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I HAVE ENCLOSED A CHECK OR MONEY ORDER PAYABLE TO: USHGA, BOX 66306, LOS ANGELES, CA 90066 D FULL MEMBER ($39.00, $42.00 foreign) D FAMILY MEMBER(S) ($19.50 each) D SUBSCRIPTION, one year ($29.00, $32.00 foreign) D SUBSCRIPTION, two years ($53.00, $59.00 foreign) D SUBSCRIPTION, three years ($77.00, $86.00 foreign) D TRIAL SUBSCRIPTION, six months ($14.50, $17.50 foreign) D Enclosed is an extra dollar for TOTAL for the World Team fund. I understand that USHGA will Charge my C::: MasterCard c: VISA match my contribution. USHCA will ONLY accept foreign checks payable on a U.S bank in US. funds (US dollars or International Money Order) Allow 4 to 6 weeks for processing.
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Revised 4/85
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Features 16 In Search of The "Ultra Light" Glider
Columns 5 Safety Forum by Joe DeCleur and Louann Linville Joe complements Dennis Pagen's article in this issue.
by Gregg Lovick What ever happened to all that space-age technology that was going to make hang gliders weigh 35 pounds again?
7 USHGA President by Steve Hawxhurst
20 Grand Canyon Odyssey by Hans Heydrich and Bob Thompson A real dream come true. Hans and Bob fly across the Grand Canyon - and back again!
8 Milestones Page 20
An update on some fantastic flying in Arizona and the Carolinas.
12 The Right Stuff
27 Solving Launch Problems
Lynda Nelson of LIPS (Ladies International Pilots Society) asks for help in a survey of lady pilots.
©1985 by Dennis Pagen Most accidents occur on launch or landing. Dennis points out some common launch errors and how to avoid them.
Departments
30 Hang Glider Performance A Breakdown
Page 27
by Hans Heydrich An investigation of the various sources of drag on a hang glider and how they affect performance.
34 Flying In Arkansoar An Arkansas Site Guide by Dave Dunning Although three-fourths of this state is flat, it still has some excellent sites with great XC potential.
Page 34
COVER.: Richard Annis soars Steamboat Springs, Colorado during Memorial Day flyin. Photo by Richard Annis. 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.
Auc;usr 1985
3 Viewpoint 4 Airmail 6 Update 6 Calendar 9 Competition Corner ll USHGA Contributors 38 Ratings and Appointments 41 Classified Advertising 44 Stolen Wings 44 HGMA Certified Gliders 44 Index to Advertisers
JUNE 28, 1985 JUNE 10, 1985
4 HP's FLY OVER 100 MILES
FROM MINGUS MOUNTAIN
Dana Roosevelt flew 15? m~.s fr~ . Mountain on a Wills mg Mmgus move into first place in the yesterday to XC Hang Gliding Contest . ongoing Anzona three other local Dana was hotly pursued byfl HP's Last . . all of whom also ew pilot~ , . n Bob Thompson recorded year s champ10 ow holds second 145 miles on his ~PT;~ ~nd fourth places place m the mee . b Bruce Reufer and Jim are currently held y h . HP's 135 miles . to Whitelaw ' who flew t eir d 110 miles respectively. According an rted the days events , ~~;:i~~n;;tiv~~~wo hundred miles are .ble in the near future. very poss1
STEVE RODERICK WINS REGIONAL CHAMPIONSHIP Steve Roderick, of Nevada, flying a Wills Wing HP , outpaced all other pilots to win the 1985 Region II Regional Hang Gliding Championships. Steve is a relative newcomer to the competition scene , having flown in his first competition only last year. However, by taking maximum advantage of the HP' s exceptional performance, Steve was able to turn back top ranked pilot Ken Brown who was flying the new Airwave Magic IV , as well as several other highly regarded competition pilots on the latest equipment. The regional event is a qualifier for I the U.S . National Championships, to be held in Ju ly at Chelan , Washington. By winning the regional meet , Steve has qualified for a place ' in the Nationals , and hopes to go after the $3000 . Wills Wing contingency prize for winning the sporting class in that event. "'-
bop T!)e JIM ZEISET WINS ,85 WORTHINGTON MEMORIAL XC ON WILLS WING HP Colorado pilot Jim z . . in the Owens V JI e1s_e t put it all together a ey this past k . th e George Worth . wee to wm mgton Me · cross country han 1· . mona 1 Open credited the outsta~d1n1d~g contest. Zeiset formance of the HP in :e ross c?untry perlpmg him to place first in the gruel. mg seven day ev ent. Four other HP's finish d . e m the top · m the meet le d . seven places eva luation ' of n t~:g ~;~ence to Zeiset's advantage. The to I . s performance Worthington M p P. acmg pilots from the emonal Op on to compete . h en w, 1I now ~o -. m t p n o-.• •
EXTRA! Bishop, CA - July 8, 1985
Rawlings Flies 198 Miles In Owens XC Flight On Wills Wing HP Is Longest In 1985 Rick Rawlings, number one ranked pilot In the U.S., took over first place In the on going cross country championships here with a spectacular 198 mile flight.
Gil Dodgen, Editor/Art Director Janie Dodgen, Production David Pounds, Design Co11s11/tant Leroy Grannis, Bettina Gray, John Heiney,
Staff Photographers Erik Fair, Staff Writer Harry Martin, Illustrator 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 Dick Heckman Hardy Snyman Gary Hodges REGION I: Ken Godwin, T. Michael Boyle. REGION 2: Russ Locke, Gary Hodges. REGION 3: Steve Hawxhurst, Ken dcRussy. REGION 4: Jim Zeise!, Bob Thompson. REGION 5: Mike King. REGION 6: Ted Gilmore. REGION 7: Dean Batman, John Woiwode. REGION 8: Robert Collins. REGION 9: Bill Criste, W.W. Richards. REGION 10: Dan Johnson, Steve Coan. REGION II: Hardy Sayman. REGION 12: Ken Zachara, Paul Rikert. 1984 DIRECTORS-AT-LARGE: Dennis Pagen, Dick Heckman, Elizabeth Sharp, Vic Powell, Mark Bennett. EX-OFFICIO DIRECTOR: (With Vote) NATIONAL AERONAUTIC ASSOC!ATION Everett Langworthy. HONORARY DIRECTORS (Without Vote) elected to 12/31/85: Bill Benneu, Mike Meier, Doug Hildreth, Bettina Gray, Erik Fair. The United States Hang Gliding Association Inc., is a division of the Na1ional Aeronautic Associa1ion (NAA) which is the official U.S. rcpresentalive of the Federation Aeronautiquc Internationale (FAI), the world governing body for sport aviation. The NAA, which represents 1hc U.S. at FAI Meetings, has delegated to the USHGA supervision of FAI-rclatcd hang gliding activities such as record attcmpls and competition sanctions.
HANG GLIDING magazine is published for hang gliding sport enthusiasts to create further interest in the sport, by a means of open communication and to advance hang gliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles, photos, and illustrations concerning hang gliding activities. If the material is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING maga2ine is published monthly by the United States Hang Gliding Associalion, Inc. whose mailing address is P .0. Box 66306, Los Angeles, Calif. 90066 and whose offices arc located at 1·1423 Washington Blvd., Los Angeles, Calif. 90066; telephone (213) 390-3065. Second-class postage is paid at Los Angeles, Calif. HANG GLIDING maga2ine is printed by Sinclair Printing and Lithographers. The typesetting is provided by 1st Impression Typesetting Service, Buena Park, Calif. Color Separations are provided by Scanner House of Studio City, Calif. The USHGA is a member-controlled educational and scientific organization dedicated to exploring all facets of ultralight flight. Membership is open to anyone interested in this realm of flight. Dues for full membership are $29.SO per year ($32.50 for foreign addresses): subscription rates are $22.50 for one year. $40.00 for two years, $57.50 for three years. Changes of address should be sent six weeks in advance, including name, USHGA membership number, previous and new address, and a mailing label from a recent issue. POSTMASTER: SEND CHANGE OF ADDRESS TO: USHGA, P.O. BOX 66306, LOS ANGELES, CA 90066.
AUGUST
]985
VIEWPOINT
The Price Of Freedom by Mike Meier Recently, a pilot complained to the HOMA that he and other pilots he knew had been unable to obtain owner's manuals for a certain model hang glider which they had recently purchased. Since the HOMA standards require the inclusion of an owner's manual in the sale of each certified glider, this pilot felt that the HOMA should be able to "put pressure on" the manufacturer in question. Another pilot, who had worked for a manufacturer for awhile, became aware during the course of his employment that the gliders being made by this company were being shipped without being test flown. Test flying of each glider is required in the HOMA standards for any certified model of glider. It seems that in each case, the glider in question was Nar a certified glider, but was a glider that most people had assumed was certified, including many of the pilots who had purchased them. It was therefore not required that an owner's manual be furnished or that the glider be test flown. Beyond that, had it been a certified glider, there is probably little the HGMA could do to investigate and prove the alleged non-conformance with the requirements, or to enforce the requirements. The HOMA has not been set up as a regulatory agency; it has no legal authority to penalize members who don't follow the rules. Nor should it. From day one, the major thrust by both the HOMA and the USHOA has been to achieve and maintain self-regulated status for the sport of hang gliding. Let's look for a moment at what that means. It means freedom from oppressive government regulation and the associated costs and hassles. But that freedom comes at a price. The price is individual responsibility. The government is not responsible for making sure you, the consumer, get a fair deal from your dealer or your manufacturer. Neither is the HGMA, and neither is the USHGA. You are. Every time someone buys a glider from an irresponsible dealer who doesn't teach, doesn't help to bring new people into the sport, doesn't provide service for the pilots in his area, doesn't work to keep a flying site open, in short, doesn't support the sport of hang gliding or the hang gliding community, that someone casts another vote for the elimination of all dealers who do provide these needed
services. Every time someone buys a glider from a manufacturer who lies, who doesn't play by the rules, who doesn't support the HOMA and USHGA programs, who doesn't support responsible, service-oriented dealers, that someone says, "I'm doing everything I can to put the responsible manufacturers out of business." It usually costs a little more money to buy a glider from a responsible dealer, or one made by a responsible manufacturer. It should. That extra money is what pays for all the extra services that those dealers and manufacturers provide. But the cost of freedom goes beyond a little extra money. It extends to the extra effort it takes for you, the consumer, to find out who is really doing it right in this industry and to support the people who are supporting you. It means finding out if the glider you're thinking about buying really is certified. (Call Mike Meier, HGMA President, at (714) 547-1344 any weekday.-Ed.) It means finding out whether the manufacturer of that glider stands behind his products and provides the important services like owner's manuals, factory test flights, airworthiness directives and retrofit modifications if a problem is encountered during the service life of the aircraft. Find the most professional, involved, service-oriented dealership in your area and tell him you plan to buy your next glider from him. Then ask him about the manufacturer you are considering. Ask other pilots who have purchased gliders from that manufacturer. Make a real effort to find out whether this is the kind of manufacturer you want to see continue in the hang gliding business. We recently exchanged a number of letters with a well-known pilot who has often complained that pilots can't and shouldn't trust the manufacturers in this business. This pilot complained at length about certain dishonest or unsavory practices of some manufacturers, and had concluded that the only answer was for all pilots to distrust and disbelieve all manufacturers. And yet this pilot had purchased his last glider from a manufacturer he feels to be one of the worst offenders, because the manufacturer was willing to sell him the glider factory direct at dealer price. All the complaining and protesting in the
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world about lack of integrity poor on the of the manufacturers and (foalers damu thing to change their behavior long pilots support those prnc· with the only voice that counts, the of their purchasing dollars. Righl now, the choice between the ones doing it right and doing it wrong exists primarily of the dedication a few manufacturers and dealers who insist on doing it right with or without the financial support of hang gliding community. With con· sumer support for those in the husincss end doing it right, those hang gliding who who doing it wrong will simply go out business and go away. Without that supporl, will be the ones doing it right who will go away, and the consumer will no longer have the option to support them, because they'll
long day of flying. I said, everyone check of $160 for the cash
Dear Editor, fund. Dennis Michels
Dear Fdilor, Leners like "One In Million" by Rick Masters in 1hr March '8:i issue really irk me. It leaves no doubt that Mr. Mm,lcrs truly lie is above most of 1hc rest of 11s. Mosl of us out here in the East would like 10 read more about some of our sites, our
pilots, our meets, fly·ins and accomplish mcnts. We need more "fun type" fly.ins and meets lo imerest lhc newer people gelling into the sporL Bill Blood from the Univcrsily of Lowell works very hard with new pilots and his inlercollcgiatc mcel held every fall is for all levels of pilot skill, as long as they can launch and land. Thanks for your time and also for a fine
l feel compelled to express my views con,. ccming the rating system. In rny opinion, any and all ratings should be wclJ,.cJcservccL l do not fully agree with the guidelines as they currently cxisl, I do fully support them, knowing the difficulty in establishing an up· dated version. I find it very diftkull to understand why certain Observers and/or In,. strnctors arc so lax in supporting the system cstablislicd hy the USHGA. A rating should he wcll,.dcscrvecl, and, l do not foci that anybody can righlly justify giving a rating to pilot after observing a minimum amount or questionable flying. Any Intermediate or Advanced rating re, quires a good deal of practice and If the current guidelines call for spol then these should be properly demonstrated within the guidelines. If a test is required, it should be taken and passed without unneccs · sary assistance. Once all of these arc met, the rating sliould be issued. Why some of you so compelled to hand out that arc not truly deserved? Tb issue a rating that is not earned is to create a potentially dangerous situation for individual, as well as for lhc entire Associa· tion. To those of us looking to receive a higher rating: respect the currcnl system, fulfill all the necessary requirements to your slamlards, as well as the USH GA's. Be pa,. lient, do not rush it. You will only be us all, most especially yourself.
John Watson Radnor, PA
organization.
Bill Carroll Chelmsford, M1\
Dear Edilor, The Tennessee Tree Toppers would like to thank everyone who supported the Glider flivcaway," Congratula1ions to James Yocum of Littleton, Colorado the winner of dream complete hang gliding package come true. It me the greatest of pleasure to announce that everyone participating in the giveaway was a winner. We raised enough money lo build a clubhouse at lfonsons Gap and expect to pilots from all lhe United States sitting around the pot,bellicd stove enjoying the clubhouse and just relaxing
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Dear Editor, The USH(;A office staff would like lo press our gm tit udc and thanks to Rob Mc Ken,. who took time out of his busy schedule and at his own expense took us all ont for a mosl enjoyable tandem ride. We recommend that anyone who would like lo go for a tandem ride to give Rob a calL The price he charges is well worth it He's got us all hooked and we're trying to find a way to take lessons. Thanks a million Rob, it was the thrill or a li1t,1i111c.
s
Amy Mary Marks Joyce Isles
IIANC (iJl!)IN(;
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SAFETY FORUM
Cliff Launches by Joe DeCleur and wuann Linville After reading Dave Dunning's article in the Safety Forum, (Hang Gliding April, '85) I would like to add some thoughts on cliff launch situations. We have a number of sites in our area (southwest Idaho) that are cliff launches, and primarily used in soarable, windy conditions. In the past we have had a few accidents involving wiremen and pilots at launch. Other than a punctured lung and some broken arms, no one has been seriously hurt. Afterwards, everyone looks at each other and says, "What happened?" What is more important is why it happened. Often, we are too casual. We assume the other guy knows what he is doing. Or maybe we are afraid of what people might think. "Should I say something? Why make a big deal out of this simple little operation?" But it is a big deal. I think Dave hit it right on the head. Communication is the key. It should be understood by everyone concerned exactly what is going to happen before you go up to launch. This is especially true if you are working with inexperienced people, or a stranger. If you are the pilot, take time to explain what you will do and say. Tell them exactly what to do and where you want them to go.
Let's say your helpers are clued in and you are ready. Before you get in line, check to see if the conditions are satisfactory. Some people get out to launch and then stall around. This is a discourtesy to the people in line behind you and to your wiremen too! Don't get me wrong. If the wind dies or starts coming over the back side, no one is going to want to go anyway. But, once you get in line, be ready to go. After doing your hang check, you move up to the edge, and the conditions are good. At this point there are two things that are very important. First, feel of the glider. You are at the uprights and you have the noseman bring up the nose. Now the glider is basically flying. If you have wingmen, they should not be applying pressure to hold the wing down, unless it moves to a point where the pilot cannot control it, or he directs them to do so. The same goes for the noseman. With the glider in a controlled floating mode, the pilot can feel if it is balanced. If there is a crosswind or turbulence common in thermal conditions, the glider will move accordingly, telling the pilot this is not the time to go. If the wiremen are applying pressure, the pilot may not detect this. Second, eye contact. The glider is balanced and you are set to launch. Look
to see if you have the attention of your wiremen. They should be looking right at you. Most pilots I know prefer to clear the wing~en first. They should quickly move back behind the wing, but · stay close in case you need them. Look to see if they are in the clear. When clearing the noseman, it is easiest for the pilot if the noseman can crouch or lie down just to the side of the pilot's path. This is better than waiting for him to walk around the flying wires to the rear of the glider. Watch him clear and then launch. In strong conditions, you may want to clear all wiremen at the same time. If so, they should know this in advance. Once again, eye contact between you and the wiremen is essential. When you are ready, say "Clear!" loud enough for all to understand. Our primary cliff launch is Pickle Butte. When we built the launch, we made a step down of about two feet or so, making it easier for the noseman to get out of the way. If you have a severe or vertical launch site, consider safety equipment for the wireman such as a tethering line attached to a stake. In the past four years most of us in the Boise area have been concentrating on cross country flying. Dean Tiegs, Lou Heinonen, Mike King, and Jeff Gildehaus have all enjoyed flights of over 60 miles, the longest being 71 miles by Lou. All of these flights started from a cliff launch site. None of them could have taken place without sound judgement and good technique.•
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AUGUST
[985
MIDWEST GLIDER SUPPLIES 2638 Roberis. Waukegan, IL 50087 (312)244-0529
HELMET NOT INCLUDED
UPDATE I
TAHOE E.T.
