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Features Final Report Accident Review
Columns 10 USHGA Reports
1985
by Vic Powell
Vic reveals the recipients of the 1985 USHGA awards.
by Doug Hildreth Doug presents his final findings on the accident scene from last year. He also takes a look at the first 15 years.
15 USHGA President by Russ Locke
A look at the results of the recent questionnaire that accompanied the election ballot.
24 1986 Harness Report
- Part © 1986 by Dennis Pagen, Dennis continues his two-part harness report series with a look at The Advantage and The C.G. !000.
Departments
21 Hang Gliding Flight Simulation by Nick Hein
Hang glider pilot and computer programmer Nick Hein discusses the ultimate dream in flight simulation, and presents a BASIC program, with the actual listing, to simulate hang glider flight on a home computer.
Page 32
32 The Future of Hang
44 Stolen Wings 44 HGMA Certified Gliders 44 Index To Advertisers
Gliding by Jack Lambie A fanciful look at what the future might hold for the ultimate sport.
The History - And Natural History - Of Flight by John McNeely John reveals some behind-the-scenes details of the filming of the upcoming IMAX release On The Wing.
40 Vol Captif by Jim Nye
In France they use a technique called "Captive Flight" to teach new pilots.
Page 40 COVER: Northwest Georgia's Lookout Valley. Photo by Doug Rice. CENTERSPREAD: John Heiney spinning his Delta Wing 155 Mystic over Pinecrest Air Park. Dedicated to the spirit of Dan Racanelli. Photo by John Heiney. CONSUMER ADVISORY: Hang Gliding Magazine and USHGA, Inc., do not endorse or take any responsibility for the products advertised or mentioned editorially within these pages. Unless specifically explained, performance figures quoted in advertising are only estimates. Persons considering the purchase of a glider are urged to study HOMA standards. Copyright © United States Hang Gliding Association, Inc. 1986. All rights reserved to Hang Gliding Magazine and individual contributors.
MARCH 1986
4 Airmail 8 Update 8 Calendar 9 HGMA Compliance Verification 12 Competition Corner 20 Ratings and Appointments 41 Classified Advertising
CLEAN GE'D\WAY
THE RATIO: LIFT OVER DRAG Why is the Sensor always on top? Because it has a higher lift coefficient than any other production hang glider in the world, the Sensor 510-8 will stall at a slower speed, launch and land at a slower speed, and lift a heavier pilot at a lower speed than any other glider of comparable size. That's why the 8 model has the undisputed best minimum sink rate in the world, no matter the wing loading. Elimination of the keel pocket, redefined sail form, less wire and hardware drag and a clean center section result in less parasitic drag. Higher lift, lower drag - the formula that means performance. ROLL RESPONSE AND TRACKING ''The kingpost hand system puts the fun back in performance flying." Dave Ledford, Greenville, South Carolina.
Our latest in a long technological line of performance improvements: the kingpost suspension system (KSS), the low profile keel pocket, and the keel fin make the 510-8 control more quickly and easily, the perfect compliment for increased glide ratio and better sink rate.
Pilot: Jerry Sturmer Photo: Bob 'Irampenau
SPECIFICATIONS - SENSOR 5108 160 V.G.
Span Area Aspect ratio Empty Wt. Hook-in Wt. Length in the bag
34.8 ft 161 ft squ 7.5 69 lbs. 145-255 lbs. 17 ft
10.6 m 14.96 m squ 30 Kg 65-102 Kg 5.21 m
We invite comparisons - Call one of our pros. Find out how exciting more performance really feels.
W.A. Roecher - Torrey Pines ..... . ........ .. (619) 942-0994 Jeff Nicolay - Claremont, N.H .... ... ...... ... (603) 542-4416 Stu Smith - Grandfather Mtn ... ...... . . . .. ... 704) 264-9129 Rich Pfeiffer - High Energy ... .. ...... ... . .. (714) 972-8186 Dennis Pagen - State College, PA ... .. .. ... .. (814) 234-1967 Dave Ledford - Greer, S.C. . ........ . .. ... . . (800) 845-6060 Ken Brown - Seattle, WA . ....... ....... . .. .. .. (206) 467-8644
If you want more performance and more fun for the money you spend flying, if you want to be close to the cutting edge of design and achievement, if you want to go beyond the ordinary, you want a 8. Order one before the summer waiting list grows long - call your dealer today! The best glider in the world, the Sensor 510-8.
SEEDWINGS
•
5760 THORNWOOD DR. #3 SANTA BARBARA CA 93117 (805) 967-4848
Gil Dodgen, Editor/Art Director Janie Dodgen, Production David Pounds, Design Consultant Leroy Grannis, Bettina Gray, John Heiney, Staff Photographers Erik Fair, Staff 1-1-l'iter Harry Martin, Illustrator Office Staff: Amy Gray, Manager Joyce Isles, Ratings Lars Jacobsen, Membership
USHGA Officers:
Russ Locke, President Dick Heckman, Vice President Bob Collins, Secretary Oan Johnson, Treasurer Executive Committee:
Russ Locke Dick Heckman Bob Collins Dan Johnson
REGION I: Ken Godwin, Jeff Bennett. REGION 2: Gary Hodges, Russ Locke. REGION 3: Ken de Russy, Steve Hawxhurst. REGION 4: Bob Thompson, Jim ZeiseL REGION 5: Mike King. REGION 6: Steve Michalik. REGION 7: John Woiwode, Bruce Case. REGION 8: Robert Collins. REGION 9: William Criste, William Richards. REGION 10: Steve Coan, Rick Jacobs. REGION 11: Warren Richarson. REGION 12: Paul Rikert, Pete Fournia. DIREC!DRS AT LARGE: Dan Johnson, Rob Kells, Dennis Pagen, Vic Powell, Elizabeth Sharp. EX-OFFICIO DIRECIDR: Everell Langworthy. HONORARY DIRECIDRS: Bill Bennell, Walt Dodge, Eric Fair, Bettina Gray, Doug Hildreth, Mike Meier. The United States Hang Gliding Association Inc. is a division of the National Aeronautic Association (NAA) which is the official U.S. representative of the Federation Aeronautique Internationale (PAI), the world governing body for sport aviation. The NAA, which represents the U.S. at FAI Meetings, has delegated to the USHGA supervision of FAI-related hang gliding activities ,;uch as record attempts and competition sanctions.
HANG GLIDING magazine is published for hang gliding sport enthusiasts to create further interest in the sport, by a means of open communication and to advance hang gliding methods and safety. Contributions are welcome. Anyone is invited to 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 or submission to other hang gliding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING magazine is published monthly by the United States Hang Gliding Associalion, Inc. whose maiHng address. is. P.O. Box 66306, Los Angeles, Calif. 90066 and whose offices are located at 11423 Washington Blvd., Los Angeles, Calif. 90066; telephone (213) 390-3065. Second-class postage is paid at Los Angeles, Calif. and at additional mailing offices. The typesetting is provided by 1st Impression Typese11ing Service, Buena Park, 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 $39.00 per year ($42.00 for foreign addresses); subscription rates are $29.00 for one year, $53.00 for two years, f/7.00 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 re<::ent issue. POSTMASTER: SEND CHANGE OF ADDRESS TO: USHGA, P.O. BOX 66306, LOS ANGELES, CA 90066.
MARCH
1986
3
AIRMAIL RESPONSE TO GRETCHEN Dear Editor, In the January issue, Gretchen Niver wrote of her personal opinions and assumptions about my attitude towards the local club and pilots. She states that I should not be a candidate for regional director. Since when did she become an authority on who makes it into USHGA offices? Several slanderous remarks were made and the letter depicts me as the first Blackbeard of the sport. You heard Russ Locke say on the same page that there was too much of a negative attitude in the magazine and then Niver's letter appears just to put all the darkness on me. The NCHGA has its share of terrible problems that you folks would not believe! No one sends in the accident reports of the serious crashes at local sites! Several have been a mid air collision and tumble situation. The area rescue squad can verify the list. Boocoo tree landings, Jake Alspah, the current NCHGA's president crashed on launch once and I pulled him up the almost cliff face with concussion and broke arm, then rushed him to the hospital. Later he was going to show beginners at the windy training hill how a pro does it, and flew off unhooked! He told pilots there that he had been drinking abit. Then his blown launch at Towertown which he blamed on a wireman. Why did he get a spectator anyway? Amazes me how many self proclaimed bigheads have provened their abilities by repeatedly dorking in continuously. P.C. Covington (Junebug) landed in trees and one downwind landing did break his neck. Mark Airy of Kitty Hawk Kites came by one day and totaled his Demon on the cliff. Mark Mayocheck hit an obstacle and was stitched up which was not reported. I know of 15 accidents at one site in one season alone. Niver made out like I fly only unregulated sites yet I flew four regulated sites last year in four different states. She needs to get all the facts out. Some don't like me fly'n nearby in my Ultralight but I was soaring it at Sauratown before hang gliders were there! Matter of fact, I was the first person to soar there in a hang glider. I wrote Airtimes and stated that they disliked ultralights but printed a tow trike for kites article which made them hypocrytes when they found out motors could drag them up. Bubba Goodman and Niver replied that I probably was not fly'n any more so I mailed them and others some photos to prove that I had some secret sites. That is what she says is harrassment from me. I get letters attacking my opinions from pilots and that they will not even sign their names! The sport is in decline because people like Niver 4
have tried to over-regulate it. You folks at USHGA know by checking the membership numbers yourself. Evident others feel as I do, they don't renew and over 10 % of past votes was for me! NCHGA membership is combined with a South Carolina Club and some other out of state people. Over 100 members is nothing to brag about. I have pioneered many sites. I have never lost a one due to conflict with land owners. The places I do not fly now are either unsafe or not as good as the ones I regularly at. I've never been run off or lost a site, just never returned by choice. G.W. Meadows did threaten me once about coming to a certain site. That is the kind of people that dominate the sport. Ex-prez of NCHGA, Tom Parsons, went to one of my newly acquired sites and tried to get the club in but I had already warned the owners that this would happen and they run him off ... Hooray! He also called some friends of mine and tried to tum them against me. That did not work either. A lot of area pilots earned their ratings from me. Just think my name is on their card always but theirs ain't in mine. I don't have an ego, no one is a bighead that flies with safety wheels. I have a vario, helmet, chute and backup hang loop, so why risk a downtube or broke arm for lack of safety wheels? Remember that I was hang gliding over 14 years ago and off mountains ll'h years ago in home built wings before this was even a sport! So I am not a clone. Not a bighead either. I do not try and make a monopoly with the system and promote a club communism atmosphere like others who dictate and dish out to the poor souls that launch on bended knees. I do not hang glide to make friends but to fly with the ones I have already. 99.9% of America does not fly. That is why I have friends at work, church, and around the neighborhood. With friends like some in NCHGA, who needs enemies? I'll tell ya what is wrong with the sport, pilots heads have gotten so big now that many think that a Comet makes a good trainer. I know of a kite shop guilty of this. Niver needs to polish up her fly'n skills to the point that she can do a bit of soaring and less blabbling. She needs to go and knock out a good hour being put to the test at Grandfather Mountain before the editor is written again. Oh, by the way, I earned my Raven award there over 5 years ago to put my name in the same pioneer logbook as Moyes and Pfeiffer. I have more time running on launches than Niver does in the air! So there you have it, the other side of the story. Or do ya'll folks lean right and work like the federal government, kind of sensor the meat and give the reader just soup to feed on? Once I contacted John Harris of Kitty Hawk
Kites when he was Region Director about the pot and beer at a site and nothing was said further about it. I was doing fine fly'n before these clubs and 14 years later I still am on top with premier sites without hassle. When will the bigheads learn that the clubs can't control all the sites? Not all buzzards share the same roost! NCHGA has more conflicts that you folks never hear about. Let Niver know that some fish never bite no matter how you bait the hook. After a decade and a half, 2 dozen sites, 40 gliders, 4 hour flights nearly a mile above the LZ, and many hair raising decisions and circumstances that would make most take up volleyball, Niver needs to remember that she is not talking to a dummy. It ain't who ya fly with or even where you fly but how you fly. Talking junk about me is like telling Richard Petty that he can't drive well. I'm planning on fly'n smoothly no matter how ruff things get with the clubs. My unit crest motto in the Army's 82nd Airborne was "We Maintain The Right" and my Paratrooper expertise as a demolition sergeant taught me two things; EXPERIENCE IS NO SUBSTITUTE FOR SAFETY & DON'T TAKE NO SHIT OFF THE ENEMY. USHGA LIFE MEMBER, TOM THOMPSON/SUNSHINE SOARER
Dear Editor, I would like to respond to the letter from "airtimes" Editor, NCHGA Treasurer. No negativity this time. I won't even mention that Tommy Thompson has more hang check time than she has air time. Although I fly unregulated sites, I fully support the USHGA. As long as the USHGA and the FAA have a good relationship, I will always be able to fly free! I don't know what Tommy's election to Regional Director would serve, but if everyone had his attitude towards safety Doug Hildreth's job would be a lot easier! I consider my rating an accomplishment, not a necessary evil. Thanks to Thompson my two goals in hang gliding have already been achieved. They are to have a good time, and to fly a perfect site. To close, I will always speak out when I disagree, but as long as there is sunshine and soaring, I will be a member of the USHGA. Alan White Winston-Salem, NC
HANG GLIDING
