two feet thick.

Zootakagoragiknorambo, they called him 'Zoo' for short, was the one the girls liked the best. He was almost totally humanoid, only his height was a whopping ten inches and he had to remain in a round cylinder that was filled with a liquid silicone. This transparent object continuously floated two inches above everything it passed over.

And finally came Woody. A human in every sense. The only thing that set him aside from Grebs or any of the others, was that he presented an example of a perfect human specimen. Every muscle was tuned, every hair was in place, even his teeth were even.

It was almost embarrassing to stand next to him. One achieved an instant feeling of inferiority - totally unjustified, as he proved to be the clown of the group. As it was realized, the one aspect of life that sets the human race apart throughout the centuries, is their unending sense of humor. Other life

forms could laugh and joke, but none to the extent the human did. This, it was later explained, was the one reason it took the other races so long to accept humans. Man was kept as a minority for centuries and not considered equal.

Mark began, ''Welcome to Andy's. We are honored that you have chosen us, out of the millions, with which to hold a competition."

As he spoke he gave a low bow as though greeting a royal emissary.

The group headed by Kreet took a step back and just started to look at each other.

Then they turned to Grebs.

Grebs just looked down then aside to Mark. "What are you doing? 11 "Greeting them with total protocol."

"Total protocol? These are pilots, not kings. Relax, be easy. Watch."

As Grebs turned to Kreet he displayed a big grin, and held out his hand. "Say Dad, gimme four." With that the group relaxed as Kreet hit Grebs' upturned palm once with each of the top four legs.

He continued with a slight jive to his voice, "Mark here doesn't understand that all pilots are the same: laid back. Did you guys stop by my time zone and pick up what I asked? 11 Woody stepped forward, carrying a large box that gave off a bunch of clinking sounds as he walked.

"Sure did, Grebs. Damn near caused some problems though. I sent Ta in to get them and the lady in the store fainted. Your time was so emotional. Here."

Grebs took the box. "This isn't enough, Woody. Look at all these pilots."

"Oh," he replied with a smile. "You want it all now? 11 OK." He pushed an area of his belt and a beam shot out to an area next to the crowd. Appearing in the beam were fifty cases of Bud, in bottles.

"OK, everyone," yelled Grebs, "grab a bottle and let's get the meeting started. Don't worry about what's in it; you'll like it."

Everyone took a bottle and, following Grebs' lead, twisted off the top.

Holding his bottle high Jim yelled, "To the victors, go the freedom." Then he took a long draw on the beer.

Grebs responded in like fashion. 'J\nd the loser, go the spoils."

With that each human and alien downed a swallow or two, except Todd. He didn't feel comfortable with the toast that was offered.

What spoils? And what was worse, freedom from what?

He drank his beer, but only after the toast.•

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"This glider performs the best and it's f(JSY lo fly! Bar pressures and roll rate are no problem. The VG lets you fly ii any way you want. It's perfect."

-Jon Lindburg, San Diego, CA "To win major competitions a pilot needs the best performance available, with the ability to execute in all conditions. The VG gives the 510 top LID performance while allowing the glider to thermal efficiently, even when good handling is mandatory. Other gliders may be able to perform equally at their specialty, but in world class competition and a variety of conditions the Sensor proves 10 be superior."

- Rieb Pfeiffer, Santa Ana "/ have flown with many excellent pilots on state of the art equipment. The certified Sensor 510 16() VG has the best climb rate especially in light conditions, and the best LID and sink rate in the JO mph range. With the VG system, I can select the best wing tension to launch, fly and land easily, which gives me the safety and confidence I need to maximize the existing conditions. " -Stu Smith, Grandfather Mt., N.C. "It out sinks everything, has a wider speed range, and the sail stays clean going flat out."

- Bill Liscomb, Leucadia, CA

Recently, at the time of its HGMA certification, the Sensor 160 VG underwent improvements to its leading edges and upper surface air foil. The new 510 incorporates extended half ribs to the double surface line, a wrap around nose fairing, improved shape on the mylar leading edge inserts, a better supported upper surface root section with a close rib spacing of 1.3 ft (.4 meters) and higher leading edge sail tension. The new wing shape of the Sensor combined with the new aluminum faired tubes adds up to a performance gain that's a pleasure to fly.

IMMEDIATE DELIVERY HGMA CERTIFIED* SPECIFICATIONS - SENSOR 510 - 160 V.G. Span Area Aspect ratio Empty Wt. Hook-in Wt. Ideal Hook-in Wt.

34.8 ft 161 ft squ 7.52 66 lbs 145-255 lbs 175 lbs

10.6 m 14.96 m squ 29.9 Kg 65-102 Kg 80 Kg

*Includes new aluminum fairings, extended half ribs, Kevlar trailing edge and Variable Geometry.

"On my second flight with the 510 I pulled off 45 miles. I especially want to commend you on building a glider with an ingenious design and real integrity.

The quality of workmanship and the sail work is the finest I have ever seen. I feel very confident and safe flying the Sensor. " -Jerry Nielsen, Washington D.C.

Recommended skill level: Advanced.

"The sink rare is absolutely amazing; it simply can 'I be touched. As for glide, I swear it's al least what your figures indicate. The wing simply surpasses all of my wildest expectations. Heres to your insight, swear and perserverance. " -Bob Hofer, Fort Smith, Ark.

Our new certified aluminum faired tubing. Fits most all Sensors made.

Seedwings, 5760 Thornwood Drive #3 • Santa Barbara, CA 93117 • (805) 967-4848

llOIUll'HlM

1985 F.A.I. WORLD CHAMPIONSHIPS May 1!!. June HI, 1985

Now available. the most comprehensive guide around for pilots seeking to expand their knowledge and skills. With 244 pages, 125 illustrations and photographs, loads of TRUE stories, and a complete subject index. You'll learn .

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About crou-counlryllytng: XC potential of your area. Training and supplies for your ground crew. Advance planning. When THE day arrives. During the flight.

About competition llylng: Competition formats and scoring systems. Psych-out techniques. Evaluating opponents. Strategies. Specific flying techniques.

About equipment: Choosing, caring for, and making best use of a glider, harness, parachute, instruments, and other equipment. Sail cloth tips.

About speed-io-llyC111lculmllons: Dolphin vs. classic flight. Your glider's polar. Techniques for gliding furthest, fastest. Speed rings.

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_ copies of Hil11!11 Gliding According lo Plelll11r: Skills for 1h11 Please rush me Advancing Pllol at $9.95 each, plus shipping and handling: $1.00first copy,$ .25 each additional (airmail $2.50 first copy, $1.00 each additional). Californians please add $.60 sales tax per copy. Total enclosed:$ Name: Street: _ _ __ City: _ _ _ _ _ _ _ _ _ _ _ __

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486 Alan Rd., Santa Barbara, California 93109

(805)

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Call Hang Gliding, Ultralight, or Windsurfing Department on East Coast (919) 441-4124

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$749.00

Or Send Resume to: Dept.

P.O. f.ox 340, Nags Head, NC 27959

to the fact that winier was upon the and it appeared that the season was about to be shot for the duration,

into a so often try to imitate, lo warmer climates 10 the south, that inflicted on the northern this seemed

the earth would be somewhat rnorc

to New Zealand with the Santa Barbara

Achim years back so r decided to fow calls and heavy attack on my

hank account, I found rront of the

30

left to find a spo1 to sack out while I looked for Achim. It wasn't too difficull, as there to the

When we had boarded and to wind up, the cap· for the DC-10 the intercom, tain's French accent came Zhcntlcmcn, we arc

and muttered, "Five minutes to go and won't take it'" was to say the

We left to Tahiti where 12-hour had short stopover. In the transit terminal, we up and Aehim told us that the Sensor was too or or for the DC.IO bnt the UTA it somehow. I was made arrangements with my friend Bob Schutte of Schutte Sails in Auckland. was to rent could use. when we got in touch with the locals. arrival in Auckland, we went

rnoc'.lossmv because New Zealand is very concerned about contamination of their life forms. Fortunateenvironment by ly,

restrictions a fow millcnia Ac:him went to get our rental and I did little the

we made it out of' customs.

Auckland and headed for the

a hazards of Mexican food miles away from the nearest c:hile field.

The next was APRIL 1985

up for on the beach. The James Tbdd, was a nice guy who took ns up to launch to check it out. The cliff is about foct and overlooks a coastline. The beach itself is about a quarter inile north and is a expanse with dunes It looked primo. checked into very motel, the Twim Palms, and relaxed. The next we went hack to Auckland, got lost and found Bob's shop. He set me up with a "l72 "which is the type he It is a double surface ship that tips similar to the Sen· . While he showed me went to the to about the Sensor. seemed the Achim returned diverless. had his on Air New Zealand and the 747 it was on had blown an and was forced to land in Hawaii for

returned to Muriwai, where up and bailed off the cliff. I had a fine time, the wind was from the south and the usable part of the short. After about 45 minutes, it pretty and I headed for the beach. I almost waited too to leave, l skimmed over a headland with altitude and got ro1orcd 011 the other side. I made the beach with 110 room to spare for turn into the wind. The was, shall there was no and I only suffered

lacerations of rny self-esteem. it was back lo Auckland, The next and finally we found the lost this time, Bob had found a (or a Mars we couldn't decide) for him to hire at reason· wn•vu,, .. ,..,,~ at one came to about $10 (US) per and set it up and Aehim went to the airport used Bob's scrap and his shop to out boss front rack for our car. Achim returned diverless was back to Muriwai Beach, where the and Achim tried the dit ions were didn't stay up too to head for the beach.

We went back to the motel and spent the rest of the to find where we could workers were on strike raise) and of some brands of We took what could get.

Ac:him hut the wea· got a short ride at Muriwai but landed in the rain. We up and headed out of town toward the south lost).

Our destination was the town of Matamata, about 170 kilometers away.

We rolled in10 Matamata and called a named Steve Steve met us in town and said that although the local site didn't

look too promising, he was willing to take us up to launch. It was only about a 20-minute drive to the primary launch. The name of the place is the Kaimai range and it was to be the site of the '85 New Zealand Hang Gliding Championships starting January 24.