WOODY WOODRUFF FLIES 175 MILES! On June 15 Woody Woodruff borrowed a UP shop GZ-155 to go flying in the Owens Valley. He launched from Horseshoe Meadows and landed north of Gabbs, Nevada for a 175-mile flight. This is the world's longest hang glider flight in two years. We're trying to talk Woody into writing up the story but he says he thinks he can do better!
Steve Lantz recently sent us some photos of the initial flight tests on his Fledge III E.T. called the "Tahoe Edition." He removed all 22 wires and the king post and replaced them with four faired trussed struts. He suspects a significant improvement in performance over the stock Fledge. Photo by Keith Nicely.
VICTOR TOCE WINS GLIDER RAFFLE Victor Toce of Lafayette, Louisiana has won the USHGA World Team raffle for a glider of his choice from any of the sponsoring manufacturers: Airwave, Delta Wing, Pacific Windcraft, Progressive Aircraft, Seedwings, and Wills Wing. Do they have any hills in Louisiana? Congratulations Victor!
ANEMO ANEMOMETER ANEMO announces their line of anemometers for 1985. ANEMO is an instrument for accurately determining wind velocity and comes with four scales: knots, Beaufort scale, M/s, km/h. ANEMO is made out of high-grade thermoplastic material and is available in four different versions: standard, w/compass, w/pointer stop, w/compass and pointer stop. Contact: Kroeger Imports, P.O. Box 41788, San Clemente, CA 92672 (714) 492-8676.
6
DACRON UV PROTECTION AP 303 was developed for the aviation industry and has been marketed exclusively in aviation since then with particular success in the ultralight market. When used as directed AP 303 protects dacron against fading and deterioration due to exposure to sunlight, salt water and weather. AP 303 restores color to faded dacron, increases tear strength and greatly reduces drag coefficient, according to the manufacturer. Contact: Ameritech Industries, Inc., Redding, CA 96002, (916) 221-2225.
NEW CERTIFIED SCHOOL USHGA welcomes a new certified school: Wings, 591 Indian Creek Road, P.O. Box 63, Selma, Oregon 97538 (503) 597-2020. Congratulations!
1985 WOR SILENT AIR SHOW The Wings Of Rogallo Club is now preparing for the Second Annual Northern California Silent Air Show. Last year's event was an outstanding success (see Hang Gliding, Jan., 1985 issue). This year's event will be bigger and better. The objectives are again to promote the sport, have fun and raise some bucks for the Muscular Dystrophy Association (along with co-sponsors, 7-11 Stores). The event will be held on September 9, 1985 from 9 AM to 4 PM at Ed Levin Park, Milpitas, CA. Cost is $5 per car which includes a charity donation. Contact: Mission Soaring (415) 656-6656.
AUG. 3.4, Whitefish fly-in, Teakettle Mtn, Montana. Contact: Ike Foster, 310 Lost Coon Lane, Whitefish, MT 59937 (406) 862-5244. AUG. 3.5. Fifth annual Fairmont Hot Springs SC competition. lnvermere, BC, CANADA. For pilots with over 1 hour logged. $35 entry. Contact: Andrew Barber-Starkey (604) 342-3660. AUG. 7-8. Sun Valley Spectacular. Sanctioned Region 5 series meet. USHGA membership, Intermediate level. Contact: Mike King, Box 746, Nampa, ID (208) 465-5593. AUG. 10·18. Sun Valley Spectacular. Con, tact: Mike King, P.O. Box 746, Nampa, ID 83653 (208) 465-5593. AUG. 12·19. Hawaii flying tour. AUG. 24. Chute clinic. AUG. 31-SEPT. a.Owens Valley tour. OCT. 19-20. Mountain trip. Contact: Kitty Hawk Kites West (408) 384-2622.
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. AUG. 17·25. 1985 Masters of Hang Gliding. Contact: Joe Foster, Grandfather Mt., Linville, NC 28646. AUG. 31,SEPT. 2. Eighth Annual 94 ROCK/Free Spirit hang gliding festival, held at Draht Hill (Jerusalem Hill) Elmira, NY. $1,000 plus trophies. Team and open competition. Beginner to Advanced. Ultralights, towing, aerobatics, camping. Pre-registration necessary. Contact: Free Spirit Flight HGCI, P.O. Box 13, Dept. HG, Elmira, NY 14902. SEPT. 13·15. International hang gliding film festival. St. Hilaire Du Touvet, lsere, France. Super 8, 16, 35mm and video. Contact: 38720 Saint-Hilaire-Du-Touvet, lseere, FRANCE tel. (76) 08.33.99. OCT. 9·12. Aircraft Owners and Pilots Association convention and industry exhibit. Washington, D.C. at the Washington Hilton Hotel. Contact: Patricia Weil (301) 695-2156. UNTIL NOV. 30. 1985 Region 7 XC Challenge. Open distance XC for any flight originating in Region 7, foot-launch or tow. Sanctioned. $10 entry. Contact: John Sachmeister, Northern Sky Gliders Assn., P.O. Box 365, Minneapolis, MN 55440.
HANG GLIDING
USHGA PRESIDENT
MINUTES OF THE MEETING by Steve Hawxhurst
L
a recent edition of our local club newsletter, the UFO Flier, there appeared the following "editorial" written by Steve Koji. I felt that Steve's concerns should be responded to and began to write out a reply which I hoped he'd see fit to publish in his next issue. The further along I got with my letter however, the more it occurred to me that this might be a subject the entire membership would be interested in. So here's Steve's editorial and my response:
The USHGA seems to be suffering from a malady commonly thought to have been developed long ago in our sport - a luff dive. Rising costs and a diminishing membership base are the leading edge of this ship 0111 of control. Tiirbulent times cannot be blamed for this state of affairs. Key factors have not been relayed to the body of the USHGA (the membership). These facts have not been hidden, they have been uncomfortably, even inordinately delayed. How can this be? The USHGA is suffering from its current state of affairs largely due to two key factors: 1) the currelll board members' failure to disseminate information to the general membership 2) a vehicle through which iliformation can be disseminated in a timely manner. The general membership should know what happened at the last board in the next issue published: NOT three months down the road. This problem could be overcome readily if the current editor prioritized the publication of important board decisions and business iliformation. The first problem is more difficult but called for a different approach by the board members. This requires new ideas - new ideas come from new leadership. It is time for the general membership to begin thinking about putting the USHGA on the right track. Think about who you would like to represent you in your region. The USHGA is more important to this sport than just throwing a few greenbacks. Think about how you want your national organization to work for you! - Steve Koji Steve Koji's interesting "editorial" in the UFO Flier deserves some response and further information although I can't help but wish Steve had been more specific about his ideas. The current process does have a large amount
AUGUST
1985
of lag time between meetings of the board and information reaching the membership, some of which Steve, as an editor himself, should be familiar with. Our most recent meeting was held on March 30-31 and April I, in Boise, Idaho. At the end of any month Gil Dodgen, our editor, has the material for the following month's issue at the typesetter and has determined what the layout of the magazine will be. I can tell you from personal experience in trying to snivel an extension on the deadline for this column that the time constraints force Gil to be somewhat inflexible if we expect to keep our magazine coming out once a month. I think the second problem that Steve might also have some familiarity with is that an "editor" does not (he hopes) write many of the articles that go into the magazine which he produces. At our last board meeting we did determine that an article concerning the board's activities should be written and the job fell to our hard working secretary Hardy Snyman. Hardy has written some excellent articles for past issues of the magazine ("Meet Your Board of Directors" series) but to write an accurate summation of the "minutes," which I think is what Steve is requesting, Hardy must first receive a report from the chairmen of the working committees. These committees during a typical three-day board meeting are in session from early morning until late at night each day dealing with the business and policies of the association. Directors in most cases are members of three or four separate committees and the Prez typically has to do a lot of schedule and agenda juggling simply to assure that all the committees do in fact have time to meet. Since Hardy has not yet convincingly demonstrated the ability to be three or four places at once he must rely on written reports to compile his official minutes and here we get into an area where I think Steve Koji has a good point. Although elections are still quite a few months away it's important for each member to give some thought to whom you would like representing you and what kind of a job your representative will do for you. I know that at this writing Hardy still doesn't have some of the reports required to complete his minutes or an article on the recent activities of the board. The best thing that each of you as members can do to improve on this situation
is to elect individuals who have demonstrated their ability to work and follow through with consistency. Joe hot-shot pilot might be a real nice guy who impresses the girls by struttin' around in his fancy director's suit, but he isn't much good to the association or the membership if he can't do the tough and sometimes boring jobs well. In closing on this subject I'd like to mention that there aren't many Joe hot-shots as mentioned above on the current board. Much of the information that Steve Koji is requesting does go directly to the membership if not in the form of minutes. We've seen articles by Gary Hodges on the dues increase, Mark Bennett on changes in the competition rules, and a new "Towlines" column from the Safety and Training Committee on aerotowing. All of these were major topics of discussion and action at the Boise director's meeting. I hope I've addressed some of your concerns Steve, and I thank you for being concerned.
WHERE'S PEAR? There's one other thing I'd like to talk about this month and that's the subject of this guy who calls himself "Pear" or "Fare" or whatever. We first learned of this individual through a column in this magazine which (somewhat pretentiously) was titled "The Right Stuff." It was advertised as being "an instructional column for the new pilot" and this Pear fella said he was writin' it. After reading Rick Jesuroga's excellent article on weather in last month's issue, I got to thinking. There had been, as I recalled, a number of excellent articles in this series. I know Mike Meier wrote at least one. Dennis Pagen wrote a couple. The UFO club site guide had been in there; heck, I myself had written one! But what about that Pear guy? Is he an illusion created for our amusement and edification by editor Gil Dodgen? Is he the Answer Man in a clown suit? If you're out there Pear it's my sad duty to inform you that your existence is currently in doubt and an investigation will soon be conducted. Of course you could clear the air and save us a lot of huffin' and puffin' by whipping out a few snappy instructional columns for the new pilot. Come home Erik, we're worried about ya!•
7
NORTH AND SOUTH CAROLINA RECORDS
of June 7-9 HOT (115 °+) weather for southern Arizona and lots of TALL thermals for pilots in northern Arizona. 7th, was a no-wind 16,000+ foot cloud· Kovach base with Attack Duck 160 northeast from to Merriam Crater (62.5 miles) and Tom Fuller and Bob Thompson in HP's northwest from to (65 Tom and Bob were at 16,500' ovc:r when Tom's wife, chase, got slowed down by lousy roads and lots of gates about 30 miles back. As the roads north of looked like a bloodshot in a Visine ad, the chose to blow off an easy 80- to IOO·mile flight and a very 40-mile walk back to civilization. Russ Gelfan flew a no·wind drift flight H5 miles north from Mt. Elden towards in his Comet OVR-2. cross and down so everyone headed for as Bruce Rucfcr and others were the mountain at 16,000 and the launch was blown out. The late comers sat around the cool 9,200' air on top of Elden and hoped for better things tomorrow. Bruce rnadc the best of it, his t!P up from a save at 3000' AGL and new
to be a real boomer. his HP off the Dana Roosevelt launch just before it went down· wind for the scratched for li/1 and about minutes, then headed northeast for the desert. through a few monster snake thermals that re-ecrtil'icd Dana flew to just past Com his l'iclds, ending up with 154.33 miles. Upon the thoroughly lost Dana asked the local Indians if he was in Col· oraclo. No such luck. First reports back in Phoenix put Dana cast of Window Rock, instead of west, in
8
numerous rumors of 195 miles, all of out after his which was return. Over at Mt. Elden a dozen glider awaited launch, buzzing about Bruce Ruefor's 134-mile flight the day. Rick Fritz took the first thermal, up at Polacca (79 miles) with his Sensor VG, fighting a zillion until his chase arrived. The rest of the third thermal, with heading northeast at about [5,000'. Bruce was home rest and commented on the CB that it looked like the J\ir Force over. J\ sink hole just past Merriam Crater put seven on the ground, leaving Jim Whitelaw and Bob Thompson in HP's and Chris Carlton, a new III in a climbing out over Navajo land. Chris had his first real encounter with a savage snake thermal and landed at 51 rniles. Jim and Bob found a smooth to 17,000' + and headboomer and ed onward, with Bob never being below 15,000' for two and one .. half hours. Jim landed near Cornfidds, one and one-half' hours from Dana and 15 minutes after Dana, but they never saw each other; 112. 11 miles was Jim's first flight over the century mark. Bob headed north to Canyon then turned cast into the same line of sink that stopped Bruce, Dana, and Jim, up with 146.34 miles. Jim headed hack with his chase (wife Jody) never knowing that Dana, who had no radio or chase, was so near·" Bob, with chase Hans and returnee! down the road Dana was on, not knowing he was in the area, and him while he was in a small store a soda pop. Dana saw them go by but ran out of the store too late. Being stranded in the middle of nowhere and to hitch a ride is no fun. It took Dana 40 hours to get hack to Phoenix. a radio the next day.
have been checked to that Joe Foster of Grandfather Mountain and John Lubon of Greer, in recent shattered the cross country records for for North Carolina and South Carolina. Foster new 63.2 miles from Grandfather Mountain to the Mountain Marion and Wytheville, 19, and Lubon launched from
Mountain near Greenville, South 21 and flew 67 miles Center at Crossnore, John Lubon, a mechanical and elcctrica I by trade, fl cw over the Hendersonville from Mountain, and from there over East J\sheville, Mount Mitchell, and at Crossnore, which Pine before was five miles short of his intended at Grandfa.ther Mountain. Lubon says he
HANU CiJIIJINC
feet above his above Mount Mitchell. Joe Foster, Chief Glider Pilot on Grandfather Mountain's exhibition team, thcrmalled from Grand·· father Mountain to Valle Crucis, then to Tater Hill near Boone to Mount in to the Mountain port. Foster believes he reached feet above sea level as he Mount 5,730), the
of miles from North Carolina launch site broke the old record held Stewart Smit.h of Grand· father Mountain, who in 1984 flew 60 miles from Tater Hill to a point in Lubon, 67 miles, shat· tered the old 45-mile record set by Tim Carter of Greenville, , who flew from Mountain to Marion, in 1981. Joe Foster and John Lubon, both seasoned in 1975, believe that the and will cause their cross country records to be broken before the end of the 1985 summer season. Both agree that IOO··milc from launch sites in South Carolina and North Carolina arc feasible with the modem
The second weekend in has been a one for Hawk Kites for 13 This year was no as 40 from nine states attended the 13th The
is the oldest annual the country. The
held an auction of donated by KHK/KHS, Pacific Wind· craft, Wills and Delta with donations from KHK, their students, instructors and entrants, raised $454 for the
Foster's Sensor, while manufactured by the Lubon flew a French pilot Gerard Thevenot, in the Masters of at Grandfather Mountain. Joe Foster remained aloft hours and his North Carolina record of miles, while John Lubon's 67--mile South Carolina record him in the air for 4 1/2 hours. Both also interested in breakthe altitude records for the Carolinas. Foster shares the North Carolina altitude record of feet MSL with his fellow Grandfather Mountain pilot, Stewart Smith. Luhon, who reached 12,000 feet MSL while above mount Mitchell, thinks a of 15,000 feet MSL above that mountain in the East
AU(ilJST
]98:i
9
COMPETITION CORNER USHGA. Francis Rogallo was there to give support and award the final trophies. It was a great weekend of flying and fun.