AIRMAIL ON BUYING AMERICAN Dear Editor, I certainly appreciate Mr. J.C. Brown's avid support and protectiveness of we American designers and manufacturers as stated in his letter entitled "Buy American" and published in your January issue. However, I am quite concerned about some seriously misleading statements contained in that letter reflecting on the evolution of our sport during the last 12 years. Some of the most important technological discoveries that have allowed our sport to progress have not all originated in this country: The keel pocket comes from Australia, the anti-luff (trailing edge) lines from New Zealand, Mylar inserts in the leading edge pockets from France, foam leading edges and variable geometry from England, to name a few. The purpose of my letter is not to count points and keep score. This country has indeed been a tremendous contributor in the evolution of hang gliding, both in safety and performance, but partly because it had access to the works, findings and products of other great contributors from all over the world. As an American designer and manufacturer I can attest that a free flow of ideas, resources, and finished products between various countries and markets have always been and will remain the catalyst for the technological advancement of our sport. And ultimately, it's the pilot who benefits the most from this free exchange. As for Mr. Brown's remarks about the superiority of the HGMA certification program, I must point out that the statistics fail to bear him out. The German Certification Board (DHV) is a government agency that has tested to date over 1,000 different glider models, resulting in an accumulation of data and experience that should not be underestimated. While the DHV testing methods are indeed different, they are nevertheless very sophisticated (i.e., three-component computer analyzed pitching test) and are internationally recognized (except perhaps in America) as a key factor in the safe growth of hang gliding the world over. In closing, my opinion, as a U.S. manufacturer is that U.S. pilots should buy and fly the products that represent the best value to them, with an emphasis on safety. It is up to we manufacturers to provide that value to our customers. Do not misunderstand me. I support and believe wholeheartedly in the HGMA program and my livelihood depends entirely on a MARCH 1986
"healthy and innovative" hang gliding industry, but this cannot be achieved by closing doors. Jean-Michel Bernasconi President Pacific Windcraft Ltd. BLATHER AND DRIVEL Dear Editor, This letter concerns the article by one E. Fair in the February Hang Gliding magazine. Besides his usual blather and drivel, Mr. Fair chooses to denigrate my normally impeccable flying. I would like to set the record straight. Mr. Fair alludes to an incident that occurred out on the badlands of Idaho. I was homing in on a perfect landing when I was suddenly confronted with a line of pilots in chevron formation all bending over in the official USHGA wind direction designation with their pants to their knees. In point position I saw what appeared to be a prize sow from the state fair when I realized to my disgust that I was looking at the exposed end of the aforementioned Mr. Fair. Folks, that was the most seriously ugly sight I've ever encountered, so I nosed in intentionally to prevent recurring nightmares. It seems to me that Mr. E. Fair conveniently distorts facts to suit his own position. Why, for instance, did he drop the "Y" from the end of his last name? Your kinks, Mr. Fair, are not unknown to the flying public. What about that pet merino you used to have? What about your penchant for wearing garter belts? Should I mention your hairy armpit fetish? At this point, Mr. Fair, E., the only way for you to redeem yourself is to come out here in West Texas and face me man-to-man. We'll start by downing a couple quarts of Muy Peligroso tequila, then hop on a brahma bull and dig in our spurs. Next, we'll snort some ground chili snuff, tie a knot in a diamondback, swill from a spitoon, swallow a scorpion and squat on a prickly pear with a Gila monster in our pants. Then, if you're still up to it we'll hike our gliders up a 2,000 ft. bluff and go one-on-one in the air with blow torches mounted on our noseplates. If all else fails, we'll shoot it out at the local corral. There just ain't enough sky for the both of us. Sincerely, Ned Negap
FLY AMERICA Dear Editor, I just finished reading the update about Fly America in the January issue. It sounds fantastic to me. Fly America can be a great boon for all of us - national attention, local fly-ins and popularity for local pilots, and a chance to show ourselves off in an exciting and professional manner. Please keep us posted! I want to contribute however I can. And local pilots: Send your cross country info in. If things get started now, Fly America can be the hang gliding event of 1987! Thanks, too for a great magazine. Keep up the good work! Peter Murray Dear Editor, The sport of hang gliding has arrived at an interesting crossroad. Recent statistics indicate that modern hang gliding is the safest form of aviation next to commercial aviation, but we still maintain a public image as a high-risk, daredevil activity. Just at a time when the sport has become safe and sane, it is deteriorating. Enrollment in the USHGA is down. Manufacturers, schools and shops have been singing the blues for some time now. To a large extent, the sport is made up of people who could not afford to participate in any other form of aviation and does not attract professional people to any great extent. This has not always been the case. In the early days of hang gliding, airline pilots and other professionals participated in the sport until the first waves of death in the mid-1970's. Insurance agents and worried wives soon put a stop to that. Those of us involved in the sport today know that it can be practiced with a very high degree of safety and that the majority of accidents are a result of pilot error and are, therefore, preventable. The problem is that the rest of the world does not know. What hang gliding needs is some favorable publicity on the national level - not a top pilot failing to hook in on national television. For the past few years, I have been involved in two projects whose intent is to create favorable publicity on the national level for the sport of hang gliding. The first is a movie. There has not been a major motion picture about hang gliding since Skyriders in the mid-1970s. I am currently working on a script, entitled Manwing, about hang gliding. I have talked with several production companies is Los Angeles and feel that it is perfectly feasible to get a movie made in 1987 or 1988. I 5
. would hope that it would have an effect similar to the impact that the movie Downhill Racer made on the sport of skiing and the career of Robert Redford many years ago. The second project is even more ambitious, but to understand it properly you need to have some background. For seven years now my close friend, Greg DeWolf, and I have had a personal dream to fly across the United States in a series of interconnecting hang gliding flights. Our basic plan was to take off in sight of the Pacific Ocean and fly east until we landed. When we landed, we would tow up, using Greg's car as a tow vehicle, and continue on our way, repeating the process until we reached the Atlantic Ocean, say, at Kitty Hawk, North Carolina, where the Wright Brothers first flew. We would bring my Toyota camper to live in en route and take along our girl friends as a ground crew. We figured the trip would take a good three months. It was to be the ultimate hang gliding barnstorming trip. Admittedly, there were problems. No one we ever talked to thought it was possible. Of
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6
AlRMAIL course, no one we talked to had ever tried it, or even seriously considered it, so we dismissed their negativity as sour grapes. Besides, we had that brash attitude towards the impossible - "Sure, we can do it; it just takes a little longer." We budgeted six months for the trip instead of three. We figured that would take care of its impossible aspects. Over the years the idea evolved beyond its initial barnstorming concept. As a response to the current needs of the sport we decided to turn it into a nationwide publicity tour for hang gliding. We decided that we could stop near towns along the way and stage airshows, that we could take our message about the wonder and safety of our sport right into the heartland of America. We figured that we could turn our cross country jaunt into the olympic torch of hang gliding - that we could rally local pilots along the way to come out and fly with us and fly in our airshows. We felt that we could get a national sponsor to put up enough money to support us on the road and a major hang gliding manufacturer to put up the gliders and other gear for the trip and a film crew to go along and film the whole thing. We decided to call our trip Fly
America. To get a commercial sponsor. we felt that we would have to prove the feasibility of our trip. To accomplish this, we figured that we should make a dry run. We would assemble our core team (three pilots including one woman, and a ground crew of four), get a winch, and go out into the desert for several weeks in the summer of 1986 and lay down some miles. If we could cover, say, 500 miles in two or three weeks, we felt that people would start to take us seriously. Then we could approach a sponsor. The cost of the dry run would be about the same as a summer vacation. If we failed to achieve our goal, we would sell the winch and cancel the trip, none the worse for having tried. If our dry run is successful, however, we think we will create a great deal of momentum. We have already talked with several commercial sponsors who are very interested in the project. We feel confident that the dry run will satisfy any reservations that they might have so that we can wrap up a commercial deal. With a commercial sponsor, we believe that we can settle a deal with a hang gliding manufacturer. A film crew will accompany us on the dry run. If successful, we are certain that they will want to continue with Fly
doing and an adventure. We feel that it will help promote the sport in a number of positive ways as well as draw the flying community together with a sense of purpose. We finally have an opportunity to strut our stuff on a national level and to try to overcome an image of the sport that has not been accurate for years. Raoul Mazzoni Fly America (213) 596-3009
SPOI' LANDING CORRECTION There was a typo in my last letter concerning the spot landing point system. Five points are awarded for landing withinn 50' of the spot, not the 10' indicated. More precisely, 5 points are awarded for landing between 25' and 50', as 8 points are awarded for landing within 25'. Chuck Rebert Menlo Park, CA
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America. And that, quite literally, is how a small impractical idea has grown into a grand vision for hang gliding. At this point in time, Fly America seems feasible to me. It is both worth
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WILLS WING SPORT:
THE WORD IS OUT!
During the last few weeks, a number of local dealers and pilots have flown the 167 SPORT. We thought you'd be interested in what they had to say about it. After flying for three years and owning three different double surface gliders, I went back to flying a single surface Gemini when I realized that the excess weight , long set up times and handling problems of the so-called " superships " had taken all the fun out of my flying . I still wanted the performance but I wasn't willing to put up with the hassles. Then I got a test ride on the new Wi ll s Wing 167 SPORT. I bought one. The SPORT is one of the nicest things to happen to hang gliding in a long time. The set-up was a snap, the weight is unbelievably light, the handling is great and the sink rate and UD are definitely right up there with the best. I can't wait till I get mine, and I hope everyone out there will give this glider a try. John Lochner
For seven years , since the Raven , I've been telling myself that the compromises of increased weight, stiffer, slower handling and increased difficulty in landing were worth it for the increased performance that came with each new generation of glider design. After flying the SPORT, I now know that I no longer have to make any compromises. I flew a SPORT side by side with an HP for three miles, and until we reached 40 mph I could see no difference in the performance. At the same time, the SPORT's combination of light, predictable handling and easy landing characteristics lead me to an inevitable yet joyful conclusion ; the fun is back! Ken deRussy The Hang Gliding Emporium
The 167 SPORT is the first of a new generation of hang gliders ; a great combination of handling and performance that is going to appeal to a great many pilots. Pat Denevan Mission Soaring
Four years ago, I set a site duration record at Jockey's Ridge in North Carolina. I did it on a Wills Wing Harrier because it had the best combination of sink rate and " right now" handling for the demands of soaring a one hundred and twenty foot sand dune for almost six hours. That record still stands. There hasn't been a glider designed since then with a better combination of soaring performance and handling until now. The SPORT is the double surface glider I would choose to go after that record , or any other goal that requires competition class performance combined with relaxed , responsive handling. Dan Skadal Hang Flight Systems
The SPORT is a real breakthrough. It has brought back the fun in high performance hang gliding. And it's almost as much fun on the ground as it is in the air. You guys have done it again ; I'll take five of them! George Whitehill Chandelle San Francisco
A QUOTE?! I just handed you a check for eight of these things and you want a quote too?! Get outta my face , I got ORDERS to process. Erik Fair Hang Flight Systems
SPORT orders are pouring in, and projected delivery times are climbing rapidly. We urge you to order yours soon, so you'll get it in time for the best of the summer flying season.
* * HGMA CERTIFIED * * FACTORY AND DEALER TEST FLOWN * *
MARCH
1986
1208-H E. Walnut, Santa Ana, CA 92701
(714) 547-1344/6366
7
UPDATE DAN RACANELLI ELECTROCUTED IN AUSTRALIA Internationally famous competition and aerobatic pilot Dan Racanelli was recently killed in Australia while attempting to rescue Rick Rawlings who had landed in power lines. Rawlings was not hurt, but Dan, who was grounded, was electrocuted. Dan's mother has asked that all money donated in memorial to Dan go to the USHGA World Team fund. Next month we will review Racanelli's hang gliding career.
the GfR. Bill Bennett of Delta Wing is bringing his 145 and 165 Lite Dreams and (?) Erik Fair is bring his cute self! Pacific Windcraft has offered to donate a "Sportswoman Award" to a deserving woman at the Fly-In. Pilots outside the Bay area needing a place to stay for the weekend should air out ther sleeping bags and contact Lynda Nelson at: 2141 Sunshine Drive, Concord, CA 94520.
Calendar AUG. 2-9: American Cup 1986. Hosted by
PACIFIC WINDCRAFT OFFERS NEW FAIRED DOWNTUBES TO U.S. Concerned over the increased risk of injury to pilots flying with streamlined downtubes, Pacific Windcraft now offers the new Safe-Edge faired upright. The Safe-Edge links a tough streamlined extrusion with a cushioning rubber trailing edge to form an aerodynamic profile. This configuration represents 12.9 times less drag than a standard 1" round tube. Safety is improved thanks to the rubber backing, whose flexibility minimizes the potential for injury during hard landings, and which provides a no-slip grip surface and shoulder cushioning during ground handling. The Safe-Edge down tube is being offered with all Pacific Windcraft Vision Eclipses. Contact your nearest Pacific Windcraft dealer, or Pacific Windcraft at P.O. Box 4384, Salinas,. CA 93912 (408) 422-2299.