The range is about 1,800 feet high and stretches for around 20 miles, facing west.

The locals have an arrangement with the landowner that is very convenient and efficient. At the owner's house on the way to the ridge,pilots stop at his drive, pick up the gate key from a box, sign the log, check for any posted notices, and if they intend to use the top launch, they put $5 (NZ) per car in the slot for road maintenance. When using either of the two lower launches, there is no charge. We drove up the fairly smooth "metal track" (gravel road) to the top launch. It is a wide, grassy space with enough room for plenty of gliders to set up and top land. Being that there is grass here, there are sheep here, like everywhere in New Zealand. Being that there are sheep here, there is an abundant supply of their residue, like everywhere in New Zealand. Care must be taken while setting up or your sail has a tendency to take on multiple blobs of olive drab coloring. Actually it doesn't matter how careful you are, you get smeared anyway. Believe me, there is no shortage of this stuff!

Steve launched first into the slightly cross 15-20 mph wind. The launch is very wide and smooth, although fairly shallow. There is no need for a wire launch except in very strong wind, in which case most pilots would be using one of the lower launches anyway.

We all got off with no problems and climbed rapidly to around 1,200 feet over launch. The air was quite smooth and I started to use my camera to record my buddies in the air. I had a great time sneaking up on them and then snapping off a few shots while trying not to gyrate wildly through the sky as I framed each photo.

After an hour or so, Steve landed on top while we watched to determine the approach pattern. It was pretty simple, so we came down also. I wanted to change film and grab a quick snack. I laid the Mig flat on the ground as Flip landed.

When I was ready to fly again, I suited up and lifted the nose of the Mig. The wind took it away from me and it blew over backwards. Since the lower rigging wasn't hooked up, the keel got bent next to the kingpost fitting. My self-esteem required major treatment after that. Even with the beer strike,

32

I managed to recover somehow.

Steve had to go to work, so he and Flip . broke down while Achim went for another flight. We drove down to pick him up. We stayed at the Opal Hot Springs motor camp a few miles from the landing area. I called Bob Schutte and he promised to ship me a new keel as soon as possible. While Achim was packing his Sensor up, he found a frayed flying wire. We measured it and Bob whipped out a replacement which he sent along with the keel. Achim and I missed the next day's flying but were back in action after some fast wrenching.

Our next flights at the Kaimais were puzzling and a little frustrating. The wind on launch was lighter, but the sky was a collection of lovely cumulus clouds. We launched and were immediately drilled. I scratched and clawed my way around every tiny bump of lift, but to no avail. I also

"I just took off wearing a T-shirt and naturally stayed up for over an hour. I seemed to be flying in a convergence zone caused by the wind splitting around a large hill directly upwind." discovered that my Ball 620 variometer sounded like the bleating of the myriads of sheep dotting the hillsides. It was a little confusing to hear what sounded like 200 up while scratching close to the ridge and realizing that I was still sinking relentlessly. Yeah, I know, it's not much of an excuse.

Flip did the best job of working the weak lift, getting back up to launch altitude, but he landed shortly afterwards. Kevin Murdoch, a pilot from Christchurch (and the New Zealand Moyes dealer) had no better luck than I. He was at the Kaimais to practice for the championships with his Moyes GrR. After landing, I contacted Achim on the radio. He hadn't launched yet and I managed to convince him to come and get us in the car. We all went back up for another flight as depressing as the first.

The next day, the wind was a little stronger

and we managed to ridge soar for a while before it dropped off. As we were breaking down, a couple of the local pilots showed up. We were ready to leave by the time they launched. We tried to ignore the sight of them crnising at cloudbase as we drove away.

We would have gone back up, but we had to drive to Wellington and catch the ferry across the Cook Strait to the South Island.

We drove through the night and stopped at Paekakariki outside Wellington at about 3 AM. There is a coastal ridge flying site there and we wanted to check it out. The wind was coming in at about 45 knots and cloudbase was below the ridge top. We pressed on into Wellington where we maintained our perfect record by getting lost again.

When we found the ferry, we dropped our gear at the terminal and removed my trick front rack, replacing the original bumper bolts to allay suspicion on the part of the renta-car people. We also had to remove the Grand Canyon from the car roof. It was almost as if something heavy had been lying on the roof for an extended period while the car was in motion on rough roads. We couldn't figure it out and the car agency didn't notice anything but the mud splattered all over the body. They didn't care about that, so we were OK. We purchased tickets for the ferry trip ($16 NZ each) and tickets for the gliders too ('!il.70 NZ each). We carried them on board the ''.A.rahura" and left them on the car deck. We went topside and enjoyed the three and a half hour ride from Wellington to Picton.

The ''.A.rahura" is a pretty good sized ship, over 400 feet long and displaces some 20,000 tons. The seagulls spent the entire trip ridge soaring it when the wind was abeam and soared the convergence behind it when we were heading into the breeze. I soared the bar and took pictures of the birds and the wild coastline of the Queen Charlotte Sound near Picton, where we disembarked.

Achim went to get us another car, as the agency didn't permit inter-island ferrying of their cars. He returned with an identical Toyota wagon, which was convenient, as it only took twelve minutes to re-install the rack and load up. The only hassle was that the radio didn't work and as a result, my Walkman, Stevie Ray Vaughn and ZZ Top tapes got a heavy workout.

The scenery is marvelous throughout New Zealand but the South Island is really amazing. From wide prairies to lush forests and towering mountains, the country had a surprise at every turn in the road. We stopped

HANG GLIDING

to m11 the Josef is a beautiful chunk or blue ice the mmmtainsides. We went for a hike to the because you don't sec like that in New Mexico or Calilim1ia. Al the rate that the ice is you may not it in New either. There the extent of the ice at various dates. In 1970, the ice extended at least halfmile farther than it i\ Jew miles down the road, at the Fox but we did11't stay too the Franz .loser (al least wasn't as from what bu1 I'm sure ii much better farther up than was allowed to ll was pretty fast; saw a few blocks of than a house come down in the few minutes I As we continued towards Queenstown, we discussed the chances a to take us up to the top of "The

and to compare this to what ii would lake to arrange a choppt:r in the The mind left 1hc

to the around into the

come

from.

We

launch

were about half We found a road

up into the mountains and found several like· ly

launch siles, all with either too

Association was ils national cham .. not too far away and one of the nearby. From the we deter··

soar around the

to or the mountain range

minutes before it was go .. to be sled nm so I didn't bother with

strong up onto the mountain that I could have taken much more al!itudc, it was cold I was.

When [ lanclcd, l discovered that the field Achim had chosen had a herd of hercford bulls it. Herefords aren't too

said, Achim asked, "Each'/" She said, "No, !hat's for all three you and your " Dumb founded, we asked when we he able 10 it up. She called in and he said, don't think this afternoon to be any How about 10 o'clock tomorrow'?" considered this for about three tenths of a second before lefi our

or

1985

call at around

looked like pretty dual launc:11 ramps and nice range in both directions. At the moment, the cloudhasc was about JOO feet overhead aud from the clrifl, it was We didn't

Shotovcr both got showed no we had to

more of Lhe hcaut.iful who gave us directions to site and also turned us the up, into the soarablc air and had The top area is excellent and we each used it with no trouble at all. I was my camera and it was nice to he able to land, film and re-launch so The Allandale site I

a 1,500 foot Harbor, which

1s

volcano. The around the harbor is the rim of the crater. northeast wind and is an excellent lower launch is very nice and the top launch is for touch and go pracup there that reads Your Divots." We all had so we had no worries about site maintenance of that sort.

When we had racked up a couple of hon rs each, the wind started to up and clouds to form beneath us. For a while them (never got thicker and thicker until i1 looked like there was a disup and was to be a I decided to top land while I could sol worked my way down. Unfor-thc wind and terrain

the

all I could do to maintain feet hut it control. Each time J would almost touch wind After up and headed about three attempts, out.

also headed out and the

field after a hairvery turbulent air.

The field is slanted across the wind with trees al the end to mess up the flow badly. Achim landed after a similar roller coaster ride. was nowhere to he and the top was socked in. I broke down and started to hitchhike up to the

too much, with low a damper on prac· were hopefu I for better weather the contest. /\ehim and l settled up with Bob Schutte for our parts and said goodbye to Flip, who to stay in New Zealand for another We w.:re more than a little was hard to believe that 18 for us. We did

4,000 kilometers on our rental cars. made the final highway nm back to Auckland at excessive as ! wanted to meet at least one cop U nforI didn't. I ,ct me say, however, that the Sierra handles very well at up to 200 Not bad for two·liter, four· I have nothing to say about the 172

with roll response and very light bar pressure at 110 time did foci uncomfortable with it, except when it came to the The airframe on this made from New Zealand our and therefore, in order to maintain structural more extcn· is necessary. Bob assured me utilize that most of the current crop and realize substantial

travel can he a as most stations close car· ly. We had to stop for lack of gas on cou · of occasions when we would have pre·· ferrcd to put some distance behind us.

We were primarily in motor camps, which are a great idea. Almost every town had several and they offered sites and trailer sites. Most had small cabins with foll racilities and all the pots, pans and dishes Toilets and showers were in central blocks and all or th.:m were neat and clean. The rate on a thrcc·bccl cabin ran around $20 to (NZ), so it was easy for us to relax after each l r we'd had gear, we could have saved quite a bit. we met were friendly and All the hclpJbl to the Yankee invaders, and the pilots were great, in that they were very willing to help us try out any site or direct us to any other on our mute. also didn't make too much fun of our accents, while we did get a chuckle m· two from theirs. ln conclusion, I'd like to warn them that I'll probably be back as soon as I can. Spot ya on the Dunies' (Go to New Zealand your.. self to find out what that means')•

{continued from

"1)

World C11sh

before it

so headed out or Christchurch and drove to Picton to turn in the car and catch back to the North Island. !11 Well· we up a new Ford Sierra station wagon. The Sierra has some of the Weim·

Kaimais in droves for the ,•11nm,nu,m,111,,a flew the site this time from the lower launch. It similar to off the bench at the north side in Utah, in that you off and soar up from there before to the range. The weather APRIL 1985

seemed to be of the with Achim's Sensor and the fow we flew with, like GT. Of course, performance com· at best under the cir· arc cumstances ! have clescribccl. Obviously, you can draw your own conclusions.