H-3 and H-4 DIVISION Place & Name
Division
1. Tony Velde ............... Skyhawk 2. Jim Johns ................. Demon 3. Matt Taber ................... C-2 4. Dan Demaree .............. Comet 5. Paul Gibney ............... Dream 6. Glenn Hockett ................ C-2 7. Skip Brown ............... Demon 8. Lawrence Battaile ........... Esprit 9. John Thompson ............ Harrier 10. Mike Maxson .............. Gemini
H-1 and H-2 DIVISION Place & Name
PENNSYLVANIA REGIONAL RESULTS
The regional competition held at Hyner View, Pennsylvania on Memorial Day weekend was blessed with good weather. Six rounds were flown over the three clays, with a very closely contested finish. First accounts of the fly-offs indicate a great time was had by all. Due to ratty conditions in the landing area, one of our prominent, very vocal, highly-experienced pilots managed to prang a truck in the act of ceasing to fly his Sensor 510. Without being too specific it can be said that he is your MGHA board member concerned with directing your flights. Herewith are the results, somewhat abbreviated:
REGION 12 REGIONAL RESULTS Place & Pilot
Glider
1st Paul Voight ......... Wills Wing HP 2nd Ron Thorn ........... Comet 1 185 3rd Rick Fitzpatrick ....... Comet 2 165 4th Nate Granger .. Wills Wing Duck 160 5th Jim Donovan ..... Moyes Missile 180 7th Frank Torma ...... Wills Harrier 147
Glider
1. Chris Crescioli ........... Skyhawk 2. Tim Daube ............... Harrier 3. Susan Gale .............. Skyhawk 4. Reese Evans ............. 10 Meter 5. Steve Stoner ............... SL200 6. Brian Thacker ................ C-2 7. Wayne McClellan ............ Atlas 7. Dave Lane ................. Dream 9. Cecil Springer .............. Vision 10. Rick Sharp ................. SL200
1st 2nd 3rd 4th 5th 6th 7th 8th
John Scott, Pittsburgh, PA Dennis Pagen, State College, PA Pete Lehmann, Pittsburgh, PA Bobby Killingsworth,?, VA Danny Brotto, AHEM! ... MD Dave Deming, Pittsburgh, PA Jackie Williamson, ?? Bo Frazier, ? , VA
PENDRY AND GREAT BRITAIN WIN WORLD CHAMPIONSHIPS U.S. TEAM FINISHES FOURTH John Pendry of Great Britain made official what many pilots have been saying about him for two years; he's the best in the world. Pendry won the individual gold medal at the 5th FAI World Championships which concluded June 9th, in Kossen, Austria, and led the British team to a first place finish in the team standings. Defending world champion Steve Moyes placed second, as did the Australian team, while Randy Haney of Canada finished third, leading the Canadian team to a third place team finish. The U.S. team finished fourth. Tony Velde became the grand champion of the Spectacular flying his Wills Wing Skyhawk.
IO
Five of the eight U.S. team pilots made the cut to the final group of 42 pilots. Mark Bennett, in tenth place, was the highest placing pilot on the U.S. team. Rick Rawlings placed 13th, Larry Tudor and Chris Bulger placed somewhere in the 20's, and Rob Kells finished 35th. Details of the meet will be reported in an up-coming article.
The Region 12 Regionals were an XC meet with the longest flight being 26.5 miles by Paul Voight. The format was each pilot's best three flights, added together.
(con1inucd from next page}
USHGA Cash Reserve
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Name
($)
5
Tim Donovan David Wilmoth James Hall Richard Scott Richard Ernst Peter Lloyd Rick Bowen Ned Back Mike Gilmore Geoffrey Rutledge Robert Barton Bill Morgan Neal Vickers Gerry Uchytil Patrick Rawlings Christopher McCluer Robert Porter David Mccommon Scott Aaland
5
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World
Cash Reserve
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ST AYIN ALIVE IN '85
0
"STAYIN' ALIVE IN '85" FUND RAISER RESULTS by Erik Fair
USHGA Cash Reserve ($)
The "Stayin' Alive in '85" USHGA/World Team fund raiser, initiated in July of 1984, resulted in the following total contributions: USHGA Fund: World Team Fund:
$21,739.79 11,964.02
GRAND TOTAL
$33,703.81
The nearly $22,000 that was contributed to the USHGA allowed the organization to proceed in a normative fashion to address the need for a dues increase and the need for office reorganization. Without these funds the USHGA executive board very likely would have had to make emergency decisions on service cutbacks, with the magazine and the insurance as likely targets. The nearly $12,000 contributed to the world team fund, coupled with the $5,200 raised through the world team glider raffle made it possible for America's best pilots to represent the USHGA at the World Championships in Kossen, Austria. The USHGA board of directors and the 1985 USHGA World Team sincerely thank all pilots and friends who contributed to the respective funds. Your caring and support made a big difference.•
AUGUST
1985
10 20 11.50 5 11.11 454 15 10 20 10.50 25
11 10 10
11 10 10 8 10 11 5 3 6 3 11 10 5
World Team Fund
USHGA Cash Reserve
Name
($)
($)
Name
Carl Wiseman Walter Silbert Katherine Yardley George Diperrio Ronald Tinkham KITTY HAWK KITES John Jameson William Jolly Rolf Spingler Kathleen Perry Davis Susan Wiand William Aubin, Jr. Peter Brockett, Jr. Jonathan Weiner Gerald Bond Chuck Rhodes Brent Crosby Weston Vogel, Jr. Neil Cook Dennis Scripp Gerald Bell Barrie Drysdale Bob Lynch Rick Brown Donald Dickson, Jr. Richard Pew Mark Hopson Paul Jarmillo Steven Ritz Brian Cmapbell Carl Ferriera Warren Puckett Cal Tax
10
6 2
Doug Beal Ben Espinosa 1 Matt James 10 Charles Toth 30 AMERICAN INDIAN 20 AIR FORCE Steven Mazanek Richard Gresham 5 John Mahony TENNESSEE TREE TOPPERS 160 Mark Francis Robert Corbo, Jr. Angelo Mantas Jim Wingard 2 John Taylor, Jr. 1 Paul DuBose 8 11 David Dempsey Gary Gromer 5 Jack Strehl 2 Gregory Schwarz T. Marshall 10 Kuykendall Scott Williams 4 G. Stephen Pittman Kenneth Rogers Clark Brooks 6 James Lindberg Lee Deobald 2 Gary Miller Carl Siegel
5
5 3 10 25 5.74
10.50 5 10 160 5 11 1 3 3
2.50
10 10
5 10 15
15 33 10 25 10.50 6 20 10
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World Team Fund ($)
(continued on previous page)
6
1l
THE $GHT STUFF Dear Pilots, Y'all may recall that Mr. Erik (fear and loathing) Fair published some dribble in the January issue of Hang Gliding in reference to a group of women pilots who have an organization they call L.I.P.S. What we have here is an almost middle-aged (he sniveled to me about his birthday), pot-bellied (and he wimpered about the tire around his middle) public figure in hang gliding trying to address issues important to women pilots. The result was about what you would expect from an over-the-hill sniveler. After all, this is a person who actually let himself get talked into doing a shopping mall gig on SUPER SUNDAY! The day that Joe Montana (that gorgeous hunk) led the 49'ers to victory!
What Mr. Fear didn't know when his response to L.I.P.S. was published was that I had put together a draft for a questionnaire to find out what the whole process of hang gliding is like for women. After reading his article, I called Erik and told him of the research project I had put together after a few beers and a heated discussion with other pilots of both sexes. He suggested I get in touch with Jan Siskind, editor of Lipservice, and also offered his column space for our efforts. So, if I may get serious for a moment, I am asking all women pilots to answer the questionnaire and send it to me at the address below. Jan and I will go over the results and present them in this column at a later date. The purpose of all
this is to put together data which should be informative and valuable to all of us, including manufacturers and instructors (even old, fat ones). OK ladies, here's your opportunity to put it all down on paper - your opinions, feelings, and experiences in hang gliding. As for Erik, maybe he can use the time off from writing a column to run around the block and lose some weight, down there in that giant K-Mart-withouta-roof, L.A. Please send the questionnaire to: Lynda Nelson, 2141 Sunshine Drive, Concord, CA 94520 Thanks! From Lynda (I joined Weight Watchers) Nelson, in San Francisco, home of Joe Montana, other men, other women, and lots of unknowns.•
IMPROVE YOUR FL YING! Learn the secrets of the pros from hang gliding's most widely read author.
Hang Gliding Books by Dennis Pagen • HANG GLIDING FLYING SKILLS-DETAILS ON: BEGINNING FLIGHT * INTERMEDIATE SKILLS * AERODYNAMICS * GLIDER DESIGN • GLIDER REPAIR • SELECTING EQUIPMENT• THERMALING • MORE. $6.95 •FLYING CONDITIONS-THE- ROAD MAP TO THE .SKY-DETAI LS ON: GENERAL WEATHER• TURBULENCE• ROTORS • WIND SHADOW * SEA BREEZES • WIND GRADIENT • RIDGE LIFT *T.HERMALS • MORE. $6.95 • HANG GLIDING TECHNIQUES THE LATEST BOOK FROM SPORT AVIATION PUBLICATIONS For the novice to advanced pilot, this book continues the learning that began with Flying Skills. • Learn about thermal soaring - A full 31 pages on thermal techniques will have you soaring like an ace. • Learn about speeds to fly - the key to efficient flying whether in competition or cross,country. • Learn about cross-country flying - How to fly further with safety. Also: Perfecting turns • Handling turbulence • Flying at altitude • Using ridge lift • Design concepts • Parachutes • Performance tuning • Cardinal speeds • Harness adjustment • Competition and much more!
- - - - - - - • ALSO A V A I L A B L E - - - - - - - POWERED ULTRALIGHT FLYING P~mi Ullraf'9ht Flying will answer your questions and Improve your flying. This book is written for beginners to advanced pilots with ovar 125 photos and drawings to clearly illustrate even the more complex subjects. All our books ere written from an ultralight pilot's point of view so you get the facts you need, not rehashed Information from general aviation.
12
' POWERED ULTRALIGHT TRAINING COURSE This is the only training course written by an ultralight instructor. Eleven lessons and eleven related groundschools (twenty-two chapters) make this an ideal text for self-teaching and training schools. Learn to fly safely in a carefully designed step.by-step manner. This manual Is used by safety conscious schools Internationally.
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HANG GLIDING
QUESTIONNAIRE 3. RATING:
2. AGE:
4. HOOK-IN WEIGHT:
5. TYPE OF GLIDER FLOWN: 6. How LONG HAVE YOU BEEN IN HANG GLIDING? - - - - - - - - - - - - - - - - - - - 7. How DID YOU LEARN? PLEASE CHECK ALL OF THE FOLLOWING THAT APPLY:
A. 0 FRIENDS (NON-CERTIFIED INSTRUCTOR) B. 0 CERTIFIED INSTRUCTOR AT A HANG GLIDING SCHOOL C. 0 NON-CERTIFIED, HANG JI INSTRUCTOR UNDER SUPERVISION
D. 0 CERTIFIED INSTRUCTOR NOT AFFILIATED WITH A SCHOOL 8. Do YOU FEEL YOU WERE ADEQUATELY PREPARED ON TRAINING HILLS AND THROUGH GROUNDSCHOOL INSTRUCTION TO FLY SAFELY?
9. IN GENERAL, HOW WOULD YOU RATE THE QUALITY OF INSTRUCTION YOU RECEIVED? A. 0
EXCELLENT
B. D Goon C. 0 NOT ADEQUATE
D. D VERY POOR 10. PLEASE GIVE THE REASON(S) FOR YOUR ANSWERS TO QUESTION NUMBER 9. - - - - - - - - - -
11. HAVE YOU HAD ANY ACCIDENTS IN HANG GLIDING WHERE THERE WAS GLIDER DAMAGE AND/OR YOU WERE INJURED? IF YES, WHAT WAS THE DAMAGEfrNJURY SUSTAINED?
WHAT DO YOU FEEL WAS THE CAUSE OR CAUSES? _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __
12. WHAT ARE YOUR GOALS IN HANG G L I D I N G ? - - - - - - - - - - - - - - - - - - - - - -
ARE YOU INTERESTED IN COMPETITION AND/OR CROSS COUNTRY? - - - - - - - - - - - - -
13. Do YOU FEEL THAT BEING A WOMAN IS AN ADVANTAGE OR DISADVANTAGE IN HANG GLIDING? WHY?
14. HAVE YOU HAD PROBLEMS GETTING THE RIGHT EQUIPMENT? _ _ _ _ _ _ IF SO, PLEASE EXPLAIN.
15. HAVE YOU FELT IT NECESSARY TO MAKE ANY MODIFICATIONS TO ANY OF YOUR EQUIPMENT? _ __ IF YES, PLEASE EXPLAIN.
16. WHAT RECOMMENDATIONS WOULD YOU MAKE TO INSTRUCTORS TO IMPROVE THE LEARNING PROCESS FOR WOMEN?------------------------------------
17. WHAT (IF ANY) MAJOR OBSTACLES HAVE YOU ENCOUNTERED DURING YOUR FLYING CAREER THAT SLOWED OR INHIBITED YOUR PROGRESS?
18. Is THERE ANYTHING NOT COVERED IN THIS QUESTIONNAIRE THAT YOU FEEL SHOULD HAVE BEEN INCLUDED? - - - - - - - - - - IF SO, PLEASE E X P L A I N . - - - - - - - - - - - - - - -
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In Search Of The "Ultra Light" Glider by Gregg Invick
Ii
never fails. Hang around the parking area at your local site long enough, and somebody will complain about the weight of his (or her) hang glider. Maybe he wasn't on top of the stack today, and he wants an improved sink rate; or maybe he got a three-hour flight, and hoisting his diver onto the car racks takes more strength than his tired muscles can muster. Never mind that a hang glider is the lightest form of man-carrying aircraft ever devised, most of us wish they weighed even less. If this complaint is made in the presence of a few experienced pilots, someone is sure to remember the tantalizing tales of "graphite" gliders that got a lot of space in the magazines four or five years ago. Even as recently as 1983, graphite was being proclaimed as the answer to the 45-pound flexwing spectacular. In the early 70's, the best gliders on the market did weigh around 45 pounds. The sport had only recently graduated from bamboo spars and plastic sails to aluminum tubing and Dacron sailcloth. 6061-T6 aluminum was quickly chosen because it was one of the cheapest alloys available. Frame weights started an upward spiral as the designers reduced the sag in their sales in search of better performance; tighter sails pulled harder at the frame just as a tight clothesline pulls harder on its supports than a loose line. Tight sails needed stronger frames, which meant bigger tubing and more weight. It would seem that the only way out of this dilemma would be to use something stronger than 6061 as the frame material. The very latest offerings from the glider factories in the U.S. are still being built with frames made from 606!-T6 tubing, and most current double surface flex wings weigh 60 to 65 pounds. Foreign gliders are pretty near16
ly the same. Given five years for development, why haven't we seen a 50-pound glider made with space-age spar materials? As we might expect, the problem is a lot more complex than it might at first appear. If we took apart an "average" 65-pound glider, we would end up with roughly 38 pounds of sail and pounds of tubing and assorted hardware. We need to further subdivide the tubes into two groups: tubes that carry compression loads, and tubes that carry tension or bending loads. Tubes in tension or bending fail in a very different manner than do tubes in compression, and their strengths are not related to the same proper-
n
'' Graphite tubing has some major vices. Smack it hard and it cracks ... I estimate a partially graphite glider would cost $5,000. "
ties of the tubing material, so we must separate the two groups of frame parts and handle them differently when performing strength calculations. The crossbar, kingpost, downtubes, and part of the keel carry compression loads and account for about 20 pounds. The leading edges, base tube, and part of the keel are loaded primarily in tension or bending, with the leading edges also carrying some compression; these parts make up the remaining 18 pounds of the frame weight. Armed with this data, we can go looking for alternate materials and evaluate their effect. By far the easiest change that we could
make would be to substitute stronger aluminum alloys for the frame tubes, and just buy tubing with thinner walls. The same tools and manufacturing processes would still work, avoiding the costs of retooling at the factory. The strongest common alloy is designated 7fJ75, but this alloy is not available commercially in the fonn of seamless drawn tubing. The next best choice is 2024-TI aluminum, probably the most widely used alloy in the aircraft industry. 2024 is readily available as heat-treated tubing in the same sizes as 6061-T6 tubing. (The four-digit codes used to identify aluminum in the U.S. designate the types of other metals added to pure aluminum to form each alloy, and the "T" number, as in 6061-T6, defines the heat treatment cycle.) 2024-1'3 has a strcngth-toweight ratio about 18% better than 606!-T6. I can't believe that anyone enjoys reading algebra, so I'll just cover the conclusions. The first thing we learn is that using 2024 saves no weight at all in tubes that carry compression loads. The compression or "column" strength of a tube is related to the stiffness of the material used, not the material strength, and most aluminum alloys have almost identical stiffness. We could, however, use the next thinner standard wall thickness tubing for the leading edges. A typical leading edge tube is 1.875 inches in diameter with a wall thickness of 0.049 inches, and we could use 0.042 inch walls if the tubes were made of 2024. Including the inner sleeving, this reduces the glider weight by about 2.3 pounds. That's the good news. The bad news is what this change would cost. I asked Ed Haines, who buys metal for Braniff airlines, to check the current prices of these tubes. Purchased in "hang glider factory quantity" to get the price breaks that
HANG GLIDING
go with
orders, the cost of the tubfor a pair of leading goes up by $62 if we used 2024 instead of 6061 Worse edges would be more yet, our new flexible than the old spars, a di!~ lcrcnt sail cut and of the glider for certification. 2024 also tends to warp in the hca1 treatment oven, re· before that the tubes be frame would cost more than $100 per pound saved. You the money on a brand
made to have the sarne would save about 9 pounds. save 12 to 16 pounds, hut at what cost'J Purchased as a flat sheet, the material to build crossbars for one $650 more than aluminum tube, and equalst iffncss wou Id cost even rnorc. at present a custommade product, so was unable to find a reliable price for it; we can be certain that tube costs more than flat sheet. Graphite rct<iolmg the for of bolt
toys.