GIRLS UPDATE Here's an update on the first "Girls Just Want To Have Fun" Fly-In being held at Ed Levin Park in Milpitas, CA on May 17 and 18. Appearing in person with ther 1986 gliders will be JeanMichel Bernasconi of Pacific Windcraft (look for their new small double-surface glider) and Rob Kells of Wills Wing. A representative for Moyes of Australia will be present with Steve's latest hot ship, 8
from L.A. International Airport to Lone Pine, acconunodation at base camp, transportation, retrieval crew, repair facilities, 100-mile certificate, prizes for longest flights. Food and gas money extra. Double surface glider rental $25.00/day. For reservation contact: Achim Hageman, Santa Barbara Hang Gliding Center, 29 State St., Santa Barbara, CA 93101. (805) 687-3119.
Hang Gliding Assn. of British Columbia. Six-man teams. Mt. Swansea, lnvermere, BC Canada. Open distance XC. Entry fee $100 per pilot. Contact: Hang Gliding Assn. of BC, 2960 Manitoba St., Vancouver, BC CANADA
Astronaut Bruce McCandless, left, was recently inducted into the First Flight Shrine at ceremonies of the First Flight Society, Kitty Hawk, North Carolina. McCandless was honored for design of the unit shown in the picture and its operation as the first untethered flight in space. At right is Vic Powell, president of the Society and USHGA board member.
RICH PFEIFFER FEATURED GUEST SPEAKER IN OWENS VALLEY XC SEMINAR The Santa Barbara Hang Gliding Center is proud to announce its 4th annual Owens Valley Cross Country seminar taking place in the Owens Valley June 28-July 6, 1986. Featured guest speaker will be Rich Pfeiffer who will be giving two lectures on high altitude launches, high altitude flying, XC techniques, competition flying, flying with oxygen, radios and cameras. He will also be on hand to provide air-to-air tips on how to fly the Owens Valley. Base camp will be set up at 10,000 feet to gain maximum altitude adjustment. The fee of $495.00 includes transfer
April 25-27: Monterey Bay (Marina) Steeple Chase. May 10·11: Manufacturers Demo Days. May 31.June 1: Mountain Clinic. June 7: XC Seminar. June 8: Chute Clinic. June 14-22: Owens Valley Tour. July 19-20: Mountain Clinic. Aug. 17-24: Hawaii Tour. Aug. 30-Sept. 7: Owens Valley Tour. Contact: Kitty Hawk Kites West, P.O. Box 828, Marina, CA 93933 (408) 384-2622.
Sept. 4-17: Masters of Hang Gliding. Invitation only. Contact: Joe Foster or Hugh Morton (704) 733-2013.
May 24.June 7: Tyrolean World Masters. Contact: World Masters Organization Committee, Post Office Box 31, A-6345, Kossen/Tyrol, Austria.
May 1-4: Fifth Annual Fort Funston Air Races. Contact: Kelly Dearborn, 43-B Downey St., San Francisco, CA 94107 (415) 431-6598.
May 9·11: 14th Annual Hang Gliding Spectacular. Jockey's Ridge, NC. Contact: Kathryn Howd (919) 441-4124.
May 24·26: 1986 Dry Canyon Fly-In. Pilot's meeting 8:00 AM May 24 at Space Hall of Fame, Alamogordo, NM. Entry $20 advance, $25 at LZ. Contact: Scot Trueblood, Box 1131, Ruidoso, NM 88345 (505) 378-34678. HANG GLIDING
UPDATE NEW ADDRESS Dennis Pagen's harness report gave an out-of-date address for Maybee Sail And Canvas in the last issue. The new address is: HC 55, Box 295, Fishtail, Montana 59044 (406) 328-6934.
WINDSPORTS CLINICS Windsports will be sponsoring several clinics in the Los Angeles area in April. They include: Instructor Certification Clinic, April 19-23 at Windsports. $150 tuition required by April 7, 1986. USHGA Intermediate skills required. Conducted by USHGA Certified instructor Greg DeWolf. On the 24th and 25th there will be a Skyting (truck towing) clinic led by Mike Halye and Jerry Forburger of Airtime of Lubbock, Texas. USHGA Intermediate rating required. $100 tuition by April 10. Also hosted will be a tandem Instructor Clinic on April 26th and 27th following the skyting clinic. USHGA Advanced rating required and $100 tuition by April 10. Contact: Windsports, 5219 Sepulveda Blvd., Van Nuys, CA 91411 (818) 988-0111 days, (818) 353-5580 eves.
HGMA COMPLIANCE VERIFICATION SPECIFICATION SHEET NOTE: These specifications are intended only as a guideline for determining whether a given glider is a certified model and whether it is in the certified configuration. Be aware, however, that no set of specifications, however detailed, can guarantee the ability to detennine whether a glider is the same model, or is in the same configuration as was certified, or has those peifonnance, stability, and structural characteristics required by the certification standards. An owner's manual is required to be delivered with each HOMA certified glider, and it is required that it contain additional airworthiness infonnation.
MARCH 1986
Glider Model: SPORT 167 Manufactured By: Wills Wing, Inc. 1) Weight of glider with all essential parts and without coverbags and nonessential parts: 59.8 2) Leading Edge Dimensions a) Nose plate anchor hole to: 1) Crossbar attachment hole 131 2) Rear sail attachment point 232-233.5 b) Outside diameter at: 1) Nose 1. 97 2) Crossbar 2.05 3) Rear sail attachment point 2.05 3) Crossbar Dimensions a) Overall pin to pin length from leading edge attachment point to hinge bolt at glider centerline 119. 9 b) Largest outside diameter 2.44 4) Keel dimensions; least and greatest allowable distances, whether variable through tuning or through in-flight variable geometry, from the line joining the leading edge nose bolts to: a) The xbar center load bearing pin 40-43 b) The pilot hang loop 55.5 - 58.5
2) Leading Edge Dimensions a) Nose plate anchor hole to: 1) Crossbar attachment hole 121 2) Rear sail attachment point 224.75 b) Outside diameter at: 1) Nose 1.75 2) Crossbar 1.875 3) Rear sail attachment point 1.625 3) Crossbar Dimensions a) Overall pin to pin length from leading edge attachment point to hinge bolt at glider centerline 104.75 b) Largest outside diameter 2.125 4) Keel dimensions; least and greatest allowable distances, whether variable through tuning or through in-flight variable geometry, from the line joining the leading edge nose bolts to: a) The xbar center load bearing pin 44.5 b) The pilot hang loop 62.75-63.75 5) Sail Dimensions a) Chord lengths at 1) 3 ft outboard of centerline 91 2) 3 ft inboard of tip 49 b) Span (extreme tip to tip) 384
5) Sail Dimensions a) Chord lengths at 1) 3 ft outboard of centerline 76.5 2) 3 ft inboard of tip 45.25 b) Span (extreme tip to tip) 402
7) Recommended Pilot Weight Range: 150-250
6) Location of Information Placard: Keel Location of Test Fly Sticker: Keel
8) Recommended Pilot Proficiency: Hang II
6) Location of Information Placard: Keel Location of Test Fly Sticker: Keel
7) Recommended Pilot Weight Range: 140-210 8) Recommended Pilot Proficiency: III Glider Model: Vision Eclipse 19 Manufactured By: Pacific Windcraft 1) Weight of glider with all essential parts and without coverbags and nonessential parts: 64
US Airwave Offers: • Deafer Service .. • After Sales Service • • Complele Parts lnvenlory • • Stock Glider listing •
for the M Ill & IV featuring • Revolutionary Hardware • • Proven Competition Record • • Recreational & Comp. Options • • US Tubing S12es • • European Certificat1on • Write for info Pack to: Airwave Glider P.O. Box 1153 • Mercer Island, WA 98040
206-622-8132 • 537-2297 • Telex 296585 BOO Mercer• Seattle. WA 98109 Dealers Inquire
9
USHGA REPORTS
1985 USHGA Awards
sites, safety seminars, reaching out to the public and new-member programs. The award recognizes the Chapter considered to have conducted in the current year the most outstanding programs in beginner and novice activities, site procurement, safety, membership, and civic service. The award was commissioned in 1983.
by Vic Powell
PAST RECIPIENTS 1983 Capitol Hang Glider Association and Maryland Hang Gliding Association 1984 Tennessee Tree Toppers NEWSLETTER OF THE YEAR Skyline, Capitol Hang Glider Association, Washington, D.C.
National awards administered by USHGA were presented in Las Vegas, Nevada at the 1986 Spring meeting of the Board of Directors. The awards recognize outstanding activity in several areas of the sport. PRESIDENTIAL CITATION - Mike Meier Under his leadership as president, the Hang Glider Manufacturers Association produced a certification program that has been recognized by the Federal Aviation Administration as complying with Part 103, thereby helping the sport to meet the FAA's call for self regulation. His leadership in re-writing the pilot proficiency rating system to include required witnessed tasks and operating limits provides a helpful tool for instruction. And he provided a major leading role in devising USHGA's competition points system. The presidential Citation is presented to the member considered to have made significant contributions to the sport. The activities need not have occurred in the current year. Commissioned in 1972, it is the sport's oldest and highest noncompetition honor. 1972 1973 1974 1975 1976 IO
PAST RECIPIENTS Volmer Jensen Francis Rogallo Bennett, Dickerson, Myers Richard Miller Lloyd Licher
1977 1978 1979 1980 1981 1982 1983 1984
R. V. Wills Bill Bennett not awarded John Lake not awarded Pete Brock, Roy Haggard Dennis Pagen Donnell Hewett
EXCEPTIONAL SERVICE AWARD Liz Sharp Sharp is recognized for her leadership role in administering the Association's competition program, for her coordination of finances and logistics of the 1985 world team, and for her vital support of the competition rules committee. The Exceptional Service Award is presented to the member who has provided the most outstanding volunteer service to USHGA at the national, regional, or local level during the current year. The award was commissioned in 1983. PAST RECIPIENTS 1983 Vic Powell 1984 Erik Fair CHAPTER OF THE YEAR - Wings of Rogallo, Cupertino, CA Wings of Rogallo is recognized for leadership in a number of activities that provide outstanding support and development of the Chapter, service to members and the sport of hang gliding; including membership growth, increasing flying
Skyline is recognized for its overall excellence in support of the sport and its sponsoring organization. The publication has shown consistent high level effort on the part of its editor, Eddie Hyder, and of individuals who write for the newsletter and produce it. The excitement, beauty, and spirit of the sport are exhibited in each issue. The award recognizes the most outstanding hang gliding newsletter series in the current year for service to members, layout, article variety, safety promotion, and pictures. The award was commissioned in 1983. HANG GLIDING
USHGA REPORTS conducted by members and Chapters that are serving to help the sport grow and be more meaningful to its participants. The spirit of our sport is in good health. To be forced to choose, as the Awards Committee members had to do, was difficult. But it was also enjoyable in that it COMMENDATION brought to our attention the fact that Doug Hildreth - For his dedicated serthere are so many people and so much vice as chairman of the Accident Review being accomplished across the country Committee. The information he compiles that deserve recognition. The Committee and produces provides a vital indicator believes that the nominations it received for Association safety programs, and is were only a portion of the excellent acTHANK YOU an excellent resource for the sport and tivity being sponsored by members and general public. These awards are the Association's Chapters. Our sincere thanks to those Free Spirit Hang Gliding Club, Elmira, method of publicly saying 'Thank You' to who made the effort to submit NY - For their annual Hang Gliding those individuals or organizations who nominations. Festival each Labor Day weekend. It have performed excellent service. In the October issue a call for 1986 serves as an excellent opportunity for A number of nominations were reaward nominations will be issued. We flyers of all rating levels to participate ceived for the awards, indicating an apurge members to submit nominations and together, and presents the sport to the preciation by the members of the value thereby take advantage of the opportunity public in a positive manner. of recognizing outstanding volunteer perto bring national attention and acclaim to Branches Newsletter, Tennessee Tree formance. As a member of the Committhose who are helping hang gliding conToppers, Lookout Mtn., TN - For contee it was a heartening experience to be tinue to advance. USHGA enjoys saying sistent excellence in production. It is a informed about a number of activities : ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ - - - - - C - - ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ _ , _ - - - - - - ' - - - - -"Thank ' - ' - ' - - -You."• --'----~'--~~~~~~~~~~ PAST RECIPIENTS 1983 Windwriter, Houston Hang Gliding Association 1984 Air Times, North Carolina Hang Gliding Association
polished publication that reflects well on the sport and is of value to Chapter members. The award recognizes a member, Chapter or its newsletter exhibiting volunteer service to the sport that is of excellent quality and significant importance to the Association. The volunteer work may have begun prior to the current year, but must be ongoing or have been completed during the current year. The award was commissioned in 1985.