We out of Auckland and in 'Ihhiti, which was like a stcambath. We drove around the island

($)

8 lO

20.50 30 10 15

10 10

284.70

and I to go

rate which makes food has an excellent mad system, although gas·· olinc is pretty The nationwide was $.87 (NZ) per liter, which works oll! to about $1.60 (US) per

20 10

10 50 .50

20

20

($)

James Strnbc 4.50 Paul Kilstofte Robert Perry Thomas Low Ben Eastern 10 Jeff Schuster JO Sieve Hill Fred Hammond Mark Brown 1550 Terence Sccory Rick Skirvin JO Thomas Del Vecchio to Michael Huffman SANTA BARBARA HANG GIJDJNG ASSOCIATION Jerry H. Marlin JO Darrell Hill Jim Yocum Danny Black Eugene Austin BUFFALO MT. FLYERS Marc Dc:,chencs 10 Richard Canham

rise," wind in the miles per hour, increases up the hill and the student moves is maximum, 7-10 miles per hour, at the top of the hilL"

' . , l then went to

hilly section, where increased elevations

-

added to my skill. , ,'' Lilienthal

the student and skills and basic control of the confidence close lo the terrain. Lesson Three

of the control bar. 1n this

a Novice Two" tical altitude difference between takeoff and of three hundred feet or more, and conditions which transition to a Novice a suitable transition hm and smooth wind conditions, The ideal hill transition hill is similar to the of Lesson Two, but it is about one hundred feet feet There

to the top. Wind smooth and up five to miles per hour. the hill Lesson Three at the hot tom of the transition hill. The student backs up the hill

fl ics ten foct or so down the flairs and lands. It nrc,1,,.111v since the student has flown and the site is unfamiliar, at this first level pro, Several similar wann,up for the student and vide a allow the instructor to what the student do at time at the bottom of the hill a

The bottom of the transition hill is the besl time to install oncway radio from tht, inmounted structor to the student. A student's helmet is best. It may on become crucial at altitudes for the stu·· dent to take action when the instrnc· and immediate student response close to the slope at the bottom of the transition hill. The instructor to feel he is flying the the student's hands during the first less and Later the instructor less direction as the student progresses. from the first takeoff location can if the bottom of the trnnsiIn this tion before he flairs for landing. The at this several flights or fifty feet or more at no more than several feet above the few words about the back up the hill after each night. The remains nose into the wind. The student turns and up the his shoulders, and steps over the base tube

the nose

of the it easier to carry and handle, If two students arc turns the student who has back up the hill and the other student helps by holding the front wires and the up the hill.

Then the student flies, and so on, up the transition hill and makes Lesson Three the of the course and the helps to limit student When the student is doing well and feels comfortable with the first takeoff level, he moves ten feet or so up the hill to a new takeoff location. now flies four or five feet higher over the slope from 1hc new takeoff location and the length of each increases to one hundred feet or more. of time at this altitude is The ins1ructor watches carefully for any indications that the student may do something ne,(pc:ctc:t! later at altitudes, yaw con1rol is the best indicator. The stuap, dent should make small, smooth, propriatc side-to-side movements of the control bar in order to the glider IIANG GLllJING

"S,,turns" turn to the the left, then a tum back to the ly into the wind before

make a turn to

direct,,

l<'if'th Afternoon

Lilienthal

The transition hill of Lesson Three made to carry the up the hill, finally hundred or so at the top, Two" hill for I ,csson Four should be about three hundred feet it

out from takeoff to If such yaw control movcrncnls arc late or exaggerated or the student needs more time from this takeoff location, or he may even need to move back down the hill foet and more time at the lower first takeoff location, progress The student usually makes up the transition hill to the top after several from the second takeoff locamovcs ten foct or so farther up the to each new takeoff level and then makes several from that location, The instructor watches for how the student feels about each a time before takeoff aner the instructor says "Go!" may indicate that the student needs more time lower on the until he feels more comfortable and confident, The last hour or so of Lesson Three on the one hundred foot transition hill upon the skills of the student, student who may need a number of out from the top of the tnm,, sition bill to the ~111 J\PRJL 1985

~n

to

"first instruction, The instructor has told him he describes the then lly the ta keofL out to the your and just fot the to kick come down until you an, low the weeds, Then let the slow down llair for But the adrenalin is dent thinks to himself: "That near the art:a looks like toy so far down there, , , I can do it, , , , , Pick up the level and pull the nose down so that just The instructor waits for just the wind, He says "Your bit low, , , nose down a bit, to go,, , The student reacts: "Push tht: ward and nm, , , The strap ward , , The of the hill below, , , WOW! 11 The instructor's voice comes over the radio: 11 Good takeoff,,. You're little fast, case out" The student slows the ahead now, al that old car tire down there, Looks like a donut, , , area The instructor's voice your ease in bit 11 The student llies faster and the land,,

down, , Now, Yahoooooooo!"

Instructor's voice, within an easy and smooth for Less~n Four, should be It is best to arrive and to wait until conditions become suitable, the transition hill of Lesson Three is a warm,,up from the top is The student probably has not flown for several or a week and the transition hill familiar circum,, stances to renew his confidence, A warmup also allows the instructor to be cer,, lain that the student is for the hill in the wind conditions, from the transition hill may ,be needed if the student is not Or it may even be best to the entire after,,, from the transition hill, the with one from the nearby three hundred foot hill, stmlcnt will remember his

"Good

with the milestone at altitude, dent doubts and fears usually melt away have not done so and the in,, struclor even may to have the of student over,,conficlencc, The in,,, structor may be inclined to take a breath to himself: "Well, I knew he was ready, , , and he was," Most students have an cxhuberant 11 first high similar to that described here, But students diffor from one another in their emotional reac,, tions to bfrd,,Jike few are and

of fear and doubt with overt bravado, and what say and the way act not reflect their actual However, the

way a student feels about flying after his first truly representative flight may be at least as important as his flying skills. The student's feelings will determine whether he becomes a good pilot who still will be dreaming and flying hang gliders five years later, or conversely, will give up hang gliding in a few months or a year, proving that the time, the effort and the expense of instruction were largely wasted, both for the student and for the instructor. At one extreme the student may become addicted instantaneously to soaring flight by the first high flight experience - a few even quit their jobs, divorce their wives, buy a pick-up truck, and go hang gliding every day. At the other extreme after the first high flight, the instructor may ask, "Did you have any fun?" and the student will reply, "Yeah, it was OK." The time required from the beginning of one flight to the beginning of the next during Lesson Four is about one hour - two or three minutes to fly, fifteen minutes to break down the glider, fifteen minutes to drive back up to the top of the hill, and twenty minutes or so to set up the glider again and get ready to fly again. This makes it possible to fly three or four times from the three-hundred foot hill during a typical afternoon.

The second flight of Lesson Five should be similar to the first - fly straight out and land. The student will be more at ease and may even be somewhat over-confident, so the instructor should encourage appropriate caution. It will be an hour later into the day and the air may be a bit more lively. If the student encounters ''bumpy air" (mild thermal turbulence) he is ready to ease in for better control, and kite to keep the wings level until he passes through the problem air.

If the first two flights have both_ gone well the student begins to do slight S-turns before landing during flights Three and Four.

Lesson Five: The Sixth Afternoon The fifth lesson is similar to the fourth three or four flights from the three-hundred foot hill. But it can progress later into the day when the air has become more lively and interesting.

The ''.f II notion for a pitch/yaw coordinated turn provides a good focus for the lesson.

The movement of the control bar fonns a ''.f" during a pitch/yaw coordinated right turn: ease the control bar in to fly a little faster so that the glider will not stall during the tum (the top of the "J "), ease the bar over to the left to roll the glider right and wait for the 38

glider to turn (the bottom of the "J "), then ease the bar out and back to the neutral center position to complete the turn (the upstroke of the "J "). A left turn of course requires the analogous reverse "J" movement. The instructor can use the radio at first to do a turn through the hands of the student. Then gradually he gives less vocal support as the student learns to do increasingly better turns without help.

Words of caution to the student: Don't overdo the I-tum control bar movements. In the beginning, ease the control bar in and speed up just slightly, move the bar over and roll the glider just slightly, and then be ready to get the bar back to the neutral center position if the glider begins to roll more than you want it to. Get the feel of the banked turn cautiously little by little. The realization that the glider rolls more easily with increased airspeed can lead to the nasty surprise of an over-banked turn unless it is learned gradually. (When the J-turn action is overdone in the extreme - that is, pull the control bar all the way in and dive the glider as steeply as possible, then kick the bar sharply over to the right or left - the glider rolls almost upside-down into a "wing-over," then continues into a vertical dive. Exciting fun but dangerous even for an advanced pilot.)

During Lesson Five a student often will be able to take off, fly out away from the hill, make a right turn into some light them1al lift and gain altitude. Then the student does a left turn and flies back through the lift gaining still more altitude. Such lift on the way out to the landing area puts the student somewhat higher for landing than he has been before and provides an oppottunity for him to learn an S-turn landing approach.

The purpose of the S-turn approach is to lose altitude as necessary before landing, "setting up" just over the down-wind end of the landing area directly into the wind for a final touch down.

A typical student is ready for his second flight of Lesson Five and the instructor advises: "The air's more lively now. You may have enough altitude before landing for an S-turn approach." The instructtor points to a four-foot square piece of carpet serving as a touch-down target in the landing area. A wind-indicator ribbon flies from a pole nearby. "Check the wind direction as you fly out.

Imagine a line perpendicular to the wind direction about three hundred feet downwind from the 'bulls-eye.' Make your S-tums back and forth along the imaginary line to lose altitude. How many turns you make depends on how much altitude you have to

lose. Judge your altitude so that your last turn is a left turn, coming directly into the wind for your final landing approach."