The thinner walls of'the 2024 tubes would also be easier to dent, and dented tubes arc trouble. You can stand on an empty beer can, but
on the same can with a small dent in it will crush the can. your next \empty. (This is so dangerous dent which prcJmr1tly tcr aluminum. he next rn1 the list of' desirable materials, but once again, no is saved on comr1re:,;sHln·lrn1dc:d
tubes, and
bend like crossbar was tensioned. can be made very stmng, but it is not very stiff. A fiberglass edge would bend so much in flight that sail wr1111c·1,r,o would lose more in glide would and would cost more than aluminum. Steel tubes arc not a viable choice, either, because the types available as have a lower rntio than aluminum. Besides, s\cel likes \Drust, This eliminates the last of' the relat1vclv materials. (more properly called graphite rcinliirccd epoxy, or GRE) to 6061 aluminum looks terrific at first. u1,up,lllc: is 30% dense than aluminum, is twice as stiff, and is three times stronger. If we consider that fails in a di r. fcrent manner 1han metals, we could say that times stronger than 60(Jl. We could use to save about three in the crossbar, because of' its stiffness and low density. For the edges, we have to make a choice; a mini nms into stiffness rmiblcrr1s again, but would save about 13 pounds. The stiffness is due to the three times stronger, but on" ly twn times stifler, than aluminum. "'·"'"'m:
Am;usT 1985
holes, and a bolt hok would need hand· reinforcement to prevent cn1cl,.1n:,,. Add recertification costs, profit, dealer
costs, and l estimate that rnarkup, and the retail price or a partially will be near $5,000. And it gets worse. vices. Graphite has some Smack it hard and it cracks very such damage would be hard to find during a normal The walls of the tubes we would need arc (l.Ol'.\ inches thick, and on a tube would crush it. When an aluminum tube is near failure, it bGnds; you still make it to the landing zone after a close call. An overloaded graphite tube just snaps like a Micl·airs would be in· slant disaslcrs. Ami if yon were lo be sucked into a storm and strnck by lightning (ii has happened), spars would vaporize cx11Jlc1s111clv. S0111e work has been done a hybrid material by applying outside of an aluminum tube. This solves some of the or pure but dif introduces some new ones. The ficulty is getting the graphite to stay attach· cd to the metal, and critical would once
be
ing a is one heck or a lot more than plain aluminum. Before we lose all hope, we should re member that the history of aviation is a of better materials to better airplanes. The next time you a fiberglass sailplane, remember that fiberwasn't inven1cd until after World War
17
II. Of course, nobody ever broke the sound barrier in a wood and fabric airplane. Even humble aluminum was impossibly expensive to the Wright brothers. And fifteen years ago, graphite cost three times what it does today, without adjusting for inflation. Aviation trade journals now talk of boron filaments, metalmatrix composites, structural plastics, and new alloys that are expected to appear on commercial airliners in less than ten years. Perhaps the practical, 50-pound glider will be possible in a few more years, leaving the question of just how much improvement such a weight reduction would yield in glide performance. The answer, unfortunately, is "not very much." As an example, assume the following is a typical hang glider for today: 170 pounds of pilot, 15 pounds of equipment and 65 pounds of glider, for a total flying weight of 250 pounds; 170 square feet of wing with an effective aspect ratio of 6.5; minimum sink rate of 210 feet per minute at 23 mph, and a glide ratio of 11:1 at 32 mph. Shaving off 15 pounds leaves a total flying weight of 235 pounds, and results in a minimum sink rate of 203.6 feet per minute at 22.3 mph and a
glide ratio still at 11:l, but at 31 mph. After all of our efforts, we will have doubled the price of a glider for a 3 % improvement in sink rate, and because a weight reduction is the opposite of carrying ballast, we actually decrease high-speed glide performance. And we would be stuck with a diver so fragile that we'd hardly dare to take it out of the garage. As a comparison, we can get two to three times more improvement in performance by ordering a new glider with a faired kingpost, for about $35 extra. A few of us could also accomplish a 15-pound weight reduction by buying less beer, for a net cost saving. I presume that the folks at the glider factories have known all this for quite awhile. They can't cut weight by using exotic materials and still sell an affordable product, so they concentrate on drag reduction and nibble away at the weight with subtle variations in frame construction. They have done a fine job of it, as shown by the fact that excepting the extremes of competition machines, the average recreational glider hasn't gained more than a pound or two in the last four years, while performance has seen ter-
rific improvement, and after inflation, the prices have come down. In the future, somebody may make the frame configuration of a Rogallo flex-wing obsolete, or some wonder material will be accidentally discovered in a corporate chemistry lab. Until that day, it looks like economics will leave ground handling as the biggest hassle in hang gliding besides "down air."•
About the author: Gregg Lovick is a 36-year old Bachelor of Science in aeronntical engineering from Purdue University. He has been flying hang gliders since 1981. He has spent two years as a technical writer of aircraft maintenance manuals for LTV Aerospace Corp., five years as a stress analyst at Bell Helicopter working with advanced composite materials and bonded structures. He is currently employed by Braniff Aviation Services as a structures engineer, handling maintenance, modifications and repairs of transport airplanes (airliners).
t.lTEK'S
VE-12
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Our time proven inatrut:ient is now in a lo't"ist-rnount package, The. VE12 hae the follo\.l!ng features: - Price is only $l69,00 - Available vtth the -OV option (earphone Jack) at l ]9.0D. - Adjustable sink alarm trip point, - Large easy to read meter face (11e are knolo'Tl for that already) 1o11th the same dial face as before, - The zero setting, sink alatlll tdp point, aen,gitivity calibration and volune of optional earphone jack are all adjustable £rota outside of the unit. There is never a need to disassemble J.t, - 'Body of unit is 3-1/2" x 2-1/2" x l-1/2", - Can be upgraded to -ov option at later date, - Can be glider counted - Long battery life as before, - Uses the same pt"oven circuitry we have used for many years so it responds as quick and stable as previous oode1a,
VEl2 variorneter 169,00 VE12-0V vadoto.etet 179,00 VE7 varioma.ter 169 ,00 VE35 variometer 198,00 -OV Earphone Jack retrofit kit 16,75 The Earphone Jack can be installed by you (needs a soldering iron) or by us on any variometer .,,,e made. It consists of a postage ataop size PC board .,,,1th parts and 2 wires on it, Ye charge 5.00 for 24 hour installation,
USHGA, Box 66306, Los Angeles, CA 90066 18
HANG GLIDING
BETTER HANDLING - With a higher pilot suspension point, the roll pressure is reduced and the rate is faster. The landing flare is also easier and when you pull in your body stays flatter to the wind. LOWER DRAG - With a new control bar, king post, rigging and enclosed keel, the reduction in drag is significant. The result is a noticeably better sink rate and LID especially at higher speeds. HGMA certified May 23, 1985 and in production. THE NEW SENSOR 510 B 160 VG is the result of ten years of research and development by Robert Trampenau and Co. Seedwings original ideas in use today are fiberglass curved wing tips, computer developed pre-cambered aluminum ribs with fiberglass and trailing edge reflex wires, the enclosed cross tube and keel Sensor 210 and 411 of 1976 and 1978 and the in-flight adjustable geometry. To order a new Sensor 510 B 160 VG, call one of our dealers nearest you or call Seedwings direct. We will either refer you to one of our dealers or take your order direct to the factory. Recommended skill and judgement level: advanced. Dealer inquiries invited. 5760 Thornwood Drive #3 • Santa Barbara, CA 93117
(805) 967-4848
5108 160 Low profile tube high keel pocket
The proven Sensor 510 160 sail and planform.
• SEEDWINGS
hat a weekend oftlying! On Friday we flew 130 miles, and on Sunday 139 miles were bagged before being shut down by a storm. To top it off, Saturday's flight was even better a once in a lifetime odyssey. Years of preparation and waiting for the right conditions paid off. Hans and Bob Thompson became the first hang glider pilotq to fly across the Grand Canyon, doing so twice in the same flight.. Incredible! Other pilots have flown long distances, won contests, or set records, but no one had ever soared across the Grand in a hang glider before. A number of years ago a fow had launched from the of the canyon and speedily floated to the bottom, only to have to hike back out with their gliders on their shoulders. One was even fined by the Park Service for performing a stunt. Ours was hardly a death-defying stunt, and we only had to carry our about 50 yards to the van. Rather it was a gorgeous, safe, well-planned flight. Both of us are ex'""''""'"'~·r1 cross country pilots and have com· pleted a Physiologic Flight Training Course at Williams Air Force Base (which included a hypoxia chamber). Last year we flew the canyon in a Cessna, mapping several safe routes across the canyon, and noting available landing zones. a geologist by pro·· fession, Bob was very familiar with the
20
canyon, including the locations of trails and emergency LZ's, if the worst came to pass. We both flew the best gliders available and HP), carried food and water, and were in constant radio contact with our driver, Perltti Vesantera, a Brazilian student at Arizona State University. We were prepared. All we needed as a catalyst for the flight was the weather. Saturday, June 15 provid·· eel that for us light winds, good instabili·· ty, soaring index above 18,000 feet and excellent cumulus development. We were at the right place (Mt. Elden) at the right time (third and fourth in line). Recognizing conditions to be close to what we needed, we made the decision before launch to try to head northwest. Within a minute of running down the narrow, fir tree·· lined opening at the 9,100-foot level of Mt. Elden we were climbing at 1,000 to 1,500 feet per minute. Plagstaff and Mt. Elden to blend together far below as ther·· ma! lift evolved into cloud suck. Sliding over to the edge of the lift, we headed out with a copious amount of altitude. The first landmark along our flight was snow-covered Mt. Humphrys, at 12,672 feet, the highest point in Arizona. Far below, a couple of specks were hiking towards the top and happened to look up. As both were hang glider pilots, you can guess their thoughts
as we continued on northwest. Lif1 was good most of the way to the south rim of the canyon, with Hans arriving with substantial altitude. Bob found a sinkhole about two-thirds of the way and had to work back up from 11,000 feet near Red Butte. A thousand up was cored and soon we were both near cloudbasc and over Grandview Point. We milled around for a couple of minutes, taking some pictures, and considered the options of going across or not, as there was very little drift. After figuring that even a 5: I glide would get us across with altitude to spare, we were off and gliding. What a thrill! What a sight! What a rush! One of the seven wonders of the world was slowly passing beneath us, with over a billion years of geologic history visible through the afternoon haze. The mighty Colorado River was but a thin green ribbon, more than three miles below. Everywhere we looked were rugged, but colorful temples, buttes, and thrones scattered amongst the massive dendritic patterns of erosion. Far below, sightse,eing planes could be seen lazily working their way over the canyon, and far above, high flying jet liners were making contrails ABOVE:
View after
from Desert by Hans
HANG GLJlllN(;
in the sky. We were alone, such ins,igr1ificm1t over this massive chasm. All too quickly we realized our goal was heueath us on the north rim. For 30 to 40 minutes we circled around and slowly sank toward our (and only) The closer we got, the more it looked like a postage stamp with 800-foot cliffs on from our three sides. It seemcl out the window of a Cessna and driving around on the We to feel like Ed Cesar in the movie lJ P, trying to land on a pillar in Monument Valley. taken the eastern beyond route, the next LZ to the north 15 miles of spruce, and fir forest, attainable only if we could get near cloudbase We knew we could land on the several acre area, but the reasonable
possibility of having to stuff in and bend the a bit certainly raised our adrenalin levels. We were, admittedly, a bit nervous about landing there. The 400-mile round trip fix our driver wasn't overly either. back to the other side seemed better by the minute. Our low point was about 800 foet above and slightly to the west. By then, Bob had his smoke bomb ready to pull and the tourist5 below had us. What we'd to get some of their shots of us! Suddenly, a Swift whizzed by and shot up. Bob followed the bird and his vario to lifo. A useable thermal! Hans was quickly vectored over and a smooth, 300 climb drifting the gliders to the east and over the massive younger pre/\uraJST 19R5
cambrian outcrops. Throughout the flight we had been hearing pilots on the CB who had headed east from Mt. Elden that day, slowly progressand dodging storms and gust fronts. It was great to know that we had picked the right direction to head out from the mountain. Suddenly a new voice was heard: "You guys sound like hang glider pilots. Where are you?" We began talking with a pilot flyabout 25 miles north of Cedar City, lltah, informing him of our exciting flight. With this interstate aerial communication, the lltah pilots heard of our exploits even before everyone in Arizona. out at just over 14,000 feet and Royal, the glide about a mile east of eastward was initiated. Both pilotq shifted in-to max-glide mode, making every foot of
altitude count. To the north, the turquoiseblue water of the Little Colorado River could be seen joining the green Colorado, but, unfortunately, no pictures were taken of this fantastic sight. We were too intent on getting to the east rim. lJsing this route, we had a large a nice emergency LZ, if needed sand bar on the southeast bend of the river and a trail up to Desert View. More importantly, we were heading for a west-facing section of cliffs which were bathing in thermal generating sunlight. Sure enough, as we passed over the east rim (with about 2,000 feet to spare), conditions were as we had left loaded them an hour and a half earlier with abundant lift, and 800 to 1,000 up was encountered. A 2,000-foot gain would guarantee us getting at least to Cedar Mountain and a dirt road. Spiraling upward, we recalculated that 12,000 feet MSL would get us to a great looking LZ near the east edge of the park boundary. We pulled out of strong lift, and came in over a gorgeous looking 100-acre LZ with 5,000 feet to spare, spiraling off our altitude to beat an approaching rain shower. Pentti was there in plenty of time, holding out a streamer of toilet paper to show wind velocity and direction, and the LZ was more than ample to accommodate the incoming Wills Wing HP and UP C-2. The flight was over. But the excitement was just beginning to set in. It was time to jump up and down, yell, shake hands, and
his C2 two miles nodh of Desert View looking south. the Photos by Bob Thompson. over the north rim of the Grand Canyon. 21
celebrate. After our down, several melons, and about a gallon of water, we drove up to Desert View. Normally, we head back after a good flight, but this one was to be savored! A few phone calls from a pay phone allowed us to share our excitement with and friends in Phoenix, and then we walked over to the watchtower to review our flight. From the observation at Desert View
authorities would be over· and we doubt ly eager to have to go and rescue someone who exceeds his abilities and knowledge of the area. For us, the double of the Grand was a handsome payoff for an im· mcnsc amount of planning, and It was done safely, legally, and it was BEAUTIFUL. It was a dream come true. Of our many hundreds of flights, this will be the one to tell our grandkids about some
to the east rim, then south to the LZ. A tourist made the comment, "Awesome!" If he knew. It certainly looked much more
difficult from level than it did from the lofty altitudes of our Hopefully, this flight will not bt1 misinter·· by anyone as a hare-brained stunt, nor should it tlu: start of a of un· 1mmaret1 and unknowleclgeablc pilots over this massive and inhospitable landmark. Rules at the Grand prohibit flights
Royal (lower center), our intended on the north rim. Photo Hans Heydrich.