WOULD YOU PAY 30¢ FOR A MAGAZINE YOU DIDN'T RECEIVE? HELP US ELIMINATE COSTLY POST OFFICE RETURNS
DON'T MISS THE LATEST ISSUE BY FAILING TO NOTIFY USHGA OF YOUR CHANGE OF ADDRESS! NAME
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Your USHGA now pays 30¢ for every member who moves and doesn't report his or her address to the USHGA in time to make the change on the mailing list for the next issue of HANG GLIDING magazine. The Post Office returns undeliverable magazines to us and charges us 30¢. In the final analysis we are all paying for magazines that never get read. Please remember to let the USHGA know immediately when you move. Thank you for your cooperation.
AWMINUM TUBING & HARDWARE, SAILCLOTH, & ACCESSORIES
LAST ISSUE RECEIVED _ _ _ _ _ _ _ _ __
ANODIZED 2-19 LENGTH & PRICE 7/8" X .058 X 12' ............... 1.65 ft. 1" X .049 X 12' ................ 1. 75 ft. 1-1/8" X .058 X 12' ............. 2.22 ft. 1-1/8" X .095 X 12' ............. 2.90 ft.
(Please allow four weeks for Processing)
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Please Note: You must notify your post office that you will pay forwarding postage on your second class mail or you may miss an issue.
Catalogue
USHGA, Box 66306, Los Angeles, CA 90066
$3.00
MARCH 1986
331 14th St., Dept. HG Colorado Springs, Colorado 80904
(303) 632-4959 11
COMPET[TION CORNER THE 1985 GREAT RACE by Pam Bates
Rob
Kells, bar to his knees, flying the just-released HP, wires stripped, minimum drag and only one goal - to race his new glider down this gorgeous piece of unbroken ridge, turn it around and cross the start/finish gate faster than anyone else! The place was Lookout Mountain Georgia, where Lookout Mountain Flight Park is located 11 miles south of Point Park, where the 82-mile ridge comes to an abrupt end, creating a panoramic view of Chattanooga Tennessee and the Tennessee river below. The date was November 1984, and the scene of the 1984 Great Race; the course was the 11 miles to Point Park and back. Rob Kells just broke the previous record of 33 minutes 7 seconds owned by Matt Wagner who was flying a Comet I 185 OVR. Rob Kells' time was 32 minutes 42 seconds. That was 1984 and this is what took place in 1985. The Great Race started the 23rd and 24th of November, 1985 with marginally soarable or sledride conditions, depending on when you flew or who you were, but due to the lack of "Pointable" conditions, we postponed the racing part of the Great Race till the next soarable weekend. Jean-Michel, Natalie, and their daughter Colette Bernasconi from Pacific Windcraft Ltd. were here to showcase their new glider, the "Eclipse." Many pilots were able to steal a ride on Pacific Windcraft's new sporty, high-performance fun glider. Michael Robertson, from High Perspective in Canada, Designer of the ever-popular safety wheel (the big brown or newer big blue wheels you have come to love and trust) was here to deliver 200 pairs of wheels and to participate in the activities. John Harris from Kitty Hawk Kites East was here to check out the hot new "Eclipse" and to join in the festivities, and to exchange
12
ideas with Lookout Mountain Flight Park as to ways to generate more growth and safety for hang gliding through our flight schools. Thanks so much to these people for all their hard work to help make hang gliding what it is today. Even though we weren't able to race Sunday, we still had a lot of flying going on. There was a list as long as your am1 of pilots who wanted to find out what everyone who had flown the Eclipse was raving about. That kept Jean-Michel about as busy as a one-legged man in a butt-kicking contest. Still, most pilots were able to get a ride by the day's end. We spiced up the sledrides by conducting an informal spot landing contest. More than twenty pilots chipped in two dollars each with the total purse going to the one person who could get the closest to the bull's-eye. The contest was such a success that we decided to make it an ongoing event, but that's another story. The winner of the spot landing contest was Matt Taber, flying an Eclipse. Matt planted his feet directly on the X of the bull's eye. Jean-Michel Bernasconi was second, landing his Pacific Windcraft Vision two feet from the spot, while Ron Benschneider landed his Esprit, also a Pacific Windcraft glider, less than four feet from the bull's-eye. The next soarable weekend arrived with conditions that were much lighter than previous years. With the unseasonably warm weather and southeast winds, it had been months since anyone had flown to the Point the point of Lookout Mountain overlooking Chattanooga, a Hang II flight of 21 miles round trip in soarable conditions. A lot of pilots were anxious to "just get some air time," because conditions didn't look that good for flying to the Point. As the day progressed, so did the conditions, starting to peek at 15 mph from the north. At the end of the day, fifteen gliders had made it. The different strategies ranged from getting as high as possible and conserving altitude, to going down and back without doing any 360's and somewhere in between. It was exciting to
see everyone enjoying conditions for which they had waited so long. When the day ended, Matt Taber had taken first place flying a Magic IV with a time of 42 minutes. Christel Achmus placed second flying a magic IV, with a time of 44 minutes, and Phil Harper flying a C-2 took third with a time of 54 minutes. The times were slow compared to last year, when Rob Kells flew his HP to a new record; we just didn't have the conditions this year. When Rob broke the record last year, the winds were from the northwest between 25 and 35 mph. This year, they were 10 to 15 mph crossing from the north. The top three times to the point and back are as follows: fastest, Rob Kells, WW HP - 32:42; second fastest, Matt Wagner, Comet I 185 OVR - 33:07; third fastest, Matt Taber, Comet 165 Cl OVR 33 :27. Second and third fastest were still faster than 1984's second and third places! Next year we expect a new record! Mark your calendar for November 29th and 30th (rain dates will be the next soarable weekend). Who will have the fastest time next year? Is it possible in 1986 to fly the 21-mile course in less than 30 minutes? The challenge is on. Come to Lookout for Great Race '86; we guarantee you a great time, camaraderie, good food, parties galore, flying for everyone, spot landing contests, in-air scavenger hunts and of course, the Race to the Point and back. From Hang II to IV pilots, we will all have fun! The winners of this year's Great Race received trophies and red satin jackets. All the registered pilots' Saturday night dinner and beer were included in the $20 entry fee. Sign up early for next year. We're limited to about 45 entries. Last, but certainly not least, thanks to the officials who stayed outside in temperatures that were well below freezing the entire time: Joanne Bliss, launch director, Lydia Slatton, assistant to Joanne, and Dick Reynolds, Point official.•
HANG GLIDING
COMPETITION CORNER 1986 U.S. NATIONALS CHELAN,WA by C.J. Sturtevant This is to announce that the 1986 U.S. National Hang Gliding Championships will be held in Chelan, Washington. The contest dates are July 12th through July 20th with July 16th being a possible rest day and July 21st being a possible rain day.
THE CONTEST As in 1985, the contest will consist of 8 days (hopefully) of cross country racing to goal. The tasks will vary from straight line distance, goal and return, or turn point(s) and goal or return. Task distances are expected to range from 30 to 107 miles, dependent on weather conditions. PILOT REQUIREMENTS Pilots wishing to enter the '86 Nats must be rated at least USHGA Intermediate and have the special skills FSL, TUR, X/C, and RLF. USHGA cards will be checked at sign in and pilots without cards or missing the proper ratings will not be permitted to compete. EQUIPMENT REQUIREMENTS All gliders must be certified by the HOMA or equivalent organization in their country of origin. Gliders must be in certified configuration. All pilots are required to have and use helmets and parachutes. 35mm cameras will be required for all goal and return and turn point tasks. Two way radios will be permitted. PROVIDED SERVICES The meet organizers will be providing, in addition to personnel to run and score the meet, the following services: l) Ground transportation - up the hill in the morning for both pilot and glider and gear. Retrieval was not needed for the most part last year due to the number of personal vehicles going to goal and therefore will not be provided this year.
2) Camping - The City of Chelan was very impressed with the way the pilots conducted themselves in the city during the '85 Nats and therefore will be helping us to get a place to camp in or very near the city. If all goes as planned there will be no fee for camping for competitors or support personnel.
ENTRY FEES Entry fees will be the same as the '85 Nats: Region 1: $250.00 Region 2: $225.00 Region 3: $225.00 Region 4: $225.00 Region 5: $225.00 Region 6: $225.00 Region 7: $200. 00 Region 8: $200. 00 Region 9: $200.00 Region 10: $200.00 Region 11: $225 .00 Region 12: $200.00 Alaska, Hawaii, Virgin Is.: $100.00 Foreign pilot invites (5): $100.00 Other foreign: $250.00 Pilots interested in the financial considerations which make these fees necessary may get a copy of the '85 Nats financial statement by contacting Cloudbase Country Club, P.O. Box 629, Issaquah, WA 98027-0629.
ENTRY PROCEDURE The entry procedure will be much the same as the '85 Nats. Pilots wishing to compete in the Nats should get a registration form from their regional director or from Cloudbase Country Club. Pilots should send the completed form with photo for media and $100.00 registration fee to C.B.C.C. by the registration deadline of June 13th. The $100.00 registration fee must be a certified check or money order and applies towards the entry fee, but is not refundable unless all 80 slots are filled for the Nationals. No personal checks will be accepted. (We had some bounced checks last year that were never made good.) On June 14th, slots will be filled in the
following order from registered pilots: 1) Top three finishers from '85 Nats World class. 2) Top three finishers from '85 Nats Sporting class. 3) Top ten USHGA ranked pilots as of 1/1/86. 4) Pilots qualifying for positions from regionals. 5) Five invited foreign pilots. 6) Pilots ranked in the top 100 as of 1/1/86. 7) Other pilots by registration postmark date. After June 13th, available slots will be filled first come, first served to any pilot meeting the entrance requirements. Note that in the last several Nationals there have not been a full complement of pilots. Pilots meeting the entry requirements who wish to fly in the Nationals are encouraged to register. Regions not completing their regionals in time to meet the registration deadline may hold their slots by paying the appropriate registration fees.
SCORING Scoring again will be much the same as last year. The scoring method will be normalized TET. Each day the scores will be tallied in three ways: the combined class scoring of last year, the World Class scoring, and the Sporting Class scoring. The World and Sporting class scoring results are intended only for use in trophy selection and the USHGA Competition Point System which recognizes the class distinctions. ACCOMMODATIONS Pilots wishing not to camp in the Nationals camping area may get information on RV camping, Hotels, Motels, Condos, etc. by contacting the City of Chelan, P.O. Box 1669, Chelan, WA 98816 (509) 682-5031 or The Cascade Loop Association, P.O. Box 225, Chelan, WA 98816 (509) 682-LOOP. PRACTICE The official practice date is July 12th, however, pilots are encouraged to come (continued on page 16)
MARCH
1986
13
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• POWERED ULTRALIGHT TRAINING COURSE This is the only training course written by an ultral ig ht instructor. Eleven lessons and eleven related groundschools (t wenty-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.
* * * DEALER INQUIRIES INVITED * * *
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I NAME - - - - - - - - - - - - :ADDRESS ICITY , STATE - - - - - - - - !COUNTRY/ ZIP
USHGA PRESIDENT
The
returns of this year's survey were down slightly from last year's. I tabulated 1,102 fotms, which was 19.0% of the pilot population compared to the 22. 2 % return rate last year. For your reference, the regions are listed below:
1985 USHGA Questionnaire
11 12 -
Alaska, Washington & Oregon Northern California & Nevada Southern California & Hawaii Arizona, Colorado, Utah, New Mexico, El Paseo - Texas North & South Dakota, Idaho, Montana, Nebraska & Wyoming Kansas, Missouri, Oklahoma & Arkansas Illinois, Indiana, Wisconsin, Michigan, Minnesota & Iowa Connecticut, Maine, Massachusetts, New Hampshire, Rhode Island & Vermont Washington DC, Delaware, Kentucky, Ohio, Maryland & Pennsylvania Alabama, Florida, Georgia, Tennessee, North & South Carolina, Mississippi, Puerto Rico & the Virgin Islands Louisiana & Texas New York, New Jersey
Reg.
1
2
3
4
5
6
7
Mem. '84
366 351
1182 1195
1021 1034
569 608
123 147
145 147
334 367
Fms '84
71 93
186 233
217 277
96 130
34 24
47 20
69 88
% '84
19.4 26.5
15.7 19.5
21.3 26.8
16.9 21.4
27.6 16.3
32.4 13.6
20.7 24.0
Reg.
8
9
10
11
12
Foreign
Mem. '84
367 377
625 675
461 472
167 197
452 498
219
Fms. '84
36 97
100 152
110 113
46 27
70 72
23
% '84
9.8 25.7
16.0 22.5
23.9 23.9
27.5 13.7
15.5 14.5
10.5
12 34-
567 8-
9 -
10 -
MARCH
1986
by Russ Locke
Following is the number of members in each region, the number of forms received in each region and what percentage that represents. Directly below each number is the same number taken from the 1984 survey.
Wills Wing .............. 29.0% (28%) UP .................... 24.6 % (27%) Delta Wing ................ 9.0% (6%) Airwave .................. 5.5% (5%) Pacific Windcraft ........... 5.6% (5%) Flight Designs ............. 5.8 % (8 %)
Most of the results of this year's survey matched last year's. The average pilot age is 34, the same as last year. The average age of the gliders we are flying is 2.4 years; last year it was 2.5 years. The gliders we are flying are listed below by manufacturer. The numbers in parentheses are last year's numbers.