The student does gain altitude after takeoff and now he flies southward approaching the landing area which is three hundred feet below him to the west. The instructor's voice comes over the radio: "Check the wind direction."

The student looks at the wind-indicator ribbon and thinks to himself: "OK, got it ...

Wind coming straight up the landing area from the west. 11 The instructor's voice: "Tum left a bit. Get farther downwind from the landing area ...

OK, straight ahead ... " The student passes by the wind indicator along his flight path line which is perpendicular to the wind direction. Now he is one hundred feet or so to the south of the wind indicator. The instructor's voice again: "Get ready to make a 180 degree right turn. . . 180 right! " The student follows the J-turn notion, executing a right turn and thinking to himself: "Ease the bar in to gain a little flying speed . . . Ease the bar over to the left and wait for the glider to come around to the right ... Good, now ease the bar out and back to neutral ... Ah, not bad! 11 The student completes the turn a bit too soon, turning only 120 degrees instead of 180.

The student has lost altitude now to about 100 feet and is heading roughly northwest, still down-wind from the ''bull's eye" touchdown target. The instructor's voice again: "Get ready to turn left and line up on the wind indicator ... Left turn."

The student turns left and sees the wind indicator ribbon ahead down below, but he can see that he is not lined up perfectly with the wind direction. The instructor says: "Turn left a bit ... 11 The student does a slight "kiting" left turn which brings him directly into the wind and the instructor says: "Good ... Now keep your airspeed and let the glider come down. 11 The student can see that he is still too high to touch down near the bull's eye. He flies over it at thirty feet and watches it pass below. Now the glider zooms along, descending close to the grass.

It slows down and is just about to stall as the student does a good landing flair. The instructor's voice: "Good flight! 11

Lesson Six: The Seventh Afternoon Let's take stock. At the beginning of Lesson Six, after normal progress, the student has gained good control of the glider through kiting and hovering, learned takeoffs HANG GLIDING

up the one·· hundred foot transition hill, and made to in air from the three-hundred foot intermediate hill.

The more from the three-hundred foot hill, then if the wind conditions arc suitable about sunset, from two· make "sled-ride" thousand foot hill.

The from the two-thousand foot hill with a discussion in the for the The area is an (5: I) from takeoff in "sled-ride 11 (no lift) conditions. without obstme· unobstructed area tions. There is the intended touch-·down location in is needed. The instructor out obstacles near the area such as houses and power lines which must he The instructor clearance shows the student where to an "S·-turn" down wind from the land· look at landmarks such as trees or houses which will

The instructor describes the features or the area and the "The wind will be takeoff from the southwest. out away from the takeoff and

hill. Plan to start a right turn about two hundred feet out from takeoff. ahead the you will see but stay well away from the have plenty of altitude when you the end of the we'll do some S-turns. Then out toward the to the north S-turn marker. Check the wind direction before you reach the marker so that later yon will be able to make your final apinto the wind. Just before you over the north ~Hurn approach marker, make a 90 left turn. toward the south S-turn rnarker. Just before you are over il make a 180 turn. Check the wind direction and your altitude. Then make as many more S-·turns as you need in order to lose altitude before you make a left turn into the the wind direction you are into the wind. From altitude you may think you arc low before you low, so your air· and Jet the come down unt.il you can 'kick the weeds' (even if the weeds are . Then let the slow down, and flair. Remember, if the radio stops work-· carry out the Now it is useful for the student to rehearse by it several times the to the instructor who may ask questions or add to the When the instructor is sntisfied that he and the student have the drive to same and

the top of the hill.

The first "sled ride II flight from the two for the thousand .foot hill is student, but usually (and it is uneventfol. The air is smooth and uninterhas dealt with the student more challenging air from the three hundred foot hill. it is a beautiful at sunset, the view from two thousand feet is and the las ts fifteen minutes or more. of But let's save a detailed flight from this same hill for I ,essons Seven below when the air is more

Lessons Seven and Ninth Afternoons

The

The last two lessons of the Novice Course and the basic skills of hang on his prepare the student lo progress own toward the Intermediate Skill Level.

The format for each of the last two lessons is similar to the format for Lesson above: two from the three .. hundrcd foot hill, from the twofollowed by a thousand foot hill . maneuvers, in rn,vfr•rqjp air conditions.

Two from a lower hill followed by one from hill have several functions. The three-hundred foot hill usual· ly becomes a familiar "old friend," and pm .. vidcs for skills wann-up alter several days or a week without and "turnarounds" back to the top of the three-hundred fi:)ot hill arc short the student

sites and condilions prepares the student 10 deal with the he will face soon without the in, structor: drive to a site, familiar or unfamiliar; evaluate the air conditions and decide to or not to set up a and cope with uneasy thrilling takeoff; and finaJJy, away from the hill to and savor the air.

An additional function of a third hill is sheer air time. About half from a of Novice Course students achieve a super minutes or more vised /light of one or their last three lessons. The (continued 011 page 42)

APRIL

1985

RATINGS AND APPOINTMENTS I

BEGINNER RATINGS NAME

John Mincey Brett A. Walls

Tampa, FL Tampa, FL

Matt Taber Matt Taber

10 10

David C. Curry

Dallas, TX

Matt Taber

II

CITY, STATE

INSTRUCTOR

REGION

Judy Carrico Eric B. Elmquist Earl B. Hunter Eric Lyden Jack McCleskey Nelson Rodriguez Kim Watts Herschel Wright

San Jose, CA Turlock, CA Newark, CA Sunnyvale, CA San Jose, CA Union City, CA Yuba City, CA Santa Clara, CA

David K. Shelton Rob Engorn Pat Denevan Rob Engorn Rob Engorn Dale Bowyer Charlie Whitehill Rob Engorn

2 2 2 2 2 2 2 2

Greg Handermann

Chandler, AZ

Bruce Ruefer

4

Kevin Stowe

Palmer, AK

Jim Egger

David C. Abbott Eric Hunger

Indianapolis IN Arlington Hts., IL

Tim Janiga Kevin Hunger

7 7

Thomas E. Miller

Smithsburg, MD

Bill Criste

9

F.S. Kendrick

Denison, TX

Matt Taber

II

Nam Heiu Kim Victor Mendez Diane Miller Mark S. Mcclintic Michael G. Rusho Michael Saari

Berkeley, CA Los Gatos, CA Sunnyvale, CA Newark, CA Las Vegas, NV Palo Alto, CA

John Cochrane Pat Denevan Pat Denevan Pat Denevan Phil Sherrctt Rob Engorn

NOVICE RATINGS NAME

CITY, STATE

INSTRUCTOR

REGION

Jose C. Abiles Marina, CA David K. Shelton Joshua B. Bederson San Francisco, CA Wallace Anderson Tony Cerrato Pat Denevan Fremont, CA Kirk H. Knight San Francisco, CA Gemge Whitehill Steve Marks Santa Clara, CA Jim Johns Pat Page Sunnyvale, CA Pat Denevan Mark Riegel San Jose, CA Pat Denevan Charles Schoenburger Stateline, NV Gary Wood Bob Soroka Rancho Cordova, CA Stephen E. Perry Lauren E. Starla Las Vegas, NV Phil Sherrett Don Weil San Jose, CA Rob Engorn Craig W. Weiss Fremont, CA Pat Denevan

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

John Edward McDaniel Bob Resnick Philip Rethis Jerome Shrum

3 3 3 3

Riverside, CA Irvine, CA Santa Barbara, CA El Toro, CA

Dan Skadal Dan Skadal Ken DeRussy Dan Skadal

Patrick Cameron Rangely, CO Mark P. Egan Flagstaff, AZ Tony C. Fausto Ogden, UT Burcham Thomas Hale Tempe, AZ Russell Irwin Tucson, AZ Bernard Michels Phoenix, AZ

Gary LaGrone Russell Gelfan Gary LaGrone Russell Gelfan Jack Davis Russell Gelfan

Bill Trombly

Taylor, MI

Norman Lesnow

7

Dan Clarke Neil Dirst Gordon M. Ivey, Jr. Gary N. Lifer Alvin D. Simpson Dale Southam Troy C. Springer

Chagrin Falls, OH Mike DelSignore Friendsville, MD Dan Demaree Lanexa, VA Lawrence Battaile Bushkill, PA Matt Taber Medina, OH Mike DelSignore Wilmington, DE Lawrence Battaile Chester, VA Lawrence Battaile

9

40

4

4 4 4 4

4

9 9 9 9 9 9

James Lewis Hackensack, NJ Thomas Aguero Peter L. Peckham Madison, NY Charles Murray David A. Ullman, MD Cooperstown, NY Robert Clark

12 12 12

INTERMEDIATE RATINGS NAME

CITY, STATE

INSTRUCTOR

Tustin, CA William J. Ayres Dan Skadal John Branson Los Angeles, CA Greg DeWolf John Dickenson Santa Paula, CA Jim Woods.

Albert G. Henderson Mission Hills, CA Joe Greblo Margie Langlois Sunset Beach, CA Craig Baker James L. Owings Sylmar, CA Joe Greblo Richard W. Underhill Santa Barbara, CA Ken DeRussy

REGION

2 2 2 2 2 2 3 3

3 3 3 3

3

Frank Mitchell

Phoenix, AZ

Bruce Adams

4

Steve Williams

Casper, WY

Russ Kidder

5

Don Dickson Raymond Metcalf

Tulsa, OK Augusta, KS

Mel Hair Scott Greenwalt

6 6

Greig Ballantine

Lakeville, MN

John Woiwode

7

Edward D. Stelzel

Bethel, CT

Rob Bicknell

8

Mike Arringdale Glenn Brewer James Rowan James R. Strube Donna Tillman

Winchester, PA Fayetteville, PA Nutterfort, WV Arlington, VA Winchester, VA

Bill Criste Eric Logan Dan Demaree Eric Logan Bill Criste

9 9 9 9 9

Paul 0. Jordan Gary D. Roy Greg Wojnowski

Humboldt, TN Lenoir, NC Knoxville, TN

Thomas Gill Steve Coan Bruce Hawk

10 10 10

Scott Barrett Richard J. Boss Michael Felano Mark W. Henline Matthew J. Redsell

Lancaster, NY W. Seneca, NY Schenectady, NY N. Tonawanda, NY Bath, NY

Jeff Ingersoll Jeff Ingersoll Edward Green Jeff Ingersoll Ken Zachara

12 12 12 12 12

HANG GLIDING

RATINGS AND APPOINTMENTS ADV.<\NCED RATINGS NAME

CITY, STATE

INSTRUCTOR

BASIC INSTRUCTORS REGION CITY, STATE

NAME

DIRECTOR/ ADMINISTRATOR REGION

Kelly McDowell Jeff Williamson

Union, OR Seattle, WA

Thomas Patrick Carey James "Dick" Joyce Dan Ness C. E. Schue, Jr.