A PERSONAL REFLECTION i:1""~"'""'" has and dreams. Once in a while, and after much perseverance and with a bit of luck, one of our dreams comes true. For as long as cross country in hang has been possible, I have dreamed about soaring across the Grand Win· 11ing a contest or going a long ways is always a but flying a hang glider over the Grand that's a DREAM. On June 1985 the dream came true. And reality was even better than the agination! I've hiked the canyon, rnn the river in rafts, and flowll over it in a but nothing can hold a candle to fhe silent, unobstructed view from a hang glider. A dictionary simply doesn't have enough words to describe the ,.,,..,,.r,,.11,,,,. Fantastic; awesome, gorgeous, stupendous make a feeble attempt at conveying what I saw and felt. I was in the right at the right time and had a guar· dian angel working overtime. Some say you can't have your cake and eat it too. Well, June 15 pro, vided not only the but and creain, too! The best part (the king) about the flight was that it was not solo. I was able to share the with my good friend and flying partm:r, Hans Htl1H'lrich. This was no.t a Bob Thomp· son or Hans Heydrich flight, it was a Hans and Bob flight. We were a team, WOl'kil'tg helping each and sharing the one just as Brncec Ruefor and I did on the long last Working together like we did is the. next best thing to sharing a tandem fligbt, but safor When you sec something spectaeula~ you can polnt it out to each other. Wh\:n yon land you can shout, jump for joy, and revel in the experience iu_g,t;,u11:1. It beats the tar (M of sitting on a couch watching a football game on TV! The ice crean1 for our cake that. ate toll is that we both had our cameras and can now, to some extent share what we had, felt, and saw with others. would really have needed a dozen N'lkons to come close to showing you what we sµwand experienced, but the results from two Ca.non Sure-Shots. will have to do.. I hope you find the as incrcd1blc as WC do. of lift, Bob HANG GJ.IDING
.REFJ~:ECTING BACK and Glen
across the Grand ""u""""· That same year, a camp· vacation had led to the north rim where I had noticed the lush of the tall and fir forests the scar· cleitrin,gs that could accommodate
A more recent aerial survey in ii Cess1)a confirmed that a Grand l)l'OVid<:d that lift the north
rim on etc.
disapv,oinctini:i;. We wanted more winds it was and variable. St1rface winds were from the southwest with altitude winds just the op· at northeast. It seemed that the be:,t would be to southeast or llorthwcst, at to wind component~. A the southeast (past Holbrook did not seem in the cards so we before to head nMhwest toward the San Francisco Peaks for some relaxed and ture all, we had flown six hours the before!) The Peaks tewarded me with a and little loss of altitude. act1teving cloudbase with my face and that cumulus clouds extended all the way to the rim, it was finally obvious that a at· tempt was un.:lerw,~y !
hour rive at the south rim. lift conditions would Fla11:st~1ft"s Mt. Elden offers a
Grand Another was Red Butte, about 20 miles south of the rim. It has a Forest Service lookout tower accessi· ble only by and about 800 feet of uscable elevation. has ever flown this site and we had done no more than the a to take faithfol wife and knew of my ambitions to be the first to across and she would have been willto drive the 200 miles one way to fetch me. conditions had never
weather conditions. arrived on the of June 15, Bob and 1 did not know it yet. The oreVi()l,IS to within -C1"''·"'-···
was
A1 rC,lJST
1985
Hans (left) and Bob celebrate after the Photo Pentii Vesantera. I had that 16,000 ft. at the South would be to make At 18,000 feet over this, but we still had to convince each other that we were ,.,w,..,, F>."'"" to do it. with hearts ln moi1th, we headed out and aeross. The clouds at the south rim, but we did not any bad sink on the across. On the other side, the first order of business was Bob's looked as minute and rra:~uei as a cornpi,1ret1 with the majestic expanse of the canyon and the sce,m1ngly soft texture of the forest of the Kaibab Plateau.
We were both, I think, a little unore:paired for bow easy it was to get across. In my I was to land there and trying to instructions to Pennti, our on how to drive to past the VcrmU!ion Cliffs to Jacob Lake and the north rim. Hml\lt:Mlr, we worked weak lift and once, when back up tQ 12,000 I noticed that the plateaus of the east rim desert looked within reach. we could fly back! We told Pennti to wait at Desert View on the S()Uth rim. When we thermalled back to 14,000 the favorable drift made the east rim a sure bet, and it was now only a question of an LZ as close as to the main road. conditions held out and we had to off almost a mile of altitude to land within 50 feet of the entrance. The scenery and of that flight are still with me. Unfortunately, the photos that were taken at do not have the vivid colors that I remember. The from above the east rim went unrecorded on my camera because I had shot all my film on the north rim. we got some good shots unique shots of a unique flight. As Bob has the post-flight R and R watching the sun set from Desert View really added a mars velous cap onto an mc.reclible,aovcmn1re. It had indeed been day! We had arr.ived at the south rim with alfr, tude in the day PM). The drift had helped us get across, and later, to help us get to the east rim. sunlit cast rim that had up the delicious lift that made our LL, po1,s1t1,1e ,l\las now to our north, at eye bathed in the gold and urnugc gil:,w of the rays of the Arizona is heaven for and earth-bound Hans Hc)rdri<lh we flew seven hours spectac;ular atiri.al shots of 137 miles to the flla,gst:an. But that's another
Solving Launch Problen1s ©1985 by Dennis Pagen
My
first encounter with a rattlesnake was a particularly nasty affair. The year was 1970 and I was hitch hiking from San Francisco to Vancouver. My last ride dropped me off in Ukiah, California about an hour after sunset. Thumbing at night is a rarely prosperous pursuit, so I sauntered out of town looking for a place bed down. Within a mile I came to a large grassy field that looked inviting. I set my pack next to an oak in the middle of the field and climbed a small rise looking for shelter. It was dark, but a moon was out and I could see vague outlines of a path. Just as I reached a small stand of trees, I heard it: a dry, incessant buzzing that sounded like an emergency. I looked down and indeed it was an emergency, for at my feet sat an angry rattler as thick as your arm. He was coiled and cocked, ready to strike. Now I don't claim to be faster than a striking rattlesnake, so I guess I simply made my decision sooner than he did. I leaped, setting the world's record for standing broad jump - backwards. I felt something hit my shoe in midair; I landed and scrambled for a long stick. I chased that varmint into the underbrush with a few well-aimed swats while he rattled in protest. I had a serious problem. That snake caught my attention so brashly that I became enveloped in the throes of a genuine adrenelin rush. Among other things, the effects of my hyper-excited state was to activate my imagination. I suddenly envisioned rattlesnakes in all the ground squirrel holes liberally scattered throughout the field. At · that point I was afraid to walk through the field let alone sleep in it. I had read too many stories of cowboys who awakened to find a rattlesnake snuggled up. next to them for warmth in the night. It was already getting chilly. After I calmed down a bit I decided that I could sleep propped up against a tree so that although all those rattlesnakes could curl up beside me, they at least couldn't get intimate by crawling inside my sleeping bag. Next, I decided to head,back to town to fortify my spirits. Using my very long stick to beat the AUGUST
]985
ground and ward off all those lurking reptiles, I eventually made the road and trudged to a homey diner. The friendly waitress brought me a bowl of soup that looked less than friendly itself, then she struck up a conversation. I proceeded to tell her of my recent adventure and she infonned me that rattlesnakes were as common as houseflies in that neck of the woods. "In fact," she said as I chased the flies away from my soup, "my folks found two rattlers under their bed last fall." The soup and the conversation didn't do me much good. I was facing a long night when a truck driver came up and said he'd overheard my story. He offered me a ride to the Oregon border, leaving immediately. He pushed that Peterbilt all the way up 101 to Crescent City where I spent the night in the Redwood National Forest worrying about grizzlies rather than rattlesnakes. What, you may well ask, has all this got to do with hang gliding? Just this: I consider my experience with the rattlesnake to be quite similar to the experience of many pilots every time they step up to launch. These pilots are in jeopardy of being "bitten" by hidden dangers. To extend the metaphor, there are some common errors made when launching a hang glider that are as deadly as a rattlesnake, but pilots choose to ignore such problems, perhaps because they aren't accompanied by a warning buzzer as is the snake. With this article I intend to be the warning buzzer. Why, you may well ask, do we need another article on taking off? Granted, I have covered the subject in the past with several articles and my books Hang Gliding Flying Skills and Hang Gliding Techniques. However, a recent fatality of an acquaintance has made me keenly aware of the necessity to periodically attack the problem areas of our sport. Last September I wrote a humorous piece on cliff launching for Mr. Fair's Right Stuff. We had some fun, but maybe the lessons weren't taken seriously. Here and now I inform you that I am deadly serious and I intend to bite you in the leg until you become aware of and take steps to amend any dan-
gerous habits you exhibit in launch mode.
THE PROBLEM As I see it, the major problem contributing to unsafe launches is too low an airspeed caused by a weak run, a high nose angle or both. This is the problem I wish to address. The problem is not limited to Beginners or Novices, for even Advanced pilots can become blase about their takeoffs or maintain bad habits from their beginning days even as they progress in other flying skills. The fatality I mentioned above occurred when the Intermediate-rated pilot took off from a cliff in light winds. She let the nose of her glider come up during her run and stalled just beyond the cliff edge. The glider dove and recovered, but didn't have enough altitude to clear the trees in front of her. Her control bar hit a tree and she was flipped head down to dive into the rocks below. Her tragic fate could easily be shared by many pilots who exhibit similar takeoff errors. The single most dangerous thing you can do when taking off is letting your glider's nose get too high during your takeoff run. LISTEN TO ME: If you find you cannot run at top speed when taking off in light wind; if you find you can't hold the nose down when running; if you find yourself pulling in for airspeed after you leave the ground, or if you get comments from other pilots that your launch looked slow, you have a launch problem that must be corrected immediately. Reread that last sentence with the understanding that I am trying to SHOUT at you with my pen. If you have any close calls when launching, then you have a problem. Remember, any close call can be an accident with a slight change of luck. Any accident can be a fatality when gravity and inertia are involved. In order to cure such close calls and more severe consequences, let's first look at how the problem arises. THE SOURCE OF THE PROBLEM You have probably heard of the Peter Principle. This is a slick theory applied to business and bureaucracies that simply states in an upwardly mobile system, everyone rises Tl
to their level of incompetence. I believe we can learn something by applying this theory to hang gliding. Certainly we are an upwardly mobile system. My theory is: unless great caution is exercised, every pilot rises to the level where he is incapable of handling the glider and/or the conditions in which he is flying. In clearer terms, you are successful at one skill level which induces you to move up in the degree of challenge you will accept until you have reached beyond your capabilities and an accident strikes. Certainly you can improve your skills with time and practice, but too often we progress too fast or beyond our physical capabilities. Let me expand on the last statement. Beginners have a fairly easy time of it nowadays with modern gliders. They accumulate airtime quickly and before you know it they're off the training hill and up thermaling above us seasoned pilots in the big air. Unfortunately, too often these new pilots learn to take off in ideal conditions that don't demand perfect technique. However, there comes a time in every pilot's career when a challenging launch situation is encountered. If our eager pilot didn't practice in such conditions at the training hill then he may not even know special effort is required. If he survives this first encounter he may or may not mend his ways. Too often he doesn't. I feel the source of poor takeoff technique is our instruction program itself. If a pilot isn't instructed in the proper way to hold a glider steady and initiate a run, he will only learn it by trial and error or not at all. I'm
talking about the basics. If an instruction program doesn't include teaching calm wind takeoffs, then that instruction program is inadequate, for as surely as the wind changes, a new pilot will eventually try a calm wind launch at a challenging site. If he hasn't learned the proper technique at the training hill, he may be made aware of this the hard way. The physical limitations I mentioned are most often witnessed in short people which unfortunately includes many women. When a short person flies a glider with a long control bar (which includes most intermediate and advanced gliders) they must hold the bar higher relative to their body than does a taller person in order to keep the base tube from dragging the ground. This often means a short person must support and control the glider solely with the forearms as opposed to the upper arms and shoulders as is usually the case. I have experimented with running a glider in the position that it must be held by a lady friend and despite my superior strength (I think) I found it very difficult to keep the glider's nose from rising uncontrollably. The final source of launching problems relates to Intermediate and Advanced pilots. Pilots exhibiting such skills fly in soaring conditions so often that their takeoffs become easy steps into the air. On the rare occasion when they get skunked with a wind shift and decide to "go for it" they may not have the necessary skills at hand. I saw this happen last year at Telluride where an Advanced pilot experienced a severe nose-in when trying to launch in a light tail wind with a casual loping gait. _ J ) . _ _ - - - - - ~ In my own case, when I switched from a
/
/
/ /
28
knee hangar harness to a cocoon several years back my run got lazy due to the difficulty of running in the bulkier cocoon. The error of my ways was pointed out to me by a flying buddy and I solved my problem by increased concentration and attention to the simple matter of putting out some ergs.
THE SOLUTION TO THE PROBLEM The first step in remedying the problem of poor takeoff technique is mentioned in the last sentence above. The word is concentration. Too often we are thinking of the difficulties or the joys of the flight ahead and not really paying enough attention to the task at hand - taking off. To cure this problem I recommend that you make a flight plan (with any necessary contingencies), go over it in your mind with your eyes closed, then file it away in your head to be recalled the moment you are safely stabilized in flight. When it's time for taking off, concentrate only on takeoff. If fear enters in and hinders your concentration then you are perhaps flying beyond your capabilities and should consider a less challenging site or day. The next aspect of our solution is to perfect your running technique. The most important mental process is to think of moving the glider faster and faster rather than thinking you have to accelerate your body to top speed in the allotted running space. Even with a short length of runway available, you should take the first step slowly so you don't leave the glider behind. A glider left behind invariably means a glider that has nosed up and is hampering further acceleration. A perfect run is one that starts the glider moving smoothly and reaches top speed at liftoff and even includes a step or two in the air. Now we come to the sticky problem of holding the proper nose position (attitude). To do this we must hold the control bar firmly throughout our run. The most common method and the one I recommend highly is that shown in the figure. Here the arms go around the rear and outside of the control bar to lock it firmly. The pilot is shown in the midst of a high speed run. At the beginning of the run the control bar is resting more on the pilot's upper arms and shoulders. There are certainly other ways of holding the control bar that are acceptable. However, it is my carefully considered opinion that the method depicted provides the best all-around control in both calm and gusty conditions. Now a few words to the short people. If you find yourself in the situation described in the last section, don't settle for semicontrolled takeoffs. You only have a limited store of luck. Contact your manufacturer to see if you can get a narrower bar made (this
HANG GLIDING
will require new lower rigging). Also, you may try putting some padding where your arms contact the control bar to effectively narrow it. Our final piont to make is to insure each pilot that it is perfectly within the realm of good piloting skill to refuse a launch. In fact, a pilot who insists on launching in conditions above his or her ability is not a pilot at all, but rather more akin to a riverboat gambler. Riverboat gamblers may have led adventuresome lives, but they often died young of unnatural causes. Go back to the training hill to learn the takeoff skills for adverse conditions. Too many pilots shun their roots like a poor family with new-found wealth. You were raised from a ground hugger to an air ace at the training hill, so go back and pay your respects with a few well-executed calm wind takeoffs. In closing, let me reiterate that I am quite serious in my admonitions. Believe me, I have seen enough rattlesnakes for both of us and I hope to save you from a few lifethreatening encounters.•
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AUGUST
[985
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29
by Hans Heydrich About two years ago I published a short piece on estimating speeds to fly on cross country flights. That article caused a calculated glider performance polar. While generating that polar I also calculated the various drag components of a hang glider over a range of speeds resulting in the curves shown in this article. However, after the above mentioned article was published, I was content to sit back and send copies to all my friends and relatives. My writing hand had tired and there were more important things to do, like gliders to fly, work (the curse of the old upwardly stalled), a club to run (more work), a family to run, gliders to fly, more work and an old glider chase vehicle to fix and fix. (That's what Ford stands for!) Finally our current president, Paul Hittle, threatened to keep a score card of all my honked landings and keep nominating me for turkey-of-the-month if I did not write an article about induced drag, profile drag, pilot drag etc., and how they stack up in the glider performance picture. In the following I'll try to do that without getting too mathematical or getting into details.
THE METHOD First, let me point out that all the information is calculated by means of relatively rough engineering estimates. It is intended to be a first cut order-of-magnitude analysis. (I don't want some wise-guy calling in and objecting about poor accuracy.) The end results, however, with respect to minimum sink and best LID, seem to be pretty close to typical glider performance. Therefore I would assume that the drag breakdowns shown here are not too far off the mark. Two textbooks form the basis of all my estimates. They are: (a) Theory of Wing Sections by Abbott and von Doenhoff. (Available as a paperback from Dover Publications, Inc.); (b) Fluid-Dynamic Drag by Sighard Hoerner. (Published by the author, available in most engineering libraries.) These are excellent sources of information and it is possible even for a non-aeronautical major like myself to understand these books. All of the estimates presented below apply, strictly speaking, only to unswept linearly tapered wings with rounded tips having linear twist distributions. This is so because Abbott and von Doenhoff give charts and tables for a variety of wing taper ratios and aspect ratios which allow estimation of wing lift distributions and induced drag. The biggest source of error would seem to be the 30
fact that typical hang gliders have a very nonlinear twist distribution due to sail billow. (I compensated for this by "eyeballing" an equivalent linear washout schedule.) The fact that typical hang gliders also have appreciable wing sweep is not as big a problem as one might think as long as one is not trying to estimate the stall speed of the glider. For that, I simply used my experience which indicates stall speeds near 20 mph (at a lift coefficient of about 1.3).