Our average air time went down from 26 hours in 1984 to 15 hours in 1985. Women make up 6.6% of the pilot population. There were 199 unreported accidents which was 18.6 % of the forms returned. This compares to last year's figure of 183 accidents or 13.6 % of the forms. Under the subject of competition, 78. 5 % of us received adequate notice of our regionals which compares to 68.6 % last year. Of those who didn't enter their regionals, 38.9% were not interested in competition, 6.3 % didn't get enough notice, 25 % felt they weren't a good enough pilot for competition and 29.8 % had some other reason for not entering, such as "we didn't have a regional" which happened in several regions. We asked a couple of essay type questions and got some interesting answers. When asked what attracted you to the sport, the overwhelming answer was "the sheer beauty and enjoyment of flying like a bird." It was stated dozens of different ways, but the meaning was always clear. There was a tie for the number two answer between, "it is the most inexpensive way to enjoy flight" and "I saw some pilots flying and had to try it." The next most common answer was "a friend got me into the sport."
15
USHGA PRESIDENT There were also a lot of answers about the sheer thrill or rush of flying off of a mountain. When asked what suggestions you have for getting new people into the sport you answered most often "better public exposure of our meets and events." The second most common answer was to "emphasize the safety of the sport to the public." The third most common answer was a tie between several comments that included, "Produce a good video/movie of the sport like Warren Miller does for skiing" (some people even suggested we hire Warren to do it), "more easily accessible training sites," "better access to good instructors;' and "lower the initial cost." When asked what you would like the USHGA to improve next year, three answers tied for most mentioned. First, "more public exposure for the sport," second, ''A site guide or more information on flying sites" and the third, interestingly enough, many people thought that those managing and working for the USHGA were doing a very good job and encouraged them to "hang in there." The next most common answer was "to increase membership in the organization." Behind that were a number of comments about "updating the current rating system, getting better insurance, making the office operation more efficient, run more glider and equipment reviews in the magazine, focus articles on the weekend flyer and not the competition pilot, expand the magazine circulation to newsstands, college campuses etc., and last but not least, clean up the organization's financial situation." Now comes my favorite part - where I get to deviate from the facts and make comments about all the things I read between the lines (at least my impression of them). First of all, it seemed to me that there are an awful lot of new poeple getting into the sport. The average air time per pilot dropped significantly from last year and most of the reasons people gave for not competing in their regionals were comments like "I'm only a Hang 1 or 2"
16
or "I've only been flying for a year (or less)." Unfortunately, in streamlining the questionnaire, we left out the question we had last year, which asked "How long have you been flying?" which would have given us the answer for sure. If there are a lot of new people getting into the sport, it means that they have the same random ages as those already in the sport (average = 34). And since the numbers are still declining slightly, it also means that a lot of existing pilots are either getting out of the sport, not renewing their membership or both. We already know some of this is true and we will be taking some specific steps in 1986 to minimize this. The 6.6% women pilots surprised a lot of people. Previous figures have put this figure in the 2 % range. It is definitely a growing trend in the sport. What I also found interesting is that the women pilots were scattered around the country and not concentrated in places like Los Angeles or Chattanooga like I expected. Thanks again to all of you who took the time to send back your questionnaires. The information we get from them continues to be valuable to your Board of Directors in planning services to meet your needs as well as just being plain interesting.• (continued from page 13)
(Competition Corner)
to compete in the 1986 Chelan Classic. This open distance meet will be run from July 4th through the 7th, and is expected to generate a considerable number of CPS points as it has in the past. The entry fee is expected again to be only $35.00 or $100.00 in sponsor donations. All proceeds from this meet go to help sponsor the special Olympics, a very worthy cause. Past years have generated several thousand dollars of donations to the Special Olympics. For entry information and a sponsor sheet, contact Cloudbase Country Club at the above address. Questions: Call C.J. Sturtevant, (206) 888-3856.
1985 RANKING FOR 1986 COMPETITION SEASON Points Name 1391 1 Rawlings, Rick 1282 2 Smith, Stew 1226 3 Pfeiffer, Rich 1169 4 Kells, Rob 1082 5 Fisher, Lee 1026 6 Bennett, Mark 1018 7 Brown, Ken 1009 8 Case, Bruce 998 9 Lee, Jim 967 10 Greblo, Joe 11 Osterlund, Howard 914 892 12 Woiwode, John 13 Kernohan, Kevin 877 14 Tudor, Larry 850 15 Christopherson, K. 826 16 Dunn, Mark 811 805 17 Goss, Ed 791 18 Pearson, Steve 771 19 Wilkins, Terry 768 20 Adams, Randy 739 21 Lehman, Pete 22 Brakefield, John 729 23 Kenworthy, Mark 729 727 24 Luna, Steve 715 25 Uchytil, Jerry 713 26 Macustri, Sergio 704 27 Little, Dave 702 28 Huey, Jeff 696 29 Jones, Chuck 649 30 Jacob, Rick 633 31 Gordon, Don 624 32 Phillips, Tom 616 33 King, Mike 614 34 Bye, Kevin 612 35 Zeiset, Jim 610 36 Blythe, Gene 605 37 Sauer, Richard 597 38 Robinson, Paul 595 39 Bennett, Jeff 593 40 Altig, Rich 577 41 Daily, Mike 569 42 Burnett, Jeff 545 43 Leach, Pat 543 44 Pagen, Dennis 542 45 Martin, Harry 542 46 Huss, Ian 534 47 Bitker, Al 520 48 Kidder, Russ 514 49 Johnson, Doug 512 50 Brown, J.C.
Region 3 10 3 3 1 2 1 7 4 3 2 7 3 4
5 10 4 3 3 8
9 5 1 3 7 2 1 3 3 10 3 10
5 1 4 3 2 3 I
5 I 8 4
9 3 4
5 5 7 4
HANG GLIDING
Final Report
1985 ACCIDENT REVIEW The First 15 Years by Doug Hildreth The accident review article which appeared in the January issue of Hang Gliding magazine was not the final accident review article for 1985. It was an interim report that was submitted to the Board of Directors' October meeting, and was intended to inform the Board of the interim status as of September, and if the decision was made to publish it, stimulate the membership to report any other accidents before the end of the year. -Ed
Hang gliding has been around about 15 years now. Some things have changed and some things have stayed the same. Today's hang gliders are aerodynamic, airworthy, and strong. Modem teaching methods are safe and effective, and parachutes are nearly universal - a far cry from our beginning days. Men and women have not changed much in the past 15 years; Mother Nature has not changed much in the last 15,000 years. At first, it was all fun, a little sunburn, and some sand in your teeth. But then, we reached higher into the skies, and further into the unknown. In the early 1970's we discovered that pilots could be hurt and killed. As with any new sport, numerous enthusiasts flocked to the slopes to try their new wings. In part because of primitive gliders, in part because of overenthusiastic participants, in part because of inadequate or absent instruction, and in part because of ignorance about the air and its behavior, pilots fell from the sky in droves. In the eighties our fatalities have steadily fallen, reaching at the present time what is probably an absolute minimum. We are now a mature sport. Our equipment is sophisticated, our knowledge is extensive, our instructional programs and informational distribution system are well established, and thrill-seekers have moved on to other activities. Despite these facts our public image MARCH 1986
regarding the risks and dangers of hang gliding is still five to seven years behind; we are in fact a mature and respectable sport from the safety standpoint.
FATALITIES There were six foot-launch fatalities in 1985. There was one towing fatality. A tandem pilot and his passenger were also killed. LAUNCHING AND LANDING There were 112 crashes on launch and 93 crashes on landing. This represents twothirds of the total accident reports we received. Poor, weak runs, nose too high, no wind, crosswind, or downwind conditions predominate the scenario. The higher performance gliders don't help the situation. There appears to be an increase in problems with experienced complacent pilots who know better. Landing problems involve both set-up and final. More cross-country flights and outlandings contribute. Mid-day thermal turbulence, either in the familiar or unfamiliar landing zone, accentuate the problem of setting up a proper approach and executing a smooth final. Thirty-two pilots flew into something on their landing approach. In general, pilots are still flying too slowly through the approach and on the final pattern. These remain our biggest problems year after year. They are not very exciting or glamorous, but they are something that we can fix. They require all of our effort, both as an organization and as individual pilots as we stand on launch ready to take that first step; as we turn on final ready to take that last step. IN-FLIGHT STALL There were 17 in-flight stalls. Novice or early intermediate pilots early in their altitude experience launch, fly, then slow down, and turn back into the hill. In some it's their first altitude flight. In others it's
their first attempt to ridge soar. It's a dangerous time. Keep the speed up! ADVERSE WEATHER Strong weather contributed to 47 accidents. It's my impression there are more thermal-induced accidents and a decrease in strong wind accidents. There are always a number of "everyone else broke down, but he decided to launch in spite of conditions ..." There were 14 weather-related tumbles. In 10 of these, the gliders broke, but in four of these, the gliders did not break. (This is new; at least the percentage is. What it means is that some gliders are now strong enough to tumble and not break.) These pilots either "flew them out", or after floating upside down for a while became anxious and threw their chutes. As has been said, there is a piece of turbulence out there that can tumble any of us. Understanding the nature of a thermal makes it easy to see why. Most scenarios read, "There I was, flying along in mild turbulence, minding my own business, and Wham! I was upside down." But several pilots knowingly flew into trouble: dust-devils, thunder squalls, and the like. A concerning thing about reading these reports is that most pilots appeared unaware that it could happen to them.
MISCELLANEOUS There were four failures to hook in. This is down from last year, I hope because we are trying harder. It's just like crashes on launch, however, which we effectively reduced a few years ago, but then allowed to creep back to its former levels. Hook-ins will do the same unless we have a continuous, vigorous, ongoing effort by everyone. There were six aerobatic accidents. There were two primary structural failures in "well-used" gliders. There were two mid-air collisions. Again, someone landed in the surf. There were several reports of speed rails improperly mounted, catching, hooking, jamming, or failing under high stress. 17
PARACHUTES There were 22 successful parachute deployments. There was one partial opening. One parachute bridle either failed or was severed by the glider. There were two accidental deployments without injury. These pilots emphasized the importance of actually practicing reaching for the parachute handle numerous times during their flights, mentally practicing deployment while flying, and the value of parachute clinics. I still believe an ejectable glidermounted parachute system is the best.
to sustain a tumble. 10. Steel locking carabiner. 11. Carry a knife. 12. Our helmets need a face protector.
TOWING There was only one towing fatality, at the very end of the year. I received very few official accident reports on towing. The only air-to-air towing report I received involved Chris Bulger. Since he was the tug pilot, flying an ultralight, officially he is not part of the hang gliding fatality statistics. RECOMMENDATIONS 1. A national and personal effort to reduce crashes on launch. 2. A national and personal effort to plan landing approaches carefully and execute the final perfectly, particularly in turbulent thermal conditions. 3. Make certain novices are flying fast enough on their first altitude flights and their first soaring attempts. 4. Get good help on windy launches. 5. Remember to hook-in. 6. Avoid mid-air collisions. 7. Make sure everyone has a parachute. 8. Consider a glider-mounted ejectable parachute system. 9. Continue to build gliders strong enough
FINAL COMMENTS The USHGA has always felt that accident analysis and information dissemination are a crucial aspect of our sport. We can only become better and safer by analyzing our mistakes. Almost any hang gliding accident can result in death or the same type of accident may result in no injury at all. It is only by studying aJI accidents, and by minimizing the number of all hang gliding accidents that we· can reduce injury and death. The USHGA wants to hear about all accidents or incidents. The value and benefit of a near miss is just as important as a fatality - so please send us everything! Our records are kept confidential. You don't even have to include your name. Remember also these statistics represent the 50 United States: not Canada, not Mexico, and only hang gliding, not powered ultralights. We can only analyze what we get. I'm very certain that for the past several years we have known about every hang gliding fatality in the United States. But it's only through you, the pilots and friends of hang gliding, that any of this is possible. My thanks to Mike Meier for the Wills Wing records, again this year the only manufacturer to forward accident reports; to those of you who sent in your first accident report this year; and especially to those of you in that elite corps of pilots who send in report after report, year after year. Hang gliding is a spectacularly beautiful sport. We have matured in the last 15 years.
But there remains a small inherent danger, which cannot be eliminated. We have everything it takes to make the next ten years something of which to be really proud. Pride in where we have been, what we have done and where we are going. Be part of that growth!•
CAUSES OF ACCIDENTS Crash on launch .................. 112 Crash on landing .................. 93 In-flight stall ...................... 17 Flew into something ............... 32 Failure to hook in .................. 4 Strong weather ................... .47 Aerobatics ........................ 6 Mid-air collision ................... 2 Parachute Successful deployment ............ 22 Unsuccessful deployment ........... 1 Accidental deployment ............. 2
INJURIES Head ............................ 24 Face ............................. 9 Chest ............................ 22 Abdomen ......................... 2 Back ............................. 3 Pelvis ............................ 5 Shoulder ......................... 17 Arm ............................ 30 Elbow ............................ 8 Forarm (wrist) ..................... 8 Thigh ............................ 5 Calf ............................. 11 Ankle/foot ........................ 24 Paralysis .......................... 2
HANG GLIDING FATALITIES
1970 1971 1972 1973 1974 1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 18
FOOT LAUNCH 0 2 4 9 40 32 38 24 23 30 22 16 11 11 4 6
TOW
TANDEM
1 5 1 3 4 1
2 HANG GLIDING
FOOT LAUNCH FATALITIES DATE
NAME
AGE
EXPERIENCE
1/25
Ron Borthwick
29
Intermediate
3/6
Carolyn Gaudoin
29
Intermediate
LOCATION
GLIDER
INJURIES
CAUSE/CIRCUMSTANCES
Coloma, CA
Moyes Mega 172
Bled into right chest, bruise of heart, bruise of brain
Was being observed for stalls. Observer reported first stall was quite abrupt. Second stall was more gentle. Observer turned away. It is assumed pilot performed a sharp stall and tumbled.