San Francisco, CA Kelly Dearborn Alameda, CA Mark Lilledahl San Francisco, CA John Minnick Shasta, CA Robert W Norris

William E. Blaty Sean R. Eckstein Roger A. Felton Mau Melot Dean Peterson Helmut Rail David Womble

Hunt. Beach, CA Orange, CA Corona. CA Goleta. CA Escondido, CA S. Pasadena, CA Hunt. Beach, CA

Steve Hawxhurst Erik Fair Dan Skadal Russell Douglas Steve Hawxhurst Dan Skadal Dan Skadal

Dan O'Hara John Sackmeister

Eska, MN Elk River, MN

John Woiwode John Woiwode

7

Thomas D. Johnson

Chelsea. MA

"Bud" Brown, Jr.

8

Dennis J. Scheele Denis A. Yanashot

Baltimore, MD Scranton, PA

Richard Hiegel Robert C. Fitch

9 9

Charles Marlowe

Jerry Keith Hunt Jim McCampbell Ron McKenzie

High Point, NC Knoxville. TN Indian Trail, NC

Tom Thompson Bruce Hawk Dave Higgenbotham

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Vancouver. BC

Jeff Cotter

2 2

2 2

3 3 3

3

12 12 Foreign

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CITY, STATE

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41

(continued from page 39)

quality as well as the quantity of air time is different with this longer flight. There is time to look around and enjoy the vantage and realm of the soaring birds. Th.ere is time to experiment with emerging flying skills - to "try the same thing again if it is not quite right the first time." Usually one of the three high flights provides the first opportunity to work a thermal - that is, to pass through thermal lift, then to do a 360-degree turn back into the thermal gaining altitude, perhaps to feel the thermal try to 11spit you out" as the wing in the thermal core is lifted and the wing in the sinking air outside the thermal is driven downward, or perhaps to make several 360's in a thermal for the first time, gaining altitude and watching the mountain tops and valleys drop away below.

The air is what hang gliding is all about and a little air time is like eating one peanut a little air time is not enough.

So the day is typical. The instructor has two new students for kiting instruction and two more students are ready to begin Lesson Eight, their final lesson. The instructor and the four students arrive at the top of the three-hundred foot hill about 10:30 on a Saturday morning. The wind already has started to come up and is blowing straight into takeoff at seven miles per hour.

Sam, one of the two more-advanced students, has progressed slowly. This is his tenth afternoon in the course. He has had ten flights from the three-hundred foot hill and two flights from the two-thousand foot hill, both successful "sled rides" in light conditions. He did his first 360 degree turn last week while flying out from the two-thousand foot hill. His takeoffs are fine. His turns are safe enough but need work. He is somewhat slow to take action when action is needed and the instructor has spent more time working closely with him than with most other students.

In contrast, Mike, the other moreadvanced student, literally has. sailed through the course. This is only his eighth afternoon.

He picked up kiting and hovering quickly and easily. At the end of Lesson Two he actually did a ridge soaring pass lasting almost one minute along the beginning hill. His turns now are impressive, almost of Intermediate Level quality. He just seems to do everything right.

Sam and Mike set up their gliders while the instructor teaches the two new students to assemble their glider for kiting instruction. In fifteen minutes Sam and Mike both 42

are ready to fly. Sam flies in the moderate air and does surprisingly well. His turns look better than last week and he does a nice landing approach. The instructor sends Mike down from the top of the hill with the truck to pick up Sam and then begins Kiting instruction with the two new students.

Thirty minutes later Sam and Mike arrive back at the top of the hill and it is Mike's turn to fly. Little thermals are beginning to cycle up the hill now. The instructor advises Mike: "Wait for the bumpy leading edge of the thermal to pass, then takeoff in the relatively smooth lift behind the leading edge." Mike waits, a little thermal bubbles through, and Mike takes off into the lift of the thermal core and gains fifty feet of altitude out in front of takeoff. He heads out toward the landing area maintaining his altitude, then encounters a second small thermal and begins to do S-turns back and forth through the lift. He has gained one hundred feet more after several turns and then continues to do S-turns as he descends toward the landing area. His landing approach is just right and he flairs within a few feet of the bull's-eye.

The instructor congratulates Mike on his flight over the radio, then goes back to kiting instruction with the two beginning students.

Sam has been watching Mike's flight and now begins to set up his glider at the top of the hill while Mike is breaking his glider down in the landing area. When Sam is finished setting up he drives the truck down to the landing area to pick up Mike.

Returning to the top of the hill, Sam is ready for his second flight. He waits for the beginning of a lift cycle, waits a bit longer as the leading edge of the lift passes through, and then takes off gaining altitude in front of takeoff. He encounters some bumpy lift on the way out of the landing area, but the instructor is not yet sure of Sam's abilities to respond correctly and instantly to sudden unexpected challenges, so he lets Sam fly through the lift without turning. Sam sets up a good S-turn landing approach and lands without incident near the bulls' eye.

The instructor goes back to kiting instruction, Mike sets up at the top of the hill, Sam breaks down in the landing area, then Mike drives down to pick up Sam and they return to the top of the hill together with Sam's glider.

Now it is about 1:00 PM. The air is becoming more rowdy but is still safe to fly.

Mike takes off in what he thinks is a lift cycle and immediately "goes over the falls" into sink on the other side of the patch of lift and

just makes it into the landing area without turning.

The instructor has completed kiting instruction for the two new students for the first half of Lesson One. Each has made normal progress and has watched the flights of Sam and Mike with interest. One of the new students seems unimpressed with kiting and the flights by Sam and Mike. The instructor takes note and will not be surprised if this student does not continue the course - but he has been wrong before and it is too early to make a valid guess. The other new student raves about the fun he has had kiting and the instructor properly discounts this reaction as well - it is too early to tell.

The gliders are disassembled and loaded and the two new students leave, tired but satisfied. The instructor, Mike and Sam drive together to the top of the two-thousand foot hill.

It is 2:30 now. Conditions are moderate with a steady southwest breeze of seven to ten miles per hour coming straight in at takeoff. There are a few cumulus clouds along the ridge with cloudbase about three thousand feet over takeoff. There are no "cumes" out over the valley. Five gliders already are flying. Two are low, "scratching" for altitude along the ridge down in front of takeoff. Two more gliders are thermalling in the same lift about level with takeoff out in front. The fifth glider is "about a grand over" (1,000 feet above takeoff) heading northwest. The instructor thinks to himself: "Mike will be OK. Better wait until the air quiets down for Sam to fly."

The two students set up their gliders. Then each student "talks through" the standard "sled ride" flight plan once more with the instructor. The instructor calls attention to the other gliders in the air and gives a timely lecture on flying etiquette - which glider has the right-of-way in various traffic situations. Then he concludes: "But plenty of air space between gliders is the best rule. If another pilot doesn't follow the rules and tries to take the right-of-way when you think it is your own, give him the right-of-way.

Then give him plenty of air space for the rest of the flight. And then talk it over with him later in the landing area - without shouting if possible."

The instructor next describes a Three Second 111eo1)' of Coring a Thermal: "Fly straight ahead toward a likely thermal location-a place where you see birds or other gliders thermalling, or the terrain looks promising, or you found a thermal there once before. When you find lift, fly straight ahead HANG GLIDING

into the lift for three seconds and then do a 360 degree turn. That is, begin to count as you enter the lift 'one thousand one, one thousand two, one thousand three' and then turn. The reason that you wait three seconds before turning is so that your entire threesixty will be within the lift. If you turn too soon you will not be far enough into the lift and you will come back out of the lift as you do the three-sixty, "Which direction do you three-sixty, right or left? Try to turn toward the core of strongest lift as you enter the thermal. You can't see the thermal core, but you can feel what it does to the glider as you fly toward it. ff you happen to fly directly toward the thermal core, only the nose of the glider will lift upward. The left wing will tend to lift if the core is to your left and the right wing will lift if the core is to your right. Plan to turn in the direction of wing that tends to lift as you fly into the thermal. Of course, if you happen to fly directly toward the core, then you can three-sixty in either direction you prefer.

"Now as you turn three-sixties, try to locate the thermal core precisely and use it for the center of your three-sixties. During your first three-sixty the glider will climb as you turn toward the core and then descend as you continue on around away from the core. At the beginning of the next three-sixty stop turning as the glider begins to climb and fly straight ahead toward the core for a second or so before you continue the three-sixty on around. Gradually you will core the thermal if you continue this procedure; finally you will be turning three-sixties right around the thermal core and the glider will climb continuously."

Both Sam and Mike look puzzled by this complicated explanation and the instructor continues for some time to get them to understand, then finally he gives up the effort. He rationalizes to himself: "Thermalling is an art. Like the rest of us, either they will 'catch on' to thermalling, or they won't."

Mike does a final "walk around" inspection to see that his glider is properly assembled and does a radio check with the instructor. Then Mike picks up the glider while the instructor serves as a "wire man," holding the front flying wires of the glider and walking backward, helping Mike to "fly" the glider forward in the light breeze to the top of the takeoff ramp. Mike sets the glider down at the top of the ramp and hooks the carabiner of his suspension harness into the hang strap of the glider. Mike and the APRIL 1985

instructor now do a hang check. The instructor grasps the front flying wires and pulls the glider nose down and level while Mike assumes a prone position in the harness.