THE DRAG COMPONENTS The drag of all flying machines can be broken down into two categories: induced drag and everything else which includes airfoil drag, pilot drag, etc. INDUCED DRAG Induced drag is the drag due to lift. Even in a frictionjree fluid, a wing will have a finite induced drag. If you think of the wing as a simple plane moving through a fluid, then lift is generated by having this plane at a positive angle of attack relative to its motion. This causes it to continuously intercept the air and to deflect it downward. (An equal and opposite reaction therefore pushes the wing upward, providing lift.) Now, the air was at rest before the wing came along and it is caused to move downward by the passage of the wing. The kinetic energy that the wing imparts to the air has to come from somewhere; this results in the induced drag. If the wing has no motor to provide this energy, it must lose altitude. This altitude loss, or sink rate, is shown in figure 1 curve "a". This shows the sink rate that one gets for an untwisted wing with no other drag besides induced drag. Note that if we try to fly slower, the induced drag goes up (more sink). This is so because a slow moving wing intercepts less fluid in a given time period. Therefore that fluid must be given a larger downward velocity by the wing in order to generate the same lift. (You do this by flying at a higher angle of attack.) Note also that at very high speeds (low lift coefficients and low angle of attack) the induced drag vanishes. It is apparent, for this ideal case (no drag besides induced drag), that even if it were possible to design an airfoil that would allow flight at only 5 mph, the resulting sink rate would be ve1y high because the induced drag would be very high. For an untwisted wing, the induced drag is minimized at any angle of attack if the wing has an elliptical lift distribution. In that HANG GLIDING
case, the induced drag coefficient is given by
Note: Life coefficient L
AR where: where: CL
lift coefficient
AR
aspect ratio
A
wing area
Therefore, CLvaries inversely as the square of the airspeed. This means that if airspeed is halved, the induced drag coefficient goes up by a factor of (2 2 f = 16!
i.e.,
C 2
L - --AR).1
Lift
dynamic pressure ( p density, V = airspeed)
In the real world, this is modified by a planform factor, )1 , which is always less than unity to account for non-elliptical lift distributions.
cdi
L
Induced Drag of Twisted Wing Without going into details here, it is shown in Abbott that additional terms must be added to the above equation (1) to account for wing twist. To visualize the effect, suppose that the twisted wing has washout and is flying at an average angle of attack of zero (no lift).
(1)
(for a taper ratio of about 0.4, = . 99, therefore, an elliptical planform is not much better than a tapered wing.)
However, in this case some lift is still being produced. At the root of the wing, the lift is positive while at the tips it is negative. The two effects combine to produce no net lift. However, the induced drag forces produced by the center section and the tips do not vanish and the wing now has finite induced drag even when flying with no net lift. This is shown in curves "b" of figures 1, 2, and 3 for a 15 ° washout angle. Curves "c" show the results for 20 ° of washout. Note that the twisted wing perfonnance loss is highest at the highest airspeed, and our friction drag-free glider now no longer has a vanishing sink rate at high speed. By comparing curves "c" and "b" it is apparent that additional washout causes progressively higher perfonnance losses. This is further illustrated in fig. 4 which shows the induced drag variation with wing twist. (At a lift coefficient of 1.0, corresponding to an airspeed of around 24 mph.) When we have appreciable twist, a tapered wing actually has higher induced drag than a non-tapered wing. This is so because the non-tapered wing with about 7° of washout actually approximates an elliptical lift distribution rather well. The tapered wing,
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31
having less area at the tip, produces optimal lift distribution at zero or negative twist and when twisted to the 15 ~20 ° range does not produce enough lift at the tips to do a good job of approximating the ideal elliptical loading curve. From this it can be seen why the almostconstant chord rigid wing "Fledge" glider has such good performance. Its large tip area allows it to be pitch stable with a low twist which just happens to be in the optimal range for minimum induced drag. Unfortunately, the Fledge loses most of this advantage by having two or three times as much rigging wire drag as a comparable flex-wing glider. (Count the cables!) For a flex wing glider making the wing chord larger at the tips is not practical because the washout would simply increase on the structurally unsupported portion of the sail. So how can we reduce the induced drag of a rag wing? From equation (1), it is obvious that an increase in aspect ratio will reduce the induced drag coefficient. If we do this by reducing wing chord (at constant span) the wing area is reduced and the resultant higher wing loading will cause higher landing speeds.
(Not acceptable if the landing gear is of the bi-ped type.) If we increase the span and reduce the chord such as to maintain the same wing area, then the wing twist will increase. Because the twist adds to the induced drag, the net effect is that no real improvement in induced drag is obtained for aspect ratios much above 7. This is illustrated in figure 5 where the solid curves show induced drag as a function of aspect ratio for wing twist (washout) values of 0°, 15°, 20°, and 25° respectively. Our baseline wing design (point x) has an aspect ratio of 6.8 and a twist of about 15 °. Curve A shows that induced drag does not fall as much as expected with increasing aspect ratio because wing twist increases to 20° at AR = 9 (ifwe consider the additional sail deflection). In reality, the spar also deflects, (curve "b") and my rough estimate shows that the resultant twist increase causes a substantial drag increase. In reality, there are additional penalties for higher span. First of all, the rigging drag increases (longer wires), the weight increases (due to longer spars) and the roll response is slowed down even if the sail tension is not increased (due to inertia about the roll axis).
Therefore, unless different structural concepts are employed, that do not tie wing twist increases to span increases, there is no advantage to be gained in increasing aspect ratios much beyond 7: 1.
CITHER DRAG COMPONENTS Having said enough about induced drag, let's look at the other drag producers. Profile Drag: This is the drag of the air flowing around the airfoil itself. It is produced by skin friction on the upper and lower surfaces of the wing and by wake or eddy drag if the flow has become detached. (This happens at high angles of attack; if the flow is completely detached on the upper surface, the wing is stalled with a large increase in drag and, for most airfoils, an accompanying loss of lift.) For my calculations I used typical lift-drag curves appropriate for the old NACA four-digit series airfoils (like the 4412 which is a good low speed airfoil) in order to get a ballpark number. This is shown in figures 1, 2, and 3 by curve "d". Minimum profile drag requires accurate ocntrol of the airfoil shape and a ripple-free surfaced. Sailplanes with their exotic glass and carbon structures are able to use laminar flow
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airfoils with very low drag. This, however requires surface accuracies better than ± .010 inches and waviness of less than ± .003 inches. I see no way in heaven or earth that we can hold such accuracies in a wing that gets crumpled up and rudely stuffed into a bag at the end of each flight. Pilot Drag: According to Hoerner, the drag of a prone (165 lb.) man (with arms against body) amounts to about 1.2 ft.2 of equivalent flat-plate drag area. Ifwe consider arms in the typical flying position this is increased significantly to 1.8 ft .2 and if we also add the frontal area of the harness and its suspension ropes, we arrive at a total of about 2 .6 ft .2. Add 0.1 ft .2 for a vario and the typical pilot has at least 2 .7 ft .2 of drag area. However, since the pilot is suspended below the wing in a region of reduced velocity flow, I made a rough correction and came up with a net result of 2 .00 ft.2. (Over the speed range
this would actually increase with higher speed but I did not bother to redo the correction at each speed.) For the total glider drag, the pilot drag area is divided by the wing area to obtain the drag coefficient. (This means that a pilot flying with balast on a large wing is at a slight advantage since his body drag divided by a larger wing area results in reduced system drag.) Figures 1, 2, and 3 show the effect of the pilot by comparing curves "d" and "e." Rigging Drag: In this component I have included the control bar tubes, the kingpost and various wires. Surprisingly, they add up to a large amount of drag, and rank with the pilot as one of the large contributors to loss of high speed glide. This is shown in figures I, 2, and 3 by the difference between curves "f' and He". The reason that the rigging drag is so high is explained in Hoerner. For low Reynolds
B = INDUCcD DRAG. WITH SAIL SJUOlV AND 5PM BENDING
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numbers a cylindrical object has a drag area of 1.2 times the frontal area. If the flow can be turbulated (tripped) this can be reduced to about 0.35 times the frontal area, and even lower values are possible if streamlined cross-section tubing is employed. (Old biplane aircraft, with their bird cage of rigging, often utilized specifically profiled flying wires). Parasitic Or Interference Drag: It is customary in aircraft performance calculations to try to assess parasitic drag. This is the drag that results from flow interferences between adjacent bodies. For instance, if we measure the drag of a strut by itself, and measure the drag of the wing by itself, the drag of the wing with the strut attached is higher than the sum of the separately measured components. This results from the flow disturbance at the wing/strut juncture. Not having a good way to estimate this effect, I ignored it. (My guess is that it does not contribute much to the overall hang gliding picture.)
l)f'{~
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From examining figures 1, 2, and 3, a few closing remarks are worthwhile. Figure 1 shows that adding more and more drag increases sink rate much more at high speed than at minimum sink airspeed. That explains why the single surface gliders do well in light conditions but have difficulty penetrating in high winds. Figure 2 shows that as drag is reduced, the speed for best LID occurs at progressively higher airspeeds, and the speed range (stall to best LID) is widened. From figure 3 it is obvious that even if we cannot do much to improve profile drag or induced drag it is very worthwhile to reduce pilot and rigging drag, since at the top of the speed range, these two components together amount to 60 % of the drag total. By reducing pilot drag by 50 %, for example, a 10% improvement in high speed glide is possible. With a modern harness this is realizable off-the-shelf (for a price, of course), and results in a gain of one half to one point in LID ratio. Finally, let me caution that low drag gliders also have high terminal velocities. Pilot vigilance must therefore be exercised or the wing can easily be overstressed if a panic-stricken 9G pull-up is attempted to effect recovery from an unplanned upset into a vertical dive. With that, happy flying to you all in your streamlined tubing gliders!•
33
welcome to Arkansas, the "Natural State." We you have a stay, a bunch, and take home some great mcrnories lo write up in your "h'"""""· Last year season saw more out--of..statc pilots than the beautiful sites in central and western Arkansas, and we're forward to an even belier season in '85. If you 're a to (or our fair state, take the time to look us up. Some of our launch sites arc kinda secluded (as in hard to-find) and all of them, with a of ex-· are now means release forms and in
one case a sma II fee lr)r use of the LZ. It seems regulation is a these as it helps secure sites and promote safo Most of our regulated sites arc rated Ill (I ntermccliatc); he] met, parachute, and proof of current USHGA Be prepared to rrn:mhcrship is show an up to date logbook. Where the hell is Arkansas') Get out the road atlas and take a look below Missouri, in between Oklahoma and Tennessee and right on top of Louisiana. there it is, pronounced Ar--kan -saw, and smack dab in the middle is the state capitol of Little Rock where our chapter, the LRHGA, is based. IIAN(, fi!IIJIN(;
Three fourths of Arkansas is flat, great for too, but
hasn't been and of the state has the Ozark northwest and Ouachita Mountains; that's where we go for most of our ' off But, we'll start this little tour with a site an hour's drive south of Little Rocle the spa of Hot stands diminutive Mt. Riantc The mountain itself is not much to look at, the 600 feet and at Riante, however, of·· lcrs beautiful view of Hot and J ,ake Ouachita out before you. Hot Several hath also has, well ... hot houses, relics of a more prosperous era, still operate on Bath House Row where you can take a hot rnineral water bath and
don '1 recommend on top. The Rockefeller owns a lot or the moun,. lain (top and bottom) and it is best to be ad vised about which fields arc "safe" and which hold the risk of arrested for if you to drop in for an uninvited visit. We also want to limit the across the pro,. number of vehicles perty owner's estate to reach the launch. The natural launch is owner of this so needless to say, we don't want the behind his house looking loL Site Rules: Check like a with the LRHGA for release forms (they , you will be
your St. Ber· nard to rel ievc himscl fin the flower bed (no loose pets). loudmouth or
you will love Petite Jean Mountain. west in another 40 minutes we arrive at Mt. Nebo near the towns (river ports no less) of Russellville and Dardanelle. Mt. Nebo is a state and as such, must check in at the Park Rangers' station (the visitor center) to fill out release form and check list
Thanks of our to club members, Nebo was in March of '84. Before then it was verboten and a few "had flown from its 1,50().foot elevation. It has two in sheer cliffs)
and chcs are at the southeast corner of the moun .. tain at Sunrise Point and as such arc a few from each other. Watch out for the Nebo Wuffos,
you to take off? How to sci that up') Is wind'/ Docs family?" And on and on. , often on the way to
more minutes we're at heautifhl Petite Jean Mountain Jean) near the town of Morrilton. Pct itc Jean has a fine 800 foot line northeast. We seldom get a soarablc northeast wind, hlll when we do P.J. is a treat. The mountain a the Arkansas River at Petite Jean offers another foast for the eyes. There areas top and hollom, but Au;usT J()8:i
"Ne,ho, Ne-ho, Ne-ho, ris, to a crescendo of when it comcs into the cast face of ML Nebo, one view of Arkansas' one and nuclear power plant Nike One. The steam from tht: 11
over that in the dark that the best for last, 50 minutes fur· thcr on west from Mt. Nebo Mt. scenic Arkansas River the middle of nowhere. I remember once in a parnphlet about Mt. "'"h'"·"'" it thc point between the palachian and Mountains, and we arc to have it in our back Om launch on area that ends a 100-foot sheer cliff. The terrain down from there to what we call the "headwall" and drops further from that. AGL; the tops out at 2,800 launch at 2,000 fr\et AGL and foces due south. The first in the is two line distance from the launch miles with lots of in over woodlands. Mt it in the some very nice camp on top, but no clectrici· ty or fresh water for use. facilities arc available at the Cove Lake area short drive down the north side of the mountain. It is to top land but the fields are tiny and it's II
to land in the where there are many fields to choose from. The ones we use the Visitors most arc owned by Mrs. to land on her property should visit her first and familiarize themselves with the fields the location of the power lines, chicken
each
Ycm do not have to use these the most
sites have excellent cross I guess what that means country is that none of us has done much but we Current state
IIANG GL!DIN(;
distance champ is Mark Stump who last year flew over the back of Magazine and went 57 miles in his Fledge ET before finally landing near the town of Winslow, Arkansas. Twenty milers from Magazine are fairly common (wish I would do one), folks are always gettin' high there and goin' over the back and landing at the little patch of an air field at Paris, Arkansas 19 miles north of Magazine. Ah yes, Paris. That reminds me. Paris has a great little flying site called Short Mountain right on the west end of the town. Kinda short, it's 500 feet high, but has the distinction of having not one but four launches. There is a launch at the west end of the mountain for south and southwest winds, two at the east end (one for east winds and one for south or southwest winds) and one on the north side for north or northeast winds. Sho11 is one of our non-regulated sites and a great place for pilots to gain flying skills and earn ratings. I would rate Short as a good Novice site but only if accompanied by at least an Intermediate pilot. The
southeast launch is a cliff launch, the others are not as demanding, the north one being the easiest. No fees, no release forms, just be sure to close any gates you go through so Mr. Kerr's cows don't wander down the road. Again, it's advisable to check with us first before going to Short as there are a couple of fields on the west end that are taboo for landing and you may never find the launches without a guide anyway. Oh yeah. Short has good fields for top landing too. If you 're coming from the west and don't want to travel as far as Little Rock, get in touch with the boys at the Ft. Smith HGA. They can show you the sites in their area and some great ones in eastern Oklahoma (anybody remember Heavener?). One other site that is not regulated is halfway between Little Rock and Conway near the small town of Mayflower. It's a ramp launch at about 200 feet but is on a good southwest facing ridge and is soarable in a good wind. We call it Roger's Ridge after the owner. A local guide would be helpful if you hope to ever find the launch.
There are also some flying sites up in the northern part of Arkansas, one near the town of Jasper is called the "Grand Canyon of the Ozarks" and has launches at 1,000 feet AGL. They 're nice too, but us city folk rarely go up there to fly 'cause we have such good sites closer to home. So, there you have it, a whirlwind tour of the best that Arkansas has to offer. There are many other sites we have tried to acquire, but haven't yet succeeded in convincing land owners that hang gliding is just good clean fun and not the dang fool craziness most of them seem to think it is. If you get the chance, come on down and fly with us. Call Lyle at (501) 851-4359 or Larry at (501) 224-2186. The number for the Ft. Smith HGA is (501) 782-4081; ask for Warren. In Fayetteville call Mark at (501) 521-6530. Oh, I almost forgot another flying site we have, but we call it the "Secret Site" so I better not say anything more about it, it's supposed to be a secret. Y'all come back now, hear?•
BALL IIARIOME1ERS INC. 5735 ARAPAHOE AVE. BOULDER, COLORADO 80303 PHONE (303) 449-2135
MODEL 670 AIRSPEED $125
MODEL 652 VARIO/AUDIO/ALTIMETER/AIRSPEED $590
Hang Gliding According to Pfeiffer: Skills For the Advancing Pilot 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 ... About soaring: Ridge, thermal, wave and other types of lift. Locating likely lift sources. "Reading" clouds. Soaring techniques for various kinds of lilt. About cross-<:ountry flying: XC potential of your area. Training and supplies for your ground crew. Advance planning. When THE day arrives. During the flight. About competition flying: 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-to-fly calculations: Dolphin vs. classic flight. Your glider's polar. Techniques for gliding furthest, fastest. Speed rings. Please rush me _ _ _ copies of Hang GIid ing According to Pfeltter: Skills For the Advancing PIiot at $9.95 each, plus shipping and handling: $1.00 first copy,$ .25 each additional (airmail $2.50 first copy, $1.00 each additional). Californians please add $.60 sales tax per copy. Total enclosed:$ _ _ _ _ _ _ __ Name: Street: - - - - - - - - - - - - - -
MODEL 651 VARIO/AUDIO/ALTIMETER $495 (OTHER MODELS AVAILABLE)
Available through dealers and manufacturers. Dealer inquiries invited.