Southington, CT
UP Gemini 123
Head and face
Windy, steep slope launch with (?) stall on launch. Dove,
recovered, hit tree-top, dove, recovered, hit second tree, and slid to the ground. 4/28
Greg Knutson
Tl
Student
Hager City, WI
Wills Wing Raven 209
Head, face, neck, chest
First flight off 30(Hoot hill with FM radio and instructor. Good launch, but entered a turn while trying to get into stirrup. Ended up down wind and flew into the hill.
7/3
Keith Davis
35
Advanced
Horseshoe Meadows, Owens Valley
Pro Air Dawn
Head
Glider dove immediately after launch, aggravated by an apparently improperly mounted rail and by pilot's habit of looking down at harness boot immediately after takeoff. Dove into ground and hit head.
7/4
Scott Skinner
58
Advanced
Canon City, CO
UP Comet 2
Head, face, and chest
Flying 400-foot ridge in strong conditions. Wind increased. Gradually blown over the back, into rotor, glider "did wingovers and leading edge failed." Parachute was thrown, but bridle line broke or was sheared off.
10/6
Brian Bushway
29
None
Colorado Springs, CO
Falcon
Head, face, and neck
Service man with little or no experience and no instruction ran up to edge of cliff in strong winds, blown up, over, and back, landing on head.
TOWING FATALITIES NAME
DATE 12/29
Mike Dorobiala
AGE 22
EXPERIENCE Novice
LOCATION Paris, TX
GLIDER
INJURIES
CAUSE/CIRCUMSTANCES
Wills Wing Raven 205
Head, chest
Auto tow. After three months and multiple tows on 500-foot system, pilot was taking first 2,000-foot auto rope tow. Began yaw turn, driver slowed, glider yawed back and forth, locked out. Weak link broke, mild stall and dive, followed by severe stall and dive to ground. Correctional efforts by pilot appeared weak throughout.
TANDEM FATALITIES AGE
EXPERIENCE
Mike Rusho (Pilot)
33
Intermediate
Rusty Laminach
22
Novice (Passenger)
NAME
DATE 9/3
MARCH 1986
LOCATION Jean, NV
GLIDER Unknown
INJURIES Unknown
CAUSE/CIRCUMSTANCES Relatively inexperienced pilot and passenger with little or no tandem experience flying in 30 mph crossing winds. Apparently after several passes they got turned into the hill. 19
RATINGS AND APPOINTMENTS BEGINNER RATINGS NAME
CITY, STATE
INSTRUCTOR
Stuart Anderson Jeff Hoff
Long Beach, CA Honolulu, HI
Joe Greb!o Mike Benson
Steve Hanson
Ft. Collins, CO
Bob Faris
REGION
Philip Hyatt
Carson City, NV
Gary Wood
2
Jeff Hostler
Pittsburgh, PA
Pat Brooks
Janusz Drozdynski David J. Goes
S. Norwalk, CT Teaksbury, MA
Greg Black Bill Blood
8 8
Dennis Holland
Chattanooga, TN
Matt Taber
lO
Don Murdock
Binningham, AL
Lyell Easley
10
Larry Bowman James L. Wise
APO,NY Dover Plains, NY
Gary Elhart Paul Voight
12 12
John R. Etheridge
Odessa, TX
Michael Williams
I!
Kateri Swears
APO, NY
Gary Elhart
12
NOVICE RATINGS NAME
CITY, STATE
NAME INSTRUCTOR
REGION
lain Cameron Klaus Federlin
Mercer Island, WA Klamath Falls, OR
Albert Gibson Joseph Bova
Thomas R. Balk Mark Johnson Richard Schaffer, Jr.
Cambria, CA San Francisco, CA Bodega Bay, CA
Achim Hageman Rick Canham Eric Beckman
2 2 2
Geoffrey Barker Robert J. Calvet William Hewes William Murphy, Jr.
San Diego, CA Pasadena, CA Simi Valley, CA Reseda, CA
Mike Tryon Greg DeWolf Joe Greblo Joe Greblo
3 3 3
Robert Johnston John Laurent Richard Lundein
Albuquerque, NM Tempe, AZ Douglas, AZ
Chuck Woods Doug Gordon Doug Gordon
Ken Meunier Andrew M. Oxman
Amherst, MA Amherst, MA
Rob Bicknell Rob Bicknell
Stephen Fultz William Loudennill, Jr.
Akron, OH Fairmont, WV
Mike De!Signore Dan Demaree
Mark A. Winter Conrad Wiser
Clarkston, GA Raleigh, NC
Matt Taber Gary Elhart
10 10
Thomas Brooker Thomas Curbishley George Kava!lieratos Glenn Stanley William Swears John A. Wallen
APO, NY Grovevil!e, NJ Brooklyn, NJ APO, NY APO, NY Wingdale, NY
Gary Elhart Steve Schaeffer Thomas Aguero Gary Elhart Gary Elhart Paul Voight
12 12 12 12
12 12
INTERMEDIATE RATINGS NAME
CITY, STATE
OBSERVER
Greg McMurtrie
Portland, OR
Richard Bailey
Steve Lawson
Mt. View, CA
Janet Murdock
20
ADVANCED RATINGS
REGION
CITY, STATE
OBSERVER
REGION
Paul Jaramillo
Anchorage, AK
Jim Egger
Gary Bortis Paul Couillard Sarah Kurtz Mike Smith
Orangevalle, CA Castro Valley, CA Oakland, CA Paso Robles, CA
Steve Perry Kari Castle Weegie McAdams Perry Judd
Mike Harrington Stan Koszelak Bill Rehr Evan Scheller Wallace Stephens
Santa Barbara, CA Riverside, CA Monrovia, CA San Diego, CA San Bernardino, CA
Ken deRussy Debbi Renshaw David Freund Riehm\ Lanes Erik Fair
Steven Rathburn
Draper, UT
Gary Lagarone
Martin Bunner
Zion, IL
Gary Evans
Jonathan Leal
Blairstown, NJ
Bill Watters
12
Sotiris Constantis Dimitrios Ganotis Anastassios Gailelis Athanassios Nikas Constantinos Saraidaris D\mit1ios Sdoukos Dimitrios Tsakalos
Koropi-Athens, Greece Halkis, Greece Serres, Greece Athens, Greece Serres, Greece Athens, Greece Athens, Greece
Michael Theocharis Michael Theocharis Michael Theocharis Michael Theocharis Michael Theocharis Michael theocharis Michael Theocharis
FOR FOR FOR FOR FOR FOR FOR
2 2 2
3 3
MASTER RATINGS NAME
CITY, STATE
DIRECTOR
Eric Beckman
Santa Rosa, CA
Russ Locke
Tom Kleyche
Sunnyvalle, CA
Steve Hawxhurst
Juan Sonen, Jr.
Arlington, VA
Bill Criste
REGION
HANG GLIDING
RATINGS EXAMINERS NAME
CITY, STATE
EXAMINER
REGION
Mark Klingensmith Jim Zeiset
Colorado Springs, CO Salida, CO
Jim Zeiset Jim Zeiset
4 4
Patrick Brooks William Criste Jeffery Sims
Natrona, PA Waynesboro, PA Williamsport, PA
Bill Criste Bill Criste Bill Criste
9 9
BRONZE AWARDS Noel Avendano Robert Christner James Dellinger Randy Esparza George L. Griffin, II Bob Hanie Robert Hastings Jeff Hostler Reiner Krondorff Hugo Steemer William Trombly
Our time proven Instrument Is now In a miniature package. The VE12 has the following features: Price is only $169.00 Available wilh the -OV oplion (earphone jack) al $179.00 AdjuS1able sink alarm lrip poinl. Large easy lo read meter lace (we are known lor lhal already) wilh the same dial face as before. The zero selling, sink alarm trip point, sensilivity calibralion and volume of optional earphone jack are all adjuS1able from oulside of the unit. There is never a need to disassemble ii. Body of unil is 3'h'' x 21/,'' x 1'h''. Can be upgraded to -OV option at later dale. WriS1 mounling back plate to be announced. Long battery lile as before Uses the same proven circuitry we have used for many years so it responds as quick and S1able as previous models. VE12 variometer.. . ......... 169.00 VE12-0V variometer............... . ... 179.00 VE7 variometer. .. .. . . . . .. . . .. . . . .. . . . . ... 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 variomeler we made. It consisls of a poslage slamp size PC board with pa~s and 2 wires on it. We charge $5.00 for 24 hour installation.
LITEK, 4326 Fish Hatchery Road, Grants Pass, OR 97527
SILVER AWARDS
(503) 479-6633
'.'.E_____ _
~M~}.~JJJNJvWNJm!,~,:WHHJ.,WM!!~
Jeff Hostler
s,stek Vario I Altimeter 0·15,000 FT Altimeter
DON"T MISS THE LATEST ISSUE BY FAILING TO NOTIFY USHGA OF YOUR CHANGE OF ADDRESS! NAME USHGA# _ _ __ OLD ADDRESS _ _ _ _ _ _ _ _ _ _ _ __
UP-Audio
Dual Batteries
SYSTEMS TECHNOLOGY, INC. P.O. Box 585 Seymour, TN 37865 Chris Pyle
CITY _ _ _ _ _ _ _ STATE _ _ ZIP _ __ NEW ADDRESS _ _ _ _ _ _ _ _ _ _ _ __ CITY _ _ _ _ _ _ _ STATE _ _ ZIP _ __ LAST ISSUE RECEIVED _ _ _ _ _ _ _ _ __ (Please allow four weeks for Processing)
Notify USHGA Early! Please Note: You must notify your post office that you will pay forwarding postage on your second class mail or you may miss an issue.
USHGA, Box 66306, Los Angeles, CA 90066
Looking for compact, simple, stowable pitch control? Get a Speed Rail:M Reduced pull-in effort. Flat body attitude for less drag. Static load tested to IOG's. $ 1aoocomplete. Available from:
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94539
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MARCH 1986
21
1986 Harness Report Part II
article and photos ©1986 by Dennis Pagen
Last month we reviewed a pair of unique harnesses. This month we continue our look at the latest in suspension gear by reporting on the Advantage and the C.G. 1000. Before we analyse the personality of these two products, please grant me a turn on the soapbox. I want to rant about harnesses in general. My first gripe is that there is no industry standard harness suspension length. This may not seem to be a significant problem until you look around at the number of jury-rigged hang straps that masquerade as safe support systems. Even though most glider manufacturers supply good hang straps with their products, there is no assurance of adequate safety if a pilot has to lengthen or shorten these straps to fit his harness. I have witnessed such travesties as knots tied in hang straps or multiple carabiners ganged together. With an industry standard harness riser length, glider manufacturers could supply a safe hang strap and eliminate the Cro-Magnon hook-ups. Gripe number two is that there are still no standards of safety for harness design. From the numerous harness designs that I have inspected I can assure you that some designers are more aware than others of the intracacies of material strength, integral strap design and sewing techniques. We need to set minimum standards of support line strength and require a system of internal straps so that a harness can withstand the shock of a parachute opening during free fall. Hang straps have been known to break. Fortunately, most popular harnesses do meet this criterion.