Mike checks to see that there is proper clearance between the base-tube of the control bar and the parachute container attached to the front of his harness. The instructor checks to see that Mike is hooked in and hanging properly and looks over the glider to be certain that it is correctly assembled.

Then the instructor joshes: "Looks fine.

You may survive."

Mike stands up. Resting the control bar base tube on the ramp, he puts one foot on the base-tube and pushes forward on the downtubes to keep the nose of the glider slightly below the angle of the wind coming up the ramp. This procedure makes it fairly easy for a pilot alone to control the glider, even in a fairly strong wind gust. The

"An hour of air time passes as the instructor backs away progressively ... Mike's flight is impressive. He tops out in the first thermal more than 1,000' over takeoff." instructor moves to one side, ready to move back to help should Mike need further assistance. The instructor warns Mike: "The air may be a little bumpy near takeoff. Keep your airspeed."

Mike waits for just the right wind conditions for takeoff. The wind indicator ribbon down the slope in front of takeoff indicates that the wind is slightly cross, coming from the left of takeoff. But now the wind direction shifts back coming straight up the ramp.

Mike feels the steady wind on his cheeks and picks up the glider. The instructor looks in all directions to be certain that there are no gliders flying near takeoff, then says, "Clear!"

Mike glances to the right and left to be certain that nobody is near enough to the glider to interfere with his takeoff, then he says, "Clear! " He thinks to himself: "Wings level ... Keep the nose down ... Go!" Mike starts his takeoff run letting the glider fly almost immediately. He takes two more steps and the glider lifts him off the

ramp. After the instructor's warning, he is "ready for anything" while near takeoff. He stays in an upright body position with his hands grasping the control bar down-tubes.

He keeps the wings level by moving the control bar slightly side-to-side and keeps the nose slightly down for airspeed by pulling the control bar backward toward his chest.

And sun, enough, no more than thirty feet out from takeoff he feels the nose of the glider surge upward as it enters a thermal coming up the hill from his left.

Automatically, he pulls the control bar farther inward to keep the nose of the glider from being forced upward into a stall. The left wing gets most of the thermal lift and is forced upward which begins to turn the glider sharply ot the right. Mike moves the bar quickly to the right without even thinking, compensating for the lift under the left wing. The wings come back level and the glider flies straight out away from takeoff.

Well away from takeoff, Mike puts a foot in the stirrup of his harness and leans forward into a prone position. He recalls the instructor's warning that the air might be a little bumpy near takeoff and thinks to himself: ''A little bumpy?"

The instructor's voice comes from the radio: "Good takeoff! Forty-five degree right turn ... " Mike executes a smooth right turn and looks down at the ridge below him to his right. He looks back and sees that he is still level with takeoff. Ahead, one hundred feet below, he sees another glider flying up the ridge directly toward him. The other pilot sees Mike's glider and turns right slightly to give Mike the right-of-way along the ridge.

The two gliders pass with plenty of clearance.

Mike is now over the end of the ridge. The air is fairly smooth and he looks out toward the landing area half a mile ahead. He thinks to himself: "No lift ... Another sled-ride ... " But now Mike feels the nose of the glider pull upward. He eases in slightly on the control bar and can feel the glider climbing in smooth lift. Three seconds pass and then the instructor's voice comes from the radio: "Three-sixty left."

Mike eases the glider into a left turn back toward takeoff, then completes the 360-degree tum until he is headed toward the landing area again. He continues to maneuver the glider according to the instructor's radio supervision: "Straight ahead now. . . Three-sixty left. . . Forty-five left ... Now, three-sixty left ... Ease out, you're diving your turn ... OK, straight

43

ahead. . . Three-sixty left. . . Good turn.

Three-sixty left ... " The instrnctor standing back at takeoff can see precisely what Mike's glider is doing.

And from this, he can identify the exact location and shape of the thermal Mike is working. The instructor is thermalling the glider through the radio and Mike's hands. And both the instructor and Mike are having a ball!

Now Mike has gained five hundred feet above takeoff out over the end of the ridge.

The instructor says: "OK, try to the1mal with less help. Find the lift, fly into it, then turn.

I'll help if you need it."

Mike makes two three-sixties still gaining altitude and then turns too wide and leaves the thermal during his third three-sixty.

Again he maneuvers the glider as he listens to the instructor's voice: "The thermal is to your left. Forty-five degree left turn ... OK, straight ahead ... You're in lift. Count three seconds, then three-sixty left ... Good. Now straight ahead a bit ... Three-sixty left ...

OK, you've got the core again. Try to stay in it on your own ... " An hour of air time passes as the instructor "backs away" progressively, giving Mike only as much verbal help as he needs. Mike's flight is impressive. He "tops out" in the first thermal at more than a thousand feet above takeoff. He descends as he flies out toward the landing area, then finds a second thermal and climbs out again with some help from the instrnctor. Mike finds his third thermal himself and stays in it without help.

Then the instructor tells him to head out toward the landing area. Mike flies out, does a good S-turn landing approach, and lands near the wind indicator. The instructor says "Great flight! " and thinks to himself: "Skills are well beyond 'Hang Two.' I don't have to worry about Mike any longer. He'll be a good pilot in three months."

It is after 4:00 now and the air has become glassy smooth. Sam has watched Mike's hour-plus flight, waiting impatiently for his own turn to fly. Sam now has an easy takeoff in the light air and works one thermal up above takeoff out over the front of the ridge with plenty of help from the instrnctor. After thirty minutes Sam flies out over the landing area, makes a good S-turn approach and lands just as the sun sets.

Sam definitely has the basic Novice skills.

But the instructor would not yet want to confront Sam with the same rowdy mid-afternoon flying conditions that he considers safe for Mike. Sam might be OK, but the instructor would not be comfortable. He judges that 44

Sam is safe to make high flights without supervision in light conditions during the months to come, although he will recommend to Sam that another supervised lesson might be helpful. The instructor scratches his head and decides to rate Sam Novice, hoping that air time and caution will make Sam a reasonably good pilot within the next year or so. Many other similar students have become competent pilots.

Mike and Sam represent the two extremes of students who have completed the Novice Hang Gliding Course over the years. The majority are in the middle between these extremes of easy or difficult to teach, outstanding or capable as future pilots, safe or lesssafe to proceed on their own. Mike and Sam have been useful here to exemplify realities both for prospective hang gliding students who may want to think carefully about their plans to learn hang gliding, and also for fellow instructors who may want to ponder the problems and responsibilities of teaching this beautiful, awesome sport. "... The indefinable pleasure. . . experienced in soaring high up in the ai1; rocking above sunny slopes without jar or noise, accompanied only by the music issuing from the wires of the apparatus, is well worth the labor given to the task of becoming an experr. "• Lilienthal

We Build Our Harnesses & Parachutes to the toughest standards we can find ... our own! .,,,Heavily Padded ./ Shoulders High Energy Sports Parachute

Continuous Webbing sewn with Five Cord Thread

_.,,..--Safety Back Strap -Adjustable Padded Leg Straps ___..Hidden Glider Bag Storage Folds into lull size Gear Bag with Adjustable Back Straps

COROOURAg Reinforced Boot

Two Week Delivery

*

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OPTIONS: Ya", V.', or 1" Foam Racing Boot No Foam Steel Carabiner THEAMA/RN Insulation Radio Holder Ballast Boot Stash Pouch Extra Pockets Higgins Hinge Fly Flap Chevron Stripes You Name It! Two Week Delivery

*

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FLY WITH THE BEST SYSTEM AVAILABLE ... FLY WITH

£"¥~

2236 W. 2nd Street • Santa Ana, CA 92703

(71 4) 972-8186

P£R101>1CALLY INSPECT '/OUR HARNESS fQ~ SJc,NS Of WEAR AND 1 EAR

HANG GLIDING

CLASSIFIED ADVERTISING CONSUMER ADVISORY: Used hang gliders always should be disassembled before flying for the first

time and inspected carefully tor fatigue - bent or dented tubes. ruined bushings. be,it bolts (especially the heart boll), re-used Nyloc nuts. loose thimbles. frayed or rusted cables. tangs with non-circt1lar holes. and on Rogallos. sails badly torn or torn loose from their anchor points front and back on the keel and leading edges. lf in doubt. many hang gliding businesses will be happy to give an objective opinion on the condition of equipment you bring to them to inspect.

Rogallos Attention: MONEY SS or trade in value for old. obsolete hang gliding stuff including magazines.

Hang Glider Emporium (805) 965-3733.

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

C5B - $320.00. Fledge II $350.00, Wills XC 215 $300.00. Spyder 168 $275.00, Sun 38 $200.00.

Soarmaslcr S225.00, New Advanced Air cocoon medium size with ballast and chute container 130.00. Will consider offers on any. (503) 276-7462.

CSB - Great Sliape' Greg (505) 844-9608 {w).

(505) 266-1774 (h).

COMET 135 - Will negotiate. 10777 Chillicothe, Chesterland, OH 44026 (216) 256-3635.

COMET II 165 - Less than 50 hours. Beautiful condition. Sail not even dirty. Outstanding pertorrner. $1,500 or make offer. Neal (608) 782-3163.

DUCK 180 - Red double surface, all else white.

Temper coated leading edges. Exceptional hand!ing glider. Built for Rob Kells for the manufacturers meet. 19 months old - $1100.

ATTACK DUCK 180 - Blue double surface, all else white. Special UV sailcloth, (used on Wills HP gliders). Faired down tubes and kingpost. Nationals sporting class winner. 5 months old. Lisi price with tax S2645. Will sell for $1850. (714) 987-8291 (714) 986-4632 Terry.

180 DUCK - Reinforced trailing edge. double surface zipper. plug-in tip battens. nose cone. Will ship. S950. (805) 965-3733.

180 DUCK - '83. Team colors top and bottom. zipper. excellent condition. 17 hrs. TT. Brad (715) 359-7121 days, 359-9264 evenings.

DUCK 180 - Good condition. white. green. yellow. blue. Need cash. must sell. Sl,000 firm. Dana (602) 231-0153.

DUCK 160 - Good condition, white, green. yellow. blue. Need cash. must sell, Sl.000 firm. Dana (602) 231-0153.