AUGUST
1985
City: - - - - - - - - - - - - - - State/Zip _ _ _ _ _ _ _ _ _ _ _ __ • .. Dealer inquiries invited -
Make check payable to Publitec and mail with form to: Publitec Editions, P.O. Box 4342, Laguna Beach, CA 92652, USA.
714/497-6100 •••
37
RATINGS AND APPOINTMENTS i BEGINNER RATINGS NAME
CITY, STATE
INSTRUCTOR
REGION
Donald Damore Ronald Goss Scott Grogan-Cherf Gene l'asqual l'aul St. Onge Robert A. Trumbly
Oakland, CA Piedmont, CA Redwood City, CA San Lorenzo, CA San Jose, CA Santa Clara, CA
James McKee Ron Hess Rob Engorn Ron Hess Rob Engorn !'at Denevan
Monte Elliott
Grant, MT
Mike King
Gerald W. Carlson
Ferrelview, MO
Stephen A. Smith
6
Beverly Erlenbaugh John Licata
Indianapolis, IN Chicago, IL
Bob Kreske Brad Kushner
7 7
Jeffrey Barnard Robert M. Carter George Cooper Brian Jackson Marty Levere John Lever Jose Navarro David P. Whiting
Beverly, MA Leominster, MA W. Hartford, CT Dublin, NH W. Hartford, CT Worcester, MA Boston, MA Bath, ME
Rob Bicknell Rob Bicknell Bart Blau Rob Bicknell Bart Blau Rob Bicknell T.C. Searle Steve Wendt
Stuart E. Clayman Michael S. Jacobs Brian L. Jordan Johnnie K. McGraw Wayne E. McGraw David Savage Thomas L. Smith James A. Thomson
Alexandria, VA Bowie, MD Fairfax, VA Charleston, WV Charleston, WV Wilkes-Barre, PA Tipp City, OH Philadelphia, PA
Steve Wendt Steve Wendt Steve Wendt Chris Thompson Chris Thompson Rob Bicknell Lawrence Battaile Rob Bicknell
9 9 9 9 9
C. Scott Schoenborn Rocky Mount,NC
Steve Wendt
IO
Timothy R. Bliss Gary Irland James P. Lee Gerald W. Pollard Paul W. Soisson
Daniel Guido Daniel Guido Daniel Guido Chris Thompson Chris Thompson
l2 l2 l2 l2
Cooperstown, NY Martville, NY Clinton, NY Rockaway Bch, NY So. Plaingifle, NJ
2 2 2 2 2 2
12
Alexander D. Hester Michael E. Horton Michael Irving Joe Micali James O'Donnell Dwight F Price Frank A. Romero Boaz J. Super
Berkeley, CA Saratoga, CA Redwood City, CA Las Vegas, NV Newark, CA Livermore, CA Gilroy, CA Oakland, CA
Daniel Kato Chuck Staedler Rob Engorn Philip Sherrett Pat Denevan Pat Denevan David Bowen Daniel Kato
2 2 2 2 2 2 2 2
Bob Bennett Dean Bernal Brian Davis Gihad Ghaibeh Edward L. Gore, Jr. Jeff Hoff Greg A. Marks, MD Alan Mallick Richard C. Oldham Mark Schoettler Gary Tindle Jim Zweifel
Santa Monica, CA Goleta, CA Burbank, CA Fullerton, CA Long Beach, CA Honolulu, HI Ventura, CA Tustin, CA Huntington Beach, CA Redondo Beach, CA Mission Viejo, CA San Diego, CA
Ben Espinosa Achim Hagemann Joe Greblo Erik Fair Debbie Renshaw Mike Benson Jim Woods Dan Skadal John Ryan Joe Greblo Dan Skadal John Ryan
3 3
Richard DeStephens Dean Johnson Kit Lange Brad Lindsay Andrew Sanders Kevin L. Smith Robert L. Stetler Michael J. Walsh
Mesa, AZ Phoenix, AZ Highland, UT Phoenix, AZ Conifer, CO Telluride, CO Placitas, NM Fairfield, CT
Gary Waugh Gary Waugh Gary Lagrone Russ Gelfan Mark Windscheimer Gary Lagrone Chuck Woods Thomas Aguero
4 4
4 4
4 4 4 4
Michael W. Newman Little Rock, AR
Dave Dunning
Peter Birren Don Revis
Elk Grove, IL Kenosha, WI
Bob Kreske Martin Bunner
Jason Constantino Richard G. Pew Richard C. Tenan
Amherst, MA N. Kingston, R1 Unionville, CT
Rob Bicknell Bart Blau Gary Pozzato
Charles K. Brown Kathleen E. Hill Jonathan D. Lester Tom McCord
Fayetteville, NC Ambler, PA Akron, OH Chillicothe, OH
Steve Wendt Jeff Frelin Ken Swarm John Alden
9 9 9
Robert Evalenko Gainesville, FL Maitland Funderson Leisure City, FL Mark A. Hendrickson Ormond Beach, FL Bill Newbold Miami, FL Liz-Wilkinson Singley Knoxville, TN l'aul T. Singley Knoxville, TN Billy Vaughn Kitty Hawk, NC
Matt Taber P-aul Voight Gary Elhart Matt Taber Bruce Hawk Bruce Hawk Chris Thompson
10 10 10 10 10 10 10
R. Gregg Lovick
Grapevine, TX
Dave Shelton
11
Dave Dutton Michael H. Flanagan David M. McNallan John G. Nuzzo Brian O'Connor
Beaver Dams, NY Edison, NJ APO, NY Carteret, NJ Yorktown, NJ
Marty Dodge Paul Voight Gary Elhart Thomas Aguero Rob Bicknell
l2 l2 l2 l2 l2
6
NOVICE RATINGS NAME
CITY, STATE
INSTRUCTOR
Hal Beattie Lee Berry David Bohning George Saucerman Jeff Uehling
Manchester, WA Washougal, WA Redmond, OR Portland, OR Seattle, WA
Roger Hanson Dick Gammon Dick Gammon Ric Bailey Roger Hanson
Julia Brown Howard Cantin Donald Graff Stephen J. Hamill George Hamilton James A. Hantske
Berkeley, CA Scotts Valley, CA Mt. View, CA Mt. View, CA W. Sacramento, CA Mt. View, CA
John Cochrane !'at Denevan Chuck Staedler !'at Denevan Stephen Perry !'at Denevan
38
REGION
2 2 2 2 2 2
HANG GLIDING
RATINGS AND APPOINTMENTS Robert Radcliffe John Shaw Charles C. Strong Keith C Welch Gaylen G. Whatcott Roger B. Williams Robert Woodbury
Titusville, NJ APO, NY FPO, NY APO, NY APO, NY Mohegan Lake, NY New Providence, NJ
Thomas Aguero Gary Elhart Lawrence Battaile Gary Elhart Gary Elhart Thomas Aguero Paul Voight
l2 l2 l2 l2 l2 l2 l2
Ben Cahill Rick Kjeldsen David Alan Ullman Randal P. Wellnite
Maplewood, NJ Poughkeepsie, NY Cooperstown, NY Incline Village, NY
Paul Voight Greg Black Daniel Guido Phil Lee
l2 l2 l2 l2
ADVANCED RATINGS NAME
INTERMEDIATE RATINGS NAME
CITY, STATE
CITY, STATE
OBSERVER
REGION
Bill Morgan
Benton, WA
Byron Jones
l
James C. Garcia Steve L. Inwards Wallace Long Donald Potter Mark A. Riffle Larry M. Smith Alice Stapleton Stephel P. York
Arroyo Grande, CA Mnt. View, CA Sonora, CA Sonora, CA San Francisco, CA Miranda, CA San Francisco, CA Novato, CA
Randy Cobb Pat Denevan Bob Thompson Ken E. Muscio Wallace Anderson Bruce Strachan Wallace Anderson Bill Sloatman
2 2 2 2 2 2 2 2
Dan Myers
Lancaster, CA
Joe Greblo
3
Tom R. Bennet Dennis J. Morrison Scott Alan Nichols
Santa Fe, NM Albuquerque, NM Aspen, CO
Roger Lockwood Robert Carlton Jim Shaw
4 4 4
Greg Rosales
Minneapolis, MN
Boris Popov
7
2 2
Douglas Affolter C. David Gibson
Wellington, OH Cincinnati, OH
Ralph Eckart Erik Fair
0
John Ryan Russ Gelfan Jeff Cotter Greg DeWolf John Heiney
3 3 3 3 3
Randy L. Baker Clark J. Harlow Rick Jacob Barry Price Alan E. White Linda White
Concord, NC Largo, FL Ooltewah, TN Dunlap, TN Winston-Salem, NC Winston-Salem, NC
Tom Parsons Matt Taber Dave Schmidt Dave Schmidt Tom Thompson Tom Thompson
10 10 10 10 10 lO
Steamboat Springs, CO Tijeras, NM Salt Lake City, UT Salt Lake City, UT Albuquerque, NM Albuquerque, NM Ruidoso, NM
Steven D. Sweat Chuck Woods Gary Lagrone Gary Lagrone Chuck Woods Chuck Woods Scot Trueblood
4 4 4 4 4 4 4
Wilmer Perez
Houston, TX
Hardy Snyman
11
Ron Almeter Mark Frasca Matthew J. Redsell
Spencerport, NY Lambertville, NJ Bath, NY
Lani Akiona John Heiney Chris Kirchhofer
l2 l2 l2
Michael A. Howell
Muncie, ID
Patrick Quillan
7
Michael Byrnes Ross Landy John J. Musto
Keene, NH Somerset, MA Saugus, MA
Rob Bicknell Gordon Brown T.C. Searle
8 8 8
Chester J. Baker Bruce Goldsmith Harry Owen Jones Steven R. Sharp Ian D. Walton
Toronto, Ont., Canada London, England Gormley, Canada Unionville, Ont. Canada Toronto, Canada
Steve Hawshurst Foreign Equivalent Steve Hawxhurst Foreign Equivalent Foreign Equivalent
FOR FOR FOR FOR FOR
Jody Meacham Philadelphia, PA Robert S. Tedder, III Clinton, MD
Jeff Nicolay Eric 0. Logan
9 9
DIRECTOR
REGION
Ricky Chastain Todd James Paul Startz
Mike DelSignore Mike De!Signore Carl Wiseman
ll ll
OBSERVER
REGION
Kamron Blevins Bothell, WA Swami Prem Dhanesh Ashland, OR Bill Lemons Seattle, WA Stephen J. Morris Federal Way, WA Eric Troili Snohomish, WA
Dave Little Russell Gel fan Dave Little Robert J. Henderson Waldo Roberts
1 1 1 l l
Barbara Blazer Kevin Fricke Paul Gordon Mark Hessinger Paul Kentros Steve Marx Larry Nicholson Gerald Pesavento Mac Powell Bob Soroka Steve Sybeldon Kurt Wilkie Wesley R. Witte
Mnt. View, CA Rancho Cordova, CA Hayward, CA San Jose, CA Fresno, CA Santa Clara, CA Hollister, CA Berkeley, CA Modesto, CA Rancho Cordova, CA Bakersfield, CA San Mateo, CA Los Altos Hills, CA
David Lukens Steve Perry Jeff Mott Jim Johns David Bowen Jim Johns Jim Johns John Cochrane Ken Muscio Jack Anderson Steve Huckert Wallace Anderson Ran D. St. Clair
2 2 2 2 2 2 2 2 2 2
Mark Anselmi Mark Egan Paul Morgan Peter Murray Jerome Shrum
La Mesa, CA Ridgecrest, CA Kailua, HI Newport Beach, CA El Toro, CA
Richard Denney Tom D. Hund Frank Hungerford Casey W. Lenox John Lowe David J. Moerman M. D. Noltensmeyer
AUGUST
1985
Lancaster, TX Odessa, TX Amarillo, TX
2
I
9
MASTER RATINGS NAME Jeffrey Nicolay
CITY, STATE Claremont, NH
Bob Collins
8
11
39
RATINGS ANp. APPOINTMENTS INSTRUCTORS NAME
CITY, STATE
ADMINIS./ DIRECTOR
REGION
(B) - Basic
(B) Daniel Kato
Albany, CA
Dan Murphy Mike Nicholls Wayne Ostiguy
San Jose, CA Moorpark, CA San Francisco, CA
Pat Denevan Jim Woods Walt Nielsen
2 2 2
John J. Lochner John Merrill Jerry Poe
Santa Barbara, CA Fillmore, CA Ventura, CA
Ken DeRussy Jim Woods Jim Woods
3 3
Diane Dandereau
Rio Rancho, NM
David Ray
4
Jim Johns/ Gary Hodges
2
Jim Shaw/ Ken Koerwitz
3
James Hale Tim Wuest
West Liberty, LA Minneapolis, MN
John Woiwode John Woiwode
7 7
(B) Roy S. Highberg Oxnard, CA
John Ryan/ Steve Hawxhurst
3
Patricia Brooks Jim Keller Roger Martin
Natrona, PA Chaddsford, PA Waynesboro, MD
Fred Booher Jeff Frelin Richard Hays
9 9 9
(A) Greg Lawless
John Ryan/ Steve Hawxhurst
Paul Golas Gus Johnson Bill Watters
Oxford, NJ Newton, NJ Hackettstown, NJ
Gus Johnson Gus Johnson Gus Johnson
12 12 12
(B) Chris Bolfing
(A) John Ryan
Halfmoon Bay, CA
San Diego, CA
San Diego, CA
John Ryan/ Steve Hawxhurst
(B) Daniel Sutherland El Cajon, CA
John Ryan/ Steve Hawxhurst
(B) Michael Tryon
San Diego, CA
John Ryan/ Steve Hawxhurst
(B) Gordon Brown
Malden, MA
Dennis Pagen/ Dennis Pagen
Josip Koprivek Viganello, Switzerland Ron Hurst Bernd Stiebling (SO) Waldbuttelbrun, W. Germany Mike King
EXAMINERS Name
(B) Stephen Goldman Cary, NC
(B) Michael Reedy
Arlington, TX
David Bowen Jerry Sorenson
Chris Lawrence/ Steve Coan
10
Jim Shaw/ Hardy Snyman
11
CITY, STATE
EXAMINER
Eric Elmquist Karen Castle Timothy Sestak
Chughiak, AK Oceanside, OR Seattle, WA Monroe, WA Girwood, AK
Chris Ballinger Kensington, CA Connie Lee llcMen (R) Dunlap, CA David Bowen (SO) Dunlap, CA Jay Busby (R) San Francisco, CA John Erickson S. San Francisco, CA Berkeley, CA Nam Heui Kim Greg LaMadrid Bakersfield, CA Milpitas, CA Keith Melot Diane Miller Synnyvale, CA Terry Miller Sunnyvale, CA
40
Don Reeves Alycia Aerlyn Shaun Bitikofer Brent Bitikofer
George Hamilton Brian Heuckroth R. Gregg Lovick Jim Meador
John J. Bennett Ken Godwin Mike Daily Mike Daily T. Michael Boyle Walt Nielsen Dave Bowen Russ Locke George Whitehill Walt Nielsen John Minnick David Bowen Pat Denevan Pat Denevan Pat Denevan
Dunlap, CA Sacramento, CA
Region 2 2
Russ Locke Russ Locke
Greg Black Robert Bunner David McCommon Michael Nester
Bruce Mahoney Frank Ridlon Barbara Blazer
BRONZE AWARD WITH NOVICE RATING
REGION
(SO) - Special Observers (R) - Recertified John J. Bennett Dick Gammon (SO) Richard Gilmore Rolf Johansen Becky Whisman
Director
City, State
BRONZE AWARDS
OBSERVERS NAME
FOR FOR
Joe Micali Buddy Patrick Stephen R. Powell Roger B. Williams Darrell J. Yatick
SILVER AWARDS
2 2 2 2 2 2 2 2 2 2
Arthur Barrick Don Ratty Steve Michalik
Larry Bunner Bruce Mahoney Michael Nester
Greg Black Alycia Aerlyn Karen Castle
Larry Smith David Mccommon Joe Matulevich
Gold Awards Robert Cartier Robert Cordier Walt Nielsen
HANG GLIDING
CLASSIFIED ADVERTISING CONSUMER ADVISORY: Used hang gliders always should be disassembled before flying for the first time and inspected carefully for fatigue - bent or dented tubes, ruined bushings, bent bolts (especially the heart bolt), re-used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with non-circular holes, and on Rogallos, sails badly torn or torn loose from their anchor points front and back on the keel and leading edges. If in doubt, many hang gliding businesses will be happy to give an objective opinion on the condition of equipment you bring to them to inspect.
Rogallos DELTA WING'S NATIONWIDE NETWORK OF DEALERS can help you get into the air. Alternative financing plans available. For further information and the address of your nearest dealer, contact: DELTA WING, P.O. Box 483, Van :s!uys, CA 91408 (818) 787-6600. BRAND NEW - Custom built 135-C2 with Y, ribs and other extra's. This glider is hot! $1600. Call Dennis, (404) 820-1962, (404) 820-2559 C2-l85 - Blue and white. Low hours. Ex. cond. Must sell, sacrifice $1000. (916) 587-l2ll. 1976 C4 - 165 sq. ft., GC, training wing, acc. opt., must sell. $200. OBO. Mike (513) 274-7312. COMET 165 - Excellent performer and condition, flown in Nationals, $800. John (412) 981-7460. COMET 135-Clean sail, flies great. $650. Call Lori (801) 572-5391. COMET 165-Low hours, excellent condition $950. Wills Wing stirrup harness with 24 ft. chute $200. Alan (714) 675-0568. COMET 165 - New battens and sidewires, clean sail. $600. (803) 292-1917-H, (803) 281-4533-W.