24
The parachutes we use for hang gliding are designed to open as quickly as possible. This is desirable for low saves, but the payment is a greater opening shock. For that reason I (along with others who have performed materials testing - most notably Wills Wing) recommend using a steel carabiner instead of the standard issue aluminum. Yes, it will cost a few dollars and add a few ounces to your gear, but the added assurance is worth the price. And now, the harnesses:
THE ADVANTAGE This harness has the dubious distinction of being the unwanted offspring of a respectable line. High Energy Sports, the manufacturer, does not promote this harness because much customizing is required to get a comfortable fit and no profit is to be made on individual orders. However, I have flown in this harness and like it very much. A brief review will let you know if you should investigate further. This harness is really the son of the renowned Bulletman harness. Both are designed by Rich Pfeiffer. Improvements over the Bulletman are an improved flap closing system and a shorter tail which actually allows you to stand up straight. The tail still acts like a ratchet, however, so you can't walk backwards (see photo 1). This harness comes with its own attached cover (see photo 2) that neatly stows in a zippered spine in flight. Unfortunately, the package is not as compact as the foldable co-
HANG GLIDING
coons due to the or graphite stays. I feel there are three main advantages to the takeoff runs are very easy because your are unimpeded. Secondly, getting into the harness does not any hand work you step on a line that closes the doors. A velcro strap should be pulled across the doors to provide comclosurc, but this is not necessary immediately after takeoff and no real drag penalty results. Finally, the suspension system is one of the lowest in production. the main risers and two small Dacron lines disturb the air above your back photo 3). Since we spend a lot of time the low sideways dmg yawed to the of this harness and the next one is ideal. Before we look at the disadvantages of the there is one more important aspect to ponder. Of all the harnesses I have tested, the is the best for flashers as can be see in the photos. Not only does it maximum exposure, but there is room in the ballast container and the tail to carry your clothes in case you must land among the public. The main drawback of this harness is that it is not as comfortable as a cocoon or other padded harnesses. The manufucturer designed this harness mainly for competition and if that's mainly what you use it for, you'll be happy. The costs $350.00. It is available from: HIGH ENERGY SPORTS 2312 W. 2nd St. Santa Ana, CA 92703 (714) m-8186
MARCH 1986
THE C.G. 1000 The name of this harness belies its special of the feature: the center of gravity harness can be easily changed in flight. 1o perfonn this neat you simply push on a foot stirrup which pulls the attachment point of the main support back on a frame. The result of this action is to distribute more weight in front of the support strap than behind it so you tend to nose down. would you want to alter your angle of hang'? In a conventional harness, if you
harness showing TOP LEFT: sus,ve11sicm system. TOP RIGHT: Selfcuuuiui:,1,1 covel' of the harness. ABOVE: The model Sheila Mikolkh.
25
in flight. The next unique feature this harness ex,, hibits is an frame at the pilot's back that distributes loads nicely and allows the harness to employ only a single main suspension while maintaining comfort (see photo), this helps reduce drag, especially when weathervaning, The latest producinternal side adtion models justments so a pilot can get the harness to form-fit his bodr This harness can be comfortable if adjusted properly, The main suspension is made of 6,000 pound webbing and continues around the pilot's body (actually, the main risers arc "doubled" with a sheathing which is also an integral support), If the aluminum frame should break, the webbing will sup-, port the pilot like a conventional cocoon. (Note: all the harnesses reviewed in these aiticles employ the continuous internal webbing system). The C.G. 1000 has been loaded to 1,400 pounds (seven to ten Gs) without failure, The on the C.G. 1000 are closed a coiled (attached with Velcro so you gets stuck). To close can pop out if the the you pull on a line. These lines are currently on a system so that In photo 4 our retract and are not little the lines without retraction omagc:es. Also visible in the photo is the pa1·admte container which is now located lower with a ballast box placed above it. You can enter this harness from the shoulders or the waist. However, since it is de1,ig11ecl to minimize with a fit, ger1eJ1Jtlly, entry is achieved from the bottom. (Other harnesses like the Airstream or Advantage have back The C.G. 1000 cannot use this because of the frame.) This is the main drawback of the C.G. 1000, since you are rec1u1rect to attach each strap The C.G. 1000 harness folds in half and for storage. comes with a It weighs about 11 pounds and sells for $330.00. Contact: JAY GIANFORTE HEAVYWEIGHT SEWING Rte, 173, NY 13037 (315) 687•3724
put the control bar to your waist it back on your arms (due to the ity) and you This causes a lot of extra because you are no 26
TOP l.EFI": Front view of the 1000 harness. Our model demonstrates the imLEFT: The portance of '1000. Heller. Note suspension. HANG GLIDING
Hang Gliding Flight Simulation by Nick Hein FIG. 1. The Dream: ultimate full-flight simulation.
In the commercial aircraft industry computer flight simulations have long been used for pilot training and proficiency. Airlines and manufacturers have used them to reduce risk in actual operation. Whether the risk is financial (fuel, insurance, salaries) or physical (safety, time) it is reduced greatly by the use of realistic simulation. These simulations require complex hardware and massive computer capacity, but if some capabilities are sacrificed, a simple simulation can be created on the screen of a common home computer. We in hang gliding take a lot of heat and lose a lot of prospective students because of the risk involved with our sport, so ifwe can train students on simulators, to avoid or handle risky flight situations, we stand to gain a lot more pilots, without a lot more accidents. So I'd like to propose some ideas for an ultimate simulator as well as the listing for a practical one that I've written on my home computer. Since no computer hang gliding simulation currently exists (to my knowledge) let's talk about what we would want if we designed one. The most important feature is convenience. This may not be immediately apparent, but if people are going to use it they have to be able to get to it. I heartily applaud the mechanical simulator at Crystal Mountain, but since most pilots don't live in Chattanooga, most pilots can't use it. So it's got to be easy to get at. The second most important feature is MARCH 1986
realism. We don't need ultimate perfection in every phase of flight, but to be of any use it has to look like some actual flight situation. Which flight phase we decide to look at will be limited by the capabilites of the computer we use or the amount of money we can spend. The last important feature is what inputs the user will be able to make to describe the glider and terrain he will be flying. Although most users won't want to do a lot of input, they would probably appreciate it if they could fly the glider and site of their choice, by providing inputs in terms that are commonly available. Now that we know what we want we'll try to think of a machine that provides it. When I design something I like to start out thinking big, and imagine the ultimate machine for the job, disregarding limitations on my resources. Then I back off until I've got something that I can really build. So here are my ideas for the ultimate in a realistic hang glider simulation including full-flight regime capability, motion, visuals, sound, the whole works.
Visual system: The visual scene is generated by a computer (or sent from a model board over closed-circuit TV) and projected onto a translucent sphere that surrounds the pilot during "flight". The terrain can be input from a topographic map of the selected site. A speaker mounted next to the pilot gen-
erates wind noise according to the flying speed.
Motion system: An actual glider is hung from the ceiling on hydraulic cylinders which move the glider according to its calculated flight angle. Under the glider is a moving belt that swivels to simulate landing runout in normal and crosswind landings.
Equations and calculations: Writing the computer program for a simulation is the hairy part, but remember we're still disregarding reality. In fact, it isn't the program that's so difficult, but the data you put in it. To get all of the data required for an ultimate simulator would require exhaustive wind tunnel and flight tests as well as some dynamic terms that can only be estimated. But once you've got them just plug them in and take off. You can now simulate takeoffs, flights and landings in all kinds of situations you might not want to risk in reality. You can try flying new gliders, new sites, bad weather and formation flight without ever taking your own glider out of the garage. People who have never flown can try the sport and experience the thrill without any risk to themselves. Meanwhile back at the reality ranch, let's look at what's possible with the resources available to most pilots. The only commonly available aero data for modem gliders is sink vs. airspeed, which can be derived from the instruments normally carried on a flight. Tl
PROGRAM INSTRUCTIONS This is an exact listing of the program I used to produce the simulation shown in the article. rt was written for a Radio Shack TRS-80 Color Computer in cassette BASIC. When typing it in be very careful to type the line numbers correctly, since they are referenced to by certain parts of the program. When you have typed it in and assured yourself that you've typed it all correctly, try running it. If it doesn't run correctly the first time check the line numbers, the command syntax and program inputs. All of the variables at the top of the program should be exactly the same as in the listing (until you get it running). If you get zero divides, check to make sure that the sign on YEYE is negative. Once you have the program running you will see a view of the hill and your glider will be launching from the top of it. (The sky should be blue.) You control the glider with the joystick, the left-right position controls bank angle and back and forth motion controls airspeed (push out to slow down, pull in to speed up). Your limits are 30 degrees left and right bank angle, and from Vstall (the first velocity entered in the data statement) to Vmax (the last speed in the data statements). There is a 10 mph wind blowing directly into the hill, so you can ridge soar anywhere along the ridge. The ridge lift stops when you get past the hill, so you can then fly out to set up an approach and landing. While you are flying your shadow appears on the ground directly below the glider. When you touch down, the program stops and you can hit the break key to get out. Type RUN to start it again. On my computer this program runs at about real-time, but if you want to speed it up or slow it down change the value of DT in line 80. Incidentally, if things seem to be happening very slowly remember that you're viewing the scene from several thousand feet away and they should seem slow. You can vary the terrain of the site, the viewing position of the observer and the performance of your glider simply by changing variables in the program. The viewing position is set in line 60. XEYE is the left-right position of the observer, YEYE is the distance out the screen of the observer and ZEYE is the altitude of the observer. The height and length of the ridge is defined in line 90 by XHILL (the X position of the ridgetop), ZHILL (the height of the ridge) and DHILL (the X distance from the top of the hill to its base). Line 120 allows you to input the wind velocity and direction, however, it currently works only for wind direction of O degrees (wind out of the north). I plan to fix that soon, but for now you should only mess with the wind velocity. The glider's performance is input in the data statements near the top of the listing, in terms of velocity (mph) and sink rate (fpm). If you are taking these from actual test data don't forget to convert indicated airspeed to actual (see "Hang Gliding For Advanced Pilots" by Dennis Fagen, page 41.) There are certain limitations on the program, mostly due to the computer. Although you can input any viewing position and terrain, the screen won't allow lines to go off the screen. I've put in safeguards to prevent this from causing a bombout, but you may get some strange-looking scenes if it tries to plot outside the border. Also, if you increase the speed of the simulation you will lose resolution on the screen and in the controls. I'm currently working on versions of this program for a few other computers, including the IBM PC. If you have any comments or would like more information about the program or any of its features feel free to call or write.
40 REMttt3D LDG S1MULATI0Nttt
230 240 250 260
DATA DATA DATA DF1TH
37.5,275 40, 305 42.5,330 4~i, ..) . - b
D A T r:I ~; ~:J ., 4 ::i [j 280 FOR I=l TO NVEL 2J!:J F'.t.f:iD VP,( l ) , :::r·{f:::( 30j0 t·l[::,::T c.'. "? 0J
60 XEYE=1500:YEYE=-5000:ZEYE=100 70 YHORZ=0000: f:(·)
=,/CJ::.:C.:?:
YSCRN=YEYE+2300
DT=::: 1
90 XHILL=-1200:ZHIL=500:DHlL=500 t er:i D::-::=:: 1 (j~;jo:
D\ ==: 1. ?~~;o 1
110 GRAD= RTN(ZHILL/DHILL
310 VMX=VR(NVEL)-. ) 320 REMttttttttttttttttttttt 330 REM ttt LR LINES ttt
i ;:, lJ H l t·l D"" 1 0 : Dl•l I t·l D;:: li
: .: <!:i F' C L. ::;
130 REMttt AERO DATA ttt
::_:j(j
150 DIM VA(NVEL),
~60 XO=X:
i. t;0 Dt!Tf: 21;1 ., i. ?ti [:iHTfi ;::3, J. eo Dr1TF1 ?!:i.:
31:.it1
SNK(NVEL)
FOP :=<="i<Hil.+DHlL. TO
Y0=-2500:
;::(-11?.i
??~i 1_,u:::u1:::: 1 i 2;J 3?0 ;:.,; i :::;:.,;:~;Cf,:: ? l =::?::::Ck
1. :::e
390 XO=X:
27.5,185 200 DATA 30, 205 210 DATA 32.5,225
YO=YHORZ:
ii:il\f:'\ ::::TEP
Z0=0
20=0
190 DATA
28
T 4?0 r·iE/T HANG GLIDING
430 REM ttt BF LINES ttt 440 FOR Y=YSCRN+200 TO YHORZ r·:
r·
~iL
;· .. ,. .1 L_.I i
870 UE=VTt(COS(GAM)tCOSCPSI)) 880 VE=VTt(COS(GAM)tSINCPSI ), 890 WE=LIFT-(SNK/60tNZ) ~'.0 !c X>XHILL AND X< XHILL+DH HEN UWIND=WINDtCOS(GRAD)t88/60:
470 X2=XSCR: Z2=ZSCR
930 Y=Y + (VE+VW)tDT 940 Z=Z + (WE+WW)tDT 950 XO=XP: YO=VP: ZO=ZP
570 LINE -(XSCR,ZSCR),PSET 590 REMttt HILLTOP ttt XO=XHILL: YO=YSCRN+200:
b00
~u=/
1000 IF X>XHIL+DHIL THEN ZGND=0 1010 IF X<(XHIL+DHIL) THEN ZGND= (CXHIL+DHIL)-X)tTAN(GRAD) 1020 IF ZGND>ZHIL THEN ZGND=ZHIL -:, ,-·, .... -;;
HJ. L
~·:.. !.) .... =.::.
1060 ZO=ZGND= GOSUB 1120 1070 PSET(XSCR,ZSCR) T bbd
X0=-5000=
Y0=1~00= ZO=ZHIL
680 Xl=XSCR: b30
Zl=ZSCR X0=-5000= YO=YHURZ: ZO=ZHIL
!0~0
REMIF Z<=ZGND THEN FOR
1=1T
1100 IF Z<=ZGND GOTO 1100 1120 REl1ttt PROJECTION EQNS ttt 1130 XSCR=l28 + ((YSCR-YEYE)/CYO -·· \' F :/ F ) t ( : -.: I~: - ;·:, C. : L. :: l
O
_:.