160 DUCK - Exl. condition, low hrs. Musi sell now! $700. (415) 821-4509.

160 DUCK - Good condition. Blk.. yellow. white.

Too small. A steal for S550. (209) 632-0526.

DUCK 180 - Excellent condition. July 1983. team blue spectrum. nose cone. tlies great. $1000.

Best (619) 729-0650.

GEMINI 184 - Wt. range 150-230. blue and white. orange tips. Like new; used only briefly in filming. $1075. Many others. from $200. - Call!

UP/UTAH (801) 572-1537. \\l'.NTED: GEMINI 134 - Excellcm condition.

Low airtime. Pattie (503) 592-2616. PO Box 397.

Cave Junction. OR 97523.

COMET II 185 - Brand new. Special sailcloth. fairings. S1550. (801) 571-8622.

187 HARRIER II - 22 hours. Red, orange, yellow. harness & parachute. $1000. (619) 94l-1354.

COMET 135 - Clean sail. fiies great. $800. Call Lori (800) 571-8622.

JAVELIN 168 - Rainbow sail. practically new. $890. (206) 488-3820.

COMET II 165 - Good condition. Used for promotion at "Snowbird" ski area. Surprise yourself.

Call (801) 571-8622.

179 LAZOR II - Absolutely clean. includes bag. harness. helmet. Possible trade for surfing equipment. $700 (707) 677-0564.

COMET II 165 - Cocoon, chute. vario, altimeter, helmet, tlight suit. Sell separate or pkg. price.

(714) 391-5194

MAGIC Ills. l66's, 177's, new and demos, call (303) 444-5455.

COMET 165 - Excellent performer and condition, flown in Nationals, $800. John (412) 981-7460.

1980 MOYES MEGA 172 - Excellent cond. $675 1978 Bennett Phoenix 6-C. Very good cond.

S300. (313) 439-8522 after 4 p.m.

1982 COMET 185 - Excellent condition, blue & white (805J 54l-!Tl5.

MOYES MISSILE 182. 'Excellent condition, $700 080. (602) 323-7003.

165 COMET #736 - C-2 control bar, C-2 tip tensioncrs, swivel king post, double mylar factory up-dated sail in '84. Very nice glider S1200. or best (208) 467-3277.

PRO AIR 140 - Perfect for small pilots to 150 lbs.

Super flying machine; sweet handling; excellent sink rate. Low airtime. S800. (805) 581-0825.

WEST COAST DEMON 175 - Brown LE. orange, gold. Red tips. keel. Very good condition. S750.

(501) 224-2186.

WANTED - Raven 229 in excellent condition. Call Bob {707) 526-1566.

RAVEN 209 629-8746.

In good condition, $400. (714)

175 DEMON - 82 model. 40 hrs. Tight black leading edge with spectrum sail, very good cond. $550. (209) 298-0160.

RAVEN 209 - Excellent condition $600. w/shipping. Flagstaff. AZ. (602) 526-3620.

LIGHT DREAM 165 and 185 - Nice condition, rainbow sails. $1200. ca. Harness & chute S325.

(818) 988-0!12/353-5580.

RAVEN 229 - wt. range 170-230, rainbow sail. Excellent for tandem or the larger pilot. $800.

Many others, for S200. - call! UP/UTAH (801) 572-1537.

130 DUCK - Excellent condition, Black, red. white, $1200. (619) 942-0621.

APRIL 1985

SENSOR 510-180 (619) 789-3103.

Good condition, $900 or offer.

·

SENSOR 510-180 -

late 1982 model. Kevlar. stored

one year, clean. lmv airtime, $1350. (919)

760-1390.

SE:s/SOR 5!0-180 - In good condition. Wellmaintained. Must sell. Only S850 (7141 629-8746.

SENSOR 165 - Rainbow. factory tuned. $1250.

(805) 687-3119.

SENSOR 510-180 - 1982 good cond. S995. Paul (415) 689-5809.

160 SENSOR 510 TRIPLY - Clean tight sail. flies great. S1150. or trade/car. (80!) 254-6141.

160 STREAK - Triply sail. good condition $700 OBO or will trade for 229 Raven and cash, Glen (619) 284-5206 or 457-2900.

STREAK 180 - Low airtime. Spectrum split lower surface. Purple rap surface. While trailing edge. $950. Call (817) 937-2839.

STREAK 180 Raven

Excellent condition -

trade for 229

+ cash. Or best cash price! Loi.1./ airtime

- rainbow lower surface. All offers considered.

(619) 286-5604.

200 SUPER LANCER - Excellent condition, $500.

149 Firefly II $350. Evenings (213) 515-8984.

220 SUPER LANCER - Excellent cond. Only 2 hrs. tlt. Red - yellow - purple. Well cared for.

S350. (209J 298-0160. \'t\\NTED - Used hang gliding equipment, gliders. instruments., harnesses and parachutes. SAN FRANCISCO WIND SPORTS. 3620 Wawona.

San Francisco, CA 94116 (415) 753-8828.

Rigid Wings NEW MITCHELL A-10 - AS!, vario, tach. egt, brakes. with new customer trailer. Save $3000.

Need cash' $4950. (503) T/6-7462.

Schools and Dealers ARIZONA DESERT HANG GLIDERS USHGA Certified School. Supine specialists. 4319 W Larkspur.

Glendale, AZ 85304 (602) 938-9550.

CALIFORNIA BRIGHT STAR HANG GLIDERS Sales - service restorations. All major brands represented. Santa Rosa, CA (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 IL Skyhawk. Gemini demos available to qualified pilots. 1202 E. Walnut, Unit M. Santa Ana. CA 9T/Ol. (714) 542-7444.

HANG GLiDER EMPORIUM - Quality instruclion, service and sales since 1974. Full stock of new and used UP and Wills gliders, harnesses. helmets, instruments, accessories and spare pans. Located minutes from US 101 and flying sites. 613 N. Milpas, Santa Barbara, California 93103. (805) 965-3733.

45

CLASSIFIED ADVERTISING HANG GLIDERS WEST-ULTRALIGHT FLIGHT CENTER - New and used gliders, SINCE 1973, CERTIFIED, FREE BROCHURE! 20-A Pamaron, Ignacio, CA 94947 (415) 883-3494.

DEALER FOR EAGLE, XL, & FALCON ULTRALIGHTS' PINECREST AIR PARK vice. (714) 887-9275.

Instruction, sales, ser-

SAN FRANCISCO WINDSPORTS - Gliders and equipment, sales and rentals. Private and group instruction by USHGA certified instructors.

Local site information and glider rental. 3620 Wawona, San Francisco, CA 94116. (415) 753-8828.

SANTA BARBARA HANG GLIDING CENTER Certified instruction, glider and equipment sale.

486 Alan Rd., Santa Barbara, CA 93109.

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.

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 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. 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.

ccssories and parts. Ultralight training and sales available as well as windsurfing sales and instruction.

ILLINOIS MIDWEST GLIDER SUPPLIES - Dealer for Sensor 510, flight accessories, and a complete line of skyting components, 2638 Roberts, Waukegan, Illinois 60087. (312) 244-0529.

OREGON EASTERN OREGON ULTRALIGHTS - Certified instruction. New and used. Wills Wing specialists. PO Box 362, Pendleton, OR 97801 (503) 276-7462.

MINNESOTA NORTHERN SUN, INC. Dealer for all major nonpowered 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.

NEVADA HIGH SIERRA SPORTS, INC. - 286 E. Winnie, Carson City, NV 8970\. (702) 885-1891. Northern Nevada's complete hang gliding, windsurfing and ultralight shop. All major brands available.

USHGa Certified Instructor, Observer and Region II Examiner. Sales, service, rentals and lessons.

PENNSYLVANIA

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

TEXAS AUSTIN AIR SPORTS - USHGA certified instruction, sales, rentals, demos and complete frame and sail repair. Air-to-air towing facilities and ultralight instruction at the new Austin Airport.

1712 Waterson. Austin, TX 78703 (512) 474-1669.

UTAH FLY UTAH WITH

NEW MEXICO UP OVER NEW MEXICO INC. - Certified instruction, sales, service, Sandia guides. Albuquerque, NM (505) 292-0647.

NEW YORK MOUNTAIN WINGS, INC. - 6 miles from EHenviHe. Five training hills, five mountain sites, USHGA certified im.truction and towing. We arc now the area's only Wills Wing dealer, also Delta Wing, Pacific Windcraft, Seedwings and Manta. Sail, airframe repairs on all makes, RIC equipment. Main St., Kerhonkson, NY 12446 (914) 626-5555.

Delta Wing Products, certified instruction, 9173 Falcon Cr., Sandy Utah 84092 (80!) 943-1005.

WASATCH WINGS, INC. - USHGA certified hang gliding school, dealers for Wills Wing. P.O. Box 397, Cedar Valley, UT 84013. (80\) 768-4500.

NORTH CAROLINA 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 and Advanced packages; complete inventory of new gliders, ac-

International Schools & Dealers SWITZERLAND SWISS ALP HANG GLIDING SAFARI - For complete documentation of this high adventure alpine tour send $5.00 lo cover airmail postage

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

1 J USHGA CLASSIFIED ADVERTISING ORDER FORM I 35 cents per word, $3.00 minimum.

I (phone numbers I Photos - $10.00

2 words, P.O. Box - 1 word)

Section (please circle)

Rogallos Schools and Dealers Emergency Chutes

J D8adllne, 20th of the month six weeks t,efore the cover date of the

I Issue In which you want your ad (I.e. March 20, for the May Issue).

I Bold face or capa ~ per word extra. (Does not Include first few I words which are aulomallcally caps). Special layouts or tabs $20'per I column Inch.

I Payment for first three months required In advance.

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

Ultralight Powered Flight

Paris & Accessories Rigid Wings Business & Employment Opportunities Publications & Organizations

Miscellaneous

Begin with _ _ _ _ 19 _ _ _ _ Issue and run for _ _ __ consecutive issue(s).