CUSlDM HP - UV cloth. Pacific blue leading edgelundersurface. Excellent condition $1995. or BIO (805) 965-2447. MOYES MAXI III - Great tandem glider with tandem bar. Good cond. $500. (916) 587-1211. FOR SALE - Phoenix 6-D-185. Excellent condition. Excellent for new pilot. $350. (714) 925-0662 after 7:00 p. m. PROSTAR 180 - Leaving country, must sell $450. (w) (213) 450-0261. PRO STAR II 190 - Only 6 flights, less than 15 hours. Well cared for. Custom sail. $1000. ineludes tip extenders (714) 995-9385. RAVEN 209 - Excellent condition, 5 hours TT, unique sail. Harness, helmet, shipping, $750. or trade on Mitchell Wing. Don (406) 657-3473. RAVEN 229 - Faded but airworthy, mostly red, good dual flyer, $400. Mike (805) 496-5549. RAVEN 209-0nly lO flights, like new $800. (303) 841-2523. WANTED: Raven 229. Call Brad at (804) 329-5324 (Va.) or (312) 360-0700 (II.) SENSOR 5l0 VG - 165 sq. ft., keylar sewn in, spectrum lower surface, blue LE., only 50 hours. $1800. Nelson (804) 977-1068. SENSOR 510-180-Good shape, great handling $800. Jay (703) 821-3786. 160 STREAK - Excellent condition. Less than an hour airtime $1300. Robertson cocoon $120. Bennett ESS chute. $250. (303) 567-4624. 160 STREAK - l yr. old. Surfcoat LE #llOO. 130 Streak Excellent Cond. $650. (818) 986-9090 Warren.
1984 DEMON 175 - Blue, EC, 5 flights, acc. opt., must sell. $550. OBO. Mike (513) 274-7312.
STREAK 130 - New, no flights. $800. or best offer. Willie Carr, 2739 Colonial Ave., Roanoke, VA. (703) 343-5606.
180 ATTACK DUCK - Excellent condition. Wills Team Glider ('84). Winner of 1984 L.A. Regionals. $l000. (818) 445-1406.
Schools and Dealers
GEMINI 184 -
Rainbow sail. (805) 541-1275.
WANTED-HARRIER 187- I or II. Jay (703) 821-3786.
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 II, Skyhawk, Gemini demos available to qualitied pilots. 1202 E. Walnut, Unit M, Santa Ana, CA 92701. (714) 542-7444. HANG GLIDER EMPORIUM - Quality instruction, service and sales since 1974. Full stock of new and used UP and Wills gliders, harnesses, helmets, instruments, accessories and spare parts. Located minutes from US 101 and flying sites. 613 N. Milpas, Santa Barbara, California 93103. (805) 965-3733. 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 - Instruction, sales, service. (714) 887-9275. 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 94ll6. (415) 753-8828. SANTA BARBARA HANG GLIDING CENTER Certified instruction, glider and equipment sale. 29 State St., Santa Barbara, CA 93101. 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.
s,stek Vario I Altimeter 0·15,000 FT Altimeter
UP-Audio
Dual Batteries
The Hall Airspeed Indicator
$29~
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
5" diameter ABS plastic wheels. Specify 1" or 1·118" control bar. Wheels - $20 OOlpair Foreign & C.0.D. orders add $2.00
SYSTEMS TECHNOLOGY, INC. P.O. Box 22126 Knoxville, TN 37933 Control Bar Protectors
AUGUST
1985
Foreign & C.0.D. Orders add $2.00 Control Bar Protectors
Hall Brothers P.O. Box 771·H, Morgan, UT 84050 C.O. D. Phone Orders (801) 829·3232
41
CLASSIFIED ADVERTISING CONNECTICUT
NEVADA
PENNSYLVANIA
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.
HIGH SIERRA SPORTS, INC. - 286 E. Winnie, Carson City, NV 89701. (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.
SKY SAJLS LTD. Hang Gliding School. USHGA certified instructors. 1630 Lincoln Ave., Williamsport, PA 17701. (717) 326-6686 or 322-8866.
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.
NEW MEXICO UP OVER NEW MEXICO INC. - Certified instruction, sales, service, Sandia guides. Albuquerque, NM (505) 292-0647.
ILLINOIS
NEW YORK
MIDWEST GLIDER SUPPLIES - Dealer for Sensor 510, flight accessories, and a complete line of skyting components, 2638 Roberts, Waukegan, Illinois 60087. (312) 244-0529.
MOUNTAIN WINGS, INC. - 6 miles from Ellenville. Five training hills, five mountain sites, USHGA certified instruction and towing. We are now the area's only Wills Wing dealer, also Delta Wing, Pacific Windcraft, Seedwings and Manta. Sail, airframe repairs on all makes, RIC equipment. Main St., Kerhonkson, NY 12446 (914) 626-5555.
INDIANA ALPHA AIRCRAFT-USHGA, AOPA and FAA certified instruction. Dealers for all major nonpowered and powered brands. 145 E. 14th St., Indianapolis, IN 46202 (317) 291-6406 or (317) 636-4891. MICHIGAN SOUTHWESTERN MICH. SCHOOL OF HANG GLIDING - USHGA Instruction at Warren Dunes, Bridgman, Ml. Wills Wing dealergliders, accessories and parts. c/o Bob Krcske, R #2-700 North, New Carlisle, IN 46552 (219) 654-7666. 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.
UTAH FLY UTAH WITH
Delta Wing Products, certified instruction, ~173 Falcon Cr., Sandy Utah 84092 (801) 943-1005. \.\\\SATCH WINGS, INC. - USHGA certified hang gliding school, dealers for Wills Wing. P.O. Box 397, Cedar Valley, UT 84013. (801) 768-4500.
NORTH CAROLINA KlTTY 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, accessories and parts. Ultralight training and sales available as well as windsurfing sales and instruction.
International Schools & Dealers JAPAN
SAURATOWN KlTES - Winston Salem (919) 760-1390 or 983-3570. Hang Gliding School w/certified instructor; dealer of Seedwings, Wills Wing & Delta; new and used equipment.
SUN RISE OOUNTlfV MC
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OREGON EASTERN OREGON ULTRALIGHTS - Certified instruction. New and used. Wills Wing specialists. PO Box 362, Pendleton, OR 97801 (503) 276-7462.
Distributor major brands hang gliders (Airwave Magic), instruments, parachutes and ultralights, Tokyo 03/433/0063, Yugawara 0456/63/0173, Kurumayama Hang School 0266/68/m4 (April-November).
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I I USHGA CLASSIFIED ADVERTISING ORDER FORM
I 35 cents per word, $3.00 minimum. I (phone numbers - 2 words, P.O. Box I Photos - $10.00
1 word)
I Oeadllne, 201h of the month six weeks before the cover date of tt,e
I Issue In which you want your ad (I.e. March 20, for the May Issue). I Bold face or caps 50c per word extra. (Does not Include first few I words which .tllre automatically caps). Special layouts or tabs $20 per column Inch. Payment for first three months required In advance. Please enter my classified ad as follows:
Number of words:
-------@ .35 • - - - - - · -
Section (please circle) Rogallos
Schools and Dealers Emergency Chutes Ultralight Powered Flight
Parts & Accessories Rigid Wings Business & Employment Opportunities Publications & Organizations Miscellaneous
Begin with 19 _ _ _ _ Issue and run for _ _ __ consecutive issu&(s).
My check _ _ money order _ _ is enclosed In the amount of $. _ _ _ _ _ _ __
Phone Number:
P.O. BOX eeaoe. LOS ANGELES, CA 900ee / (213) 390.3oe5
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HANG GLIDING
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!Contact your nearest dealer or Delta Wing today'
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We feature GM cars like this Oldsmob1!e Cutlass
As a U.S . Hang Gliding Association member. now you can get the National attention you deserve . . and save money too. Just call our easy-to-remember, toll-free reservation number the next time you need a car. As an association member. you 'll receive a special discount off our already low, unlimited-free-mileage daily rates . Plus we offer low weekend. vacation and other promotional rates that are not discountable . but could save you even more. Simply show your membership card when you rent from us and we'll make sure you get the lowest
available rate. You'll enjoy unlimited free mileage on local rentals. top -condition cars and the convenience of over 2.500 worldwide locations , including locations at most major affports. There is a difference between car rental companies. It's called National attention. Try it. Call toll-free BOO-CAR-RENT for reservations.
You deserve National attention~
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CLASSIFIED ADVERTISING SWITZERLAND SWISS ALP HANG GLIDING SAFARI - For complete documentation of this high adventure alpine tour send $5.00 to cover airmail postage to: RON HURST, Im Brunnli IO CH-8152 Opifikon, Switzerland. Airmail.
Emergency Parachutes NEW RAPID DEPLOYMENT B.U.S. FLY AWAY CONTAINER SYSTEM is the world's newest, fastest and most reliable system. By the originator of hang gliding parachutes. Bill Bennett Delta Wing Kites & Gliders, Inc., P.O. Box 483, Van Nuys, CA 91408 (213) 787-6600, telex no. 65-1425. ALL BRANDS - Bought, sold, and repacked. Inspection and repack $20.00 - Kevlar, nylon, sis, bridles installed and replaced. S.F. Windsports (formerly H.G. Equipment Co.) 3620 Wawona, San Francisco, CA 94116 (415) 753-8828.
Parts & Accessories
Business Opportunities CRYSTAL AIR SPORT MOTEL at Raccoon Mountain; Bunkhouse, private rustic rooms, regular & waterbeds, video in-room movies, private jacuzzi room, pool, sky gear gifts, fliers work program. FF! 4328 Cummings Hwy., Chattanooga, Tenn. 37409 (615) 821-2546. Checi & Shari Toth. RACCOON MOUNTAIN ADVENTURE PARK (formerly Crystal Flight Resort); TRAM NOW OPEN EVERY DAY. Simulator, Hang Gliding, tandem sky diving, hot-air ballooning, ultralighting lessons and rides; survival games, rappelling, towing, parachute packing and much more. FF! Rt. 4, Cummings Hwy., Chattanooga, TN 37419 (615) 825-0444, Chris & Leon Riche. CERTIFIED INSTRUCTOR WANTED. - Partnership possible. Send resume to Santa Barbara Hang Gliding Center. 29 State St. Santa Barbara, CA 93101.
Publications & Organizations SOARING - Monthly magazine of The Soaring Society of America Inc. Covers all aspects of soaring flight. Full membership $28. Info kit with sample copy $3.00 SSA, P.O. Box 66071, Los Angeles, CA 90066.
San Francisco Windsports (formerly H.G. Equipment Co.) For all your hang gliding needs. We are dealers for all major brands. Send $2.00 for price list - 3620 Wawona, San Francisco, CA 94116 (415) 753-8828.
MANBIRDS: Now really affordable! Authentic history of Hang Gliding. Over 100 photos and input from Hang Gliding's greats. Inside look at heydey of sport. By professional writer Maralys Wills, and first U.S. Champion. Chris Wills, M. D. Only $7. 95 plus $1.00 shipping. 5 or more, $4.95 plus $1.00 each. Write "Manbirds," 1811 Beverly Glen Dr., Santa Ana, CA 92705.
PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 3 Y,'' dia. Inside or outside application. 25C each. Include l5C for postage and handling with each order. P.O. Box 66306, Los Angeles, CA 90066. BUMPER STICKERS - "There's No Place Like Cloudbase" $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. 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 50C 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'/, 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.
We Build Our Harnesses & Parachutes to the toughest standards we can find ... our own!
Miscellaneous SAILMAKING SUPPLIES & hardware. All fabric types. Catalog and colorful samples. $1. Massachusetts Motorized, PO Box 542-G, Cotuit, MA 02635.
/Heavily Padded Shoulders High Energy Sparts Parachule
Continuous Webbing sewn with Five Cord Thread
~Safety Back Strap -Adjustable Padded Leg Straps
Each Harness~ Custom Sized
Folds into full size Gear Bag with Adjustable Back Slraps
QUICK RELEASE CARABINER - $24.95. Dealer inquiries invited. Thermal, 19431 Business Center Dr. #41, Northridge, CA 91324.
CORDOURA' Reinforced Boot
Two Week Delivery
TOURS HANG GLIDING TOUR - HAWAII. August 12-August 19. - Includes: Hang gliding at Waimanala, Haleakala, Tree Line, and air freight for your glider; or rental paid. Plus: round trip airfare from/to San Francisco, ground transfers; inter-island flights, rental car and gas, driver, guide, seven nights at the New Maile High Rise Motel, 2 blocks off the beach at Waikiki. All for $1095. or $995 for non-pilots. Contact Kitty Hawk Kites, PO Box 828, Marina, CA 93933 (408) 384-2622.
--Hidden Glider Bag Storage
SOAR through "THE GRAND CANYON" right in your own living room! 2-hour helicopter exploration. Breathtaking music. Critically acclaimed. VHS or BETA $51.44. Details FREE. Beerger Productions. 3217 Arville, Las Vegas, NV 89102 (702) 876-2328.
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Va", Vi', or I" Foam Racing Boot No Foam Steel Carabiner THEAMA/R~ Insulation Radio Holder Ballast Boot Stash Pouch Extra Pockets Higgins Hinge Fly Flap Chevron Stripes You Name It! Two Wee~ Delivery OPTIONS:
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FLY WITH THE BEST SYSTEM AVAILABLE ... FLY WITH
2'~~
2236 W. 2nd Street • Santa Ana, CA 92703
(714) 972-81 86
44
HANG GLIDING
CLASSIFIED ADVERTISING 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. TYPE: Sensor 510 180. SAIL: Blue LE, Bayberry double surface, while 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 car! CONTACT: 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. 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. TYPE: Comet lI 165 #1650 and Robert cocoon harness (red) with blue parachute container, and Litek vario (red) in blue bag. WHERE AND WHEN: Livingston, MT along highway, Feb. 11, 1984. PATTERN: Red LE, spectrum dbl. surface, white main body, white keel pocket. CONT.ACT: Bill Snyder, 3751 S. 19th, Bozeman, Montana 59715 (406) 586-1840.
GLIDERS CERTIFIED BY THE HANG GLIDER MANUFACTURERS ASSOCIATION 1981: Gemini 164, 184, 134 Sensor 510-180
1982: Duck 180, 160, 200 (and DHV) Prostar 160, 130 Streak 160 Moyes Missile 170 Breez 180 Sensor 510-165 Vision V-18
1983:
Index To Advertisers Afro Electronics ................... 29, 24 Airworks .....
.. .......... 4
Ball Varios ..
.. 37
Bennett Delta Wing Gliders ......... 26, BC Flight Realities
..................... 29
Hall Brothers ......................... 41 High Energy ...
. ....... 43
Litek .............. .
. .. 18
Midwest Glider.
5
Mission Soaring .
5
Pagen Books .......... .
. ... 12
Para Publishing.
. .... 44
Publitek ............ .
... 37
Streak 180, 130 Duck 130 Comet II 165, 185 Attack Duck 180, 160 Missile GT 170, 190 Mars 170 Prostar 160
Seedwings ...
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
All ad copy, instructions, changes, additions and cancellations must be received in writing I 'h months preceding the cover date, i.e., Mar. 20 for the May issue.
. ............ 19 . .. 41
Systems Tech ..
USHGA .................... 15, IBC, IFC Wills Wing ......... .
2
Ad Deadlines
WORLDWIDE:
Para Publishing Books by Dan Poynter Post Office Box 4232-314 Santa Barbara, Ca 93103 Telephone: (805) 968-7277
Send For FREE Brochure
AH Safaris include airfare. accom modal1ons. transporta11on. expert tour guide and a maxrmum of air· time
NEW ZEALAND 21 days - $1995.00 EUROPE - 5 countries 21 days - S1695.00
You can'l get a better dea/1 Our e:xpenence saves money and gives you more a1rt1me
HAWAII - Makapuu Pt. 8 days - $779.00 CALIFORNIA - Owens Valley 2 weeks - $979.00 XC Seminar 4
H•A•W•A• I• I FOR INFO PAK SEND $3.00 TO:
SANTA BARBARA HANG GLIDING CENTER 29 State St., Santa Barbara, CA 93101 (805) 687-3119
155
166
Wing span
32 .8 ft
34 .1 ft
34 .8 ft
Aspect ratio
6.72
6.8
6.84
661bs 155-175 lbs
71 lbs
19.8 ft
20.4 ft
MYSTIC
Glider weight 641bs Optimum pilot body weight 140-160 lbs Packed length 19.2 ft
177
175-200 lbs