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

$_ _ _ _ _ _ __

r

I

: Number of words:

I

-------@ .35 • - - - - - -

Phone Number:

P.O. BOX 88308, LOS ANGELES, CA 900e8 I (213) 390.3095

1--------------------------------------------------------46

HANG GLIDING

CLASSIFIED ADVERTISING co: R01\ HURST. Kurfirstenstr. 61. 8002 Zurich. Switzerland, Airmail.

TOURS

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. Yan Nuys. CA 91408 (213) 787-6600. telex no. 65-1425.

ALL BRANDS - Bought. sold. and repacked. Inspection and repack S20.00 - Kevlar. nylon. sis. bridles installed and replaced. S.F. Windsports (formerly H .G. Equipment Co.) 3620 Wawona.

San Francisco. CA 94116 (415) 753-8828.

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.

QUICK RELEASE CARABINER - S24.95. Dealer inquiries invited. Thermal. 19431 Business Center Dr. 1141. Northridge. CA 91324.

vacationing? Private Rustic Rooms. \Vaterbeds.

Publications & Organizations

Video Movies. Color TY. Pool.

WANTED -

WILDERNESS GLIDING TOURS - Enjoy uncrowded sites with aerial view of Mt. Shasta.

Mt. Lassen. Shasta Dam. and much more. $80. per day includes, transportation from Redding. driver, personal guide, lodging arrangements, breakfast and dinner. Your tour guide is a USHGA Observer. and has over 1100 logged !lights in Shasta County. Call or write Phil Sergent 2351 Victor Ave. 117. Redding, CA 96002.

(916) 222-5439 for reserrntions and information.

SOARING - Monthly magazine of The Soaring Society of America Inc. Covers all aspects of soaring !light. Full membership S28. Info kit with sample copy S3.00 SSA. P.O. Box 66071.

Los Angeles. CA 90066.

Responsible person to teach HG to

novice pilot. Anywhere within 3 hrs. of Chicago.

Don (3121 979-7940 (WI. (3121 393-6672 (h)

Parts & Accessories

RIGID WING READER - The newsletter for the rigid wing hang gliding enthusiast. A must for the serious rigid wing hang gl icier - foot launch UP "ULTRALITES". S25.00. Dealer inquiries invited. UP U.S.A. 410 \V. Pacific Coast Hwy..

11202. Newport Beach. CA 92663.

CB-VOX UNIT \'oicc activate your Radio Shack 5-watt. Sl15. Sec ad HG Sept. 84. Order before June I. Go'in tlying June 22-Sept. I. Susquehanna R&D. Don Boardman. 6433 Karlen Rd .. Rome. NY 13440.

San Francisco Windsports (formerly H.G. Equipment Co.) For all your hang gliding needs. We are dealers For all major brands. Send S2 .00 for price list - 3620 Wawona. San Francisco. CA 94116 (415) 753-8828.

Ultralight Powered Flight JETWING TRIKE - With reduction drive. parachute. harness. 2 Demon hang gliders. lots of spare parts. 2 seat adapter kit. All for S1995.

Call Kim (205) 252-7626 or 951-2742. Trailer

SIOO.

sail plane pilot - builder. 6 issues per year.

Send IO dollars USA. 15 foreign sub rate to: Chuck Rhodes (pub) 27670 S. John Mont· gomcry Dr.. San Pedro. CA 90732 (213) 514-3056.

Miscellaneous SA!Li\lAKl\'G SUPPLIES & hardware. All fabric types. Catalog and colorful samples. SI. Massachusetts Motorized, PO Box 542-G. Cotuit. MA 02635.

DESIGNER has a Few test helmets, S,M,L. white only. Cuts drag 'h lb. at 30 mph. Jack Lambie, 209 Adams, Orange, CA 92667 (714) 532-4908. Price $49.50.

The Hall

S~stek Vario I Altimeter 0-15,000 FT Altimeter

UP·Audlo

Airspeed Indicator

Dual Batteries

A

precision

instrument

for

the

serious pilot. Rugged, dependable and easy to read.

Airspeed Indicator. ................ $21.50 Long Bracket.

6.00 Airspeed Indicator with Long Bracket

Foreign & C.O.D. Orders add $2.00 Control Bar Protectors 5" diameter ABS plastic wheels.

Specify 1" or 1·1/8" control bar.

Wheels - $20.00/pair Foreign & C.O.D. orders add $2.00

Systems Technology Inc

APRIL

1985

PO Box 22126

Control Bar Protectors

Hall Brothers P.O. Box 771·H, Morgan, UT 840b0 C.O.D. Phone Orders (801) 829·3232

47

CLASSIFIED ADVERTISING

RHAf..1PHORHYNCHUS DINOSAURS! T-shirts, books, more. Free informative catalog. SAURUS, Dept. HI., 530 South 400 East, Centerville, UT 84014.

GEMINI POWER SYSTEM -

for hang gliders

$400. (714) 536-3531.

PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 3\/,'' dia. Inside or outside application. 25c each. Include 15c for postage and handling with each order.

P.O. Box 66306, Los Angeles, CA 90066.

BUMPER STICKERS - "There's No Place Like Cioudbasc" $2.00 postpaid. Flight Realities, c/o 1830 Clove St., San Diego, CA 92106 (619)

455-6036.

TEE-SHIRTS with USHGA emblem $8.00 including postage and handling. _Californians add 6% tax.

Men's sizes in BLUE - S, M, L, XL. Limited supply of ORANGE, sizes S, XL. USHGA, P.O. Box 66306, Los Angeles, CA 90066.

SAIL REPAIRS. Grommets replaced, reinforcing, rips, batten pockets, specialty work, all types.

Call or write for estimates (315) 687-3724. Jay Gianforte, Rt. 173, Chittenango, NY 13037.

The rate for classified advertising is 35C per word (or group of characters). Minimum charge, $3.00. A fee of $10.00 is charged for each photograph or logo. Bold face or caps SOC per word extra. Underline words to be bold. Special layouts of tabs $20.00 per column inch. AD DEADLINES - All ad copy, instructions, changes, additions and cancellations must be received in writing I !/2 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, P.O. Box 66306, Los Angeles, CA

90066.

Stolen Wings TYPE: Olympus 160, red & yellow w/windows, black Litek vario, black harness w/blue chute container. WHERE AND WHEN: Roadside near Hwy. 1, 30 miles south of Carmel, CA on 2/26/85. CONTACT: Peter Rosen, (408) 667-2345 TYPE: Sensor 510-180 #165. WHERE AND WHEN: Outside Galeana Mexico, near Saltillo, April 29, 1984. PATTERN: Reddish brown LE, orange undersurface, remainder dirty white. Logo on top right panel #3. CONTACT: Stephen Rudy, 5309 Roosevelt, Austin, TX (512) 467-8078.

48

TYPE: Sensor 510 180. SAIL: Blue LE, Bayberry double surface, white main body.

Many rips in LE. Was not in bag when stolen. WHERE AND WHEN: Hart Park, Bakersfield CA May 6, 1985. Was seen leaving the bottom of the hill on a small red hatchback earl CONT ACT: Larry Broad (209) 784-4618.

TYPE: Orange Wills Wing Harness with blue bag, Advanced Air 26' chute. WHERE AND WHEN: Roadside, 20 miles SE of Dallas, TX June 3, 1984. CONTACT: Mark Wadsworth (817) 777-5174 or 292-1578. $100 reward.

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. CONTACT: Scott Nichols, Box 3035, Aspen, co, 920-1295.

1983: Streak 180, 130 Duck 130 Comet II 165, 185 Attack Duck 180, 160 Missile GT 170, 190 Mars 170 Prostar 160 1984: Skyhawk 168, 188 Light Dream 161, 185 Comet II 135 (and 135, 165, 185 with 112 battens) Pro Dawn 155 HP 170 Sensor 510-160 VG Moyes GTR 162 VG

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: Sometime in November, 1983.

CONTACT: Jamie Burnside, 12012 Broadway Terrace, Oakland, CA 94611, (415) 654-4539.

Index To Advertisers

TYPE: Comet II 165 #1650 and Robert cocoon harness (red) with blue parachute container, and Litek vario (red) in blue bag.

WHERE AND WHEN: Livijl.gston, 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.

High Energy .......................... 44

Airworks ............................. 20 Ball Varies .......................... .41 Bennett Delta Wing Gliders ............. BC Hall Brothers ......................... 47

Kitty Hawk ........................... 29 Litek ................................ 27 Lookout Mt. .......................... 3 Manbirds ............................. 27 Midwest Motor ........................ LO Mission Soaring ...................... .41

GLIDERS CERTIFIED

BY THE IHANG GLIDER MANUFAC,"TURERS ASSOCIATION

Moyes ............................... 11 Pagen Books .......................... 27 Para Publishing ........................ 20 Pro Air .............................. 2

1981: Gemini 164, 184, 134 Sensor 510-180

Publitek .............................. 29 Santa Barbara HG ..................... 29 Seed wings ............................ 28

1982: Duck 180, 160, 200 (and DHV) Prostar 160, 130 Streak 160 Moyes Missile 170 Breez 180 Sensor 510-165 Vision V-18

Systems Tech ......................... 47 USHGA ........................ !BC, IFC Wills Wing ........................... 21

Ad Deadlines All ad copy, instructions, changes, additions and cancellations must be received in writing 11/2 months preceding the cover date, i.e., Mar. 20 for the May issue.

HANG GLIDING

FULLMEMBERIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII• 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 HangGliding 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)

FAMILYMEMBERIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII. 1. NAME - - - - - - - - - - - - - - A N N U A L 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 IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII---· NAME

D (Please Print)

$22.50 SUBSCRIPTION ($25.50 foreign) for one year. $40.00 SUBSCRIPTION ($46.00 foreign) for two years.

ADDRESS----------~----

D

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

D

$57.50 SUBSCRIPTION for three years.

D

$11.25 TRIAL SUBSCRIPTION ($12.75 foreign) for six months.

ZIP

PHONE (

($66 50 foreign)

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

I received this application form from:

0 FULL MEMBER ($29.50, $32.50 foreign)

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

Charge my D MasterCard

D VISA

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

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0

5 s A.

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

Revised 9/81

(213) 390-3065

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