,: ·, E~ •11t:. .) / :::;
1140 ZSCR=192 - ((YSCR-YEYE)/(YO
712 PRINT (0,0),3,8 720 REMttt REINITIALIZE ttt
-- \' F \' F ) :t: ( ? 0 - 7 F '/ E: >
760 REMttt FLIGHT LOOP ttt
1150 1160 1170 1180
790 IF VA<=VSTALL THEN VA=VSTALL
1200 REMttt TBL LOOKUP ttt lcl0 FOR I=l TO NVEL
IF XSCR<0 THEN XSCR=0
IF XSCR)256 THEN XSCR=256 IF ZSCR<0 THEN ZSCR=0 IF ZSCR}192 THEN ZSCR=192
800 IF VA>VMX THEN VA=VMX
~40 PSI=PSI + PDOTtDT 850 NZ=l/COS(PHI) 860 GAM=-SNK/60tNZ/VT
MARCH 1986
COTO 1. 24f.:.1 i. ??ri HF::-::T I J. ? 4 0 f; f·{ t< = < 1=/ A -·- ':/ r? ( T. ) >.. .- ( \,' A< T + J. ":i --· \,' ft i:' I > >l ( S t·~ t::: ( I + 1. ) -- :::; H t< ( l > ) + ::; H ~::: < I >
29
Using only this data it is possible to write simple equations of motion which take speed and bank angle as inputs. These equations and calculations are easily within reach of the Radio Shack computer I have at home. The effects of wind and thermals are simple to calculate, so I'll add those in as well. The entire motion system I've described is beyond anyone's resources, so let's just skip that for now. However, a visual scene can be generated on a home computer screen using some simple 3-D graphics tricks I learned recently. I don't know how to make an entire screen move though, so I'll have it stay put while the glider moves across it. What I've ended up with is a 130-line BASIC program for a home computer. The listing is on the previous pages. It was written on a Radio Shack Color Computer, but I suspect with a little effort it can be translated for any graphics computer. Now that you've got it what do you do with it? I've been using mine to practice approaches and spot landings as well as ridge soaring in scratchy conditions. By changing some lines in the program you can change the height and length of the hill. If there's a new site you want to fly you can check it out on the simulator before you risk your neck on it.
simulator will be most useful for landing and flare practice. This is the phase of flight where practice is most useful, but hardest to get. On a simulator you can practice a lot of landings without doing a lot of work or a lot of damage. The dream machine I have described would do this task nicely. Al-
FIG. 2. The Reality: Home computer simulation for flight and approach to landing.
though it would cost money (probably about $15,000 for the equipment alone) all of its features are technically feasible. In the meantime I plan to do more development on my home computer with the eventual goal of a more realistic visual scene. If anyone would like a cassette tape of the latest version of the program please send me $10 and I'll send you an unprotected copy with instructions.
Editor's Note: Nick Hein may be contacted at 7661 Danube Lane, Huntington Beach, C4 92647, (714) 848-4978. •
I
CONCLUSIONS: With this article I don't propose that simulation be used to replace actual flight, just to make our limited time in the air more enjoyable. And during the time that we can't be in the air we can still be practicing flying techniques. In the future I think that a
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Hang Gliding According to Pfeiffer: Skills For the Advancing Pilot Now available .. the most comprehensive guide around for pilots seeking to expa nd their knowledge and skills. With 244 pages, 125 illustrations and photog raphs, 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 lift. About cross-country flying : XC potential of your area . Training and supplies for your ground crew. Advance planning. When TH E day arrives. During the flight. About competltlon 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 Gliding According to Pfeiffer: 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 :
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The Future Of Hang Gliding by Jack Lambie
illustrations by Harn; Martin It was 1981, the tenth anniversary of our "Lilienthal Birthday Hang Glider Meet." We picnicked at the landing site alongside Elsinore's Ortega Highway - Richard Miller, Bruce Cannichael, and the many others from the beginnings of the decade of self-launched flight. Hang glider pilots wheeled and soared easily. Some flared to graceful landings. Our dream was realized. Aviation in its purest form. At the World Hang Gliding Meet in Beppu Japan I watched the ceremonies ending the superbly run meet. Flyers of 21 nations assembled under their flags, bands played and girls marched. The sincere interest of the thousands of watchers showed a new sport had become part of human experience. Hang gliding had come far in only ten years. Tears squeaked from the corners ofmy eyes. It was so much a dream, truly a fantasy in the old days, that we would make selflaunched wings and soar. Now it was a fact and the culmination couldn't be more complete. But what next? It's early 1986. Can the next ten years reach again beyond our most optimistic speculations? In 1974 Lloyd Licher asked me to write an article and talk on the future of hang gliding at the Northrop Tech Symposium. I tried to 32
see 15 years ahead and predicted our gliders on TV shows, wave flights, high performance sailplane-like gliders, and a flight across the country with daily launches. Like most predictions of technology it was true in less than five years. No one has flown all the way across the USA so the cross country fantasy has yet to be accomplished, but not for any technical reason, now that towing and two hundred miles has been achieved. As one wag suggested, "If you want to do cross country soaring pick a small country." Can there be great advances? Has the hang glider reached the point of rapidly diminishing returns? We can explore what might take place in the next ten years by trying to see where the hang glider is and where it can go. Small, cumulative changes in shape, structure and control will reach that magic figure of LID 20 to 1. This is certainly achievable, and at that performance level a hang glider will stay up on an average thermal day, according to an analysis by soaring champion Dick Johnson, because the pure chance of running into another thermal becomes almost 100 percent. At present hang gliders must fly along mountain ranges or use cloud streets to be more sure of encountering another thermal. How do we get to 20/1 LID? All air-
planes represent a set of compromises, but hang gliders have an especially difficult set of problems. They must be light, easily set up, have a low stall speed so flyers can foot launch and land, and have low span loading for minimum sink at soaring speeds. They also must be streamlined and have a higher wing loading for good penetration and low sink at speed. A dynamic flying device moves air down to create the equal and opposite reaction we call lift. A wing is a vane that turns the air down; the greater the span the more air it affects. Thus a long wing, of the same area as a shorter one, can push the air down at a smaller angle and thus gain its lift reaction using a Jess energy. Since a glider gains its power from gravity, a slimmer, longer wing will have a lower sink speed. It will elimb faster and go higher in lift. Yes, a higher aspect ratio wing is the most important change we could make to improve perfonnance. Why haven't longer wings been made? The answer lies in the problems of control and weight. A Jong wing has more leverage so the spars must be stronger, and more span makes it also harder to turn because of the inertia and the mass of air being deflected at the tips. HANG GLIDING
NEW SUSPENSION AND COCKPIT What to do? To tum a longer wing, using weight shift, you must get more mass moved farther in the direction of the tum. A rigid strut to the pilot would allow this, with a cable or hydraulic controls to move the flyer way out beyond what could be achieved with the control bar. A rigid strut will do away with the harness straps and make it safer, because in a failed loop, roll, or sudden sink the pilot won't be smacked "up" into the wing. A "hang" strut will allow a landing skid under the pilot. A big advantage this would provide is that heavier wing loadings would be possible which would give better penetration, so necessary for flying fast between thermals in good conditions. Since most launches are from a hill the pilot can easily take a running start, but landings in a fast ship are very difficult because wind velocity is lower in the valleys. It seems surprising, but an extra twenty pounds in a hang glider raises the takeoff speed only two mph. This strut suspension would be similar to the trike, but much lighter with internal cable or hydraulic controls to move the pilot around and give improved weight shift. It will have crushable foam in a sandwich kevlar box for safer landings. It could have small wheels. The pilot could sit down and relax for towed takeoffs. A more advanced version would have the pilot enclosed for comfort and streamlining. He would be able to sit for landings and for towing starts. This would open up the sport to many who can't run fast or who are uneasy hanging out in the open. Sitting is more comfortable than lying prone on a long flight and gives a better view of the wing response. This suspension and cockpit change would expand the performance, safety and usefulness of hang gliders immensely.
SMALL TAIL Efficient use of the wing area you have is very important. A flying wing gets stability with reflex in the air foil or twist at the wing tips. It is efficient but at only one speed. At high speed the effective span is reduced dramatically. That's why some competition experts take a lot of the washout out of their wings. They put up with instability and turn stiffness. A Jot of twist wastes wing area that should be lifting instead of keeping the glider stable. A little stabilizer on the end of the keel would allow enough increase in lift coefficient to allow slower takeoffs with the longer-wing machine of smaller area, and MARCH 1986
would allow an untwisted wing for the lowest possible induced drag. It would thus have a lower sink rate, despite a higher wing loading with the higher aspect ratio. The glider could still be weight shifted for general flying and use the tail only as a speed range optimizer. The small tail could also eliminate luff lines that have been necessary to recover from a dive or unusual attitude. The rigid tail gives good tuck protection with far less drag.
"In 1974 I tried to see 15 years ahead and predicted hang gliders on TV shows, wave fiights, high performance sailplanelike gliders . .. Like most predictions of technology it was true in less than five years." VARIABLE WINGS Increasing wing loading will keep the same glide angle at high cross country speeds. But what about soaring or max LID glides? We can take a hint from birds who change wing area by flexing their tips. At two pounds each, foot-and-a-half foamcarbon fiber wing tips would add three feet of span and lower span and wing loading. They could be hinged to allow moving up for a higher wing loading when running between thermals, and extended for slow soaring or max glide. They could be used in the lower speed ranges where gusts and pitch
f. . ··, ...
···•···········
-:-:-:-:;::::;:;::::::.
control result in less stress on the structure, so the great weight of strengthening spars wouldn't be needed. They could flop down when the ship is pushed over and the tips unlocked. The lift would flip them up when you wanted a higher wing loading for going fast. In that position they could double as winglets to reduce tip vortices. The cross bar could take the entire wing loads as a cantilever bridge-type structure. With a very short set of struts it could be even lighter. Doubling spar depth would make the wing ten times stiffer. Using carbon fiber tubes as a direct replacement for the alloy structure isn't the best use of the material. Carbon fiber rovings are stronger than steel in tension but not particularly good in compression, and they are brittle if overstressed. It needs a stiff core to handle compression loads. To make it less subject to cracking due to bumps it can be wrapped over a foam or hexicell inner structure, then covered with a layer of kevlar cloth and epoxy making it very tough. This was used in critical parts of the Gossamer Albatross and Solar Challenger. Each of these changes could be made as a simple replacement in any present design. One glider could use just the tail and reduced reflex, another use rigid suspension, control enhancers, and streamlining, and yet another use a cantilever crossbar. As they are evaluated and the bugs are worked out they could be combined into the LID 20/1 "super ship." I realize there is a thin line to tread while making changes. Keeping the essence of hang gliding is of great concern. This proposal for the future of hang glider design reaffirms the simple foot launched, lightweight soaring machine. I am convinced these advances will result in a glider as light or even lighter and useful for more flyers. Better performance will allow flights in a far wider range of conditions.•
..·.·.·.-·.·.·.·.·.·:-·-·.·.·.·:·..
;:;:;:_
33
Lambie's article on "Tower Jumpers" covers only a segment of the upcoming Smithsonian Air and Space Museum's 70mm IMAX film, On The Wing. The other segments pertinent to hang gliding are stories in themselves. Francis Thompson, of 1b Fly fame, and Bayley Silleck created On The Wing to bring alive both the history and natural history of flight. They spent a year intensively researching to insure that the film will be realistic and that its variety of experimental, historical, and adventurous nights would be safely performed. This ar·· ticle deals with the Wright brothers' glider recreation and (going back in time) discoveries on Otto Lilienthal's glider ideas, the first man-carrying glider built by Sir Cayley in England, as well as my own scouting of modern hang gliding in Europe prior to my accident. Since the film crew was committed to safety first, they even paid for a customized ballastically-deployed parachute. Because I was to fly with a helicopter for some scenes, I wanted an addi-tional margin of safety. Also, since the golden eagle that I located was imprinted on humans, she could be "clingy" in an awe· some way; the ballistic chute would give me fast response should she interfere with my flying while we made close passes at the camera. Before describing our European hang gliding scouting, the trials of recreating both the Wright brothers' glider and first-powered flights are noteworthy. We should let the public know that the Wright brothers were proficient hang glider pilots, logging a thousand glides of up to nine minutes before ever powering-off. On The Wing will have incredibly authentic scenes of this thanks to Rick Young's Wright glider replica and Ken Kellett's powered replica as well as the crew's attention to detail and creativity. We transported equipment over eight miles of sand to find a location resembling 1903 Kitty Hawk. I smoothed sand with a timber drawn behind a four-wheel drive forklift to eliminate vehicle tracks from the set. Many of us got 1903 haircuts and dressed up to match. Although we got the scenes after overcoming a variety of technical and weather problems, the inherently cmde pitch control mechanism on the 1903 plane caused an almost "locked-out" pitch-up during film-· ing and virtually destroyed the craft in a tailslide, luckily with no injury to Kellett. Because it had to be fabricated at the site, Rick Young's Wright glider needed test ing. We spent several exhausting days in the HANG GLIDING
throwmg Rick or his wifo off of got great ratio was about The assistance of the staff of Kites was pn1ce1ess. then moved on down the coast to film tundra swans and other of the erew went to Pem to a location that had scouted for another film crew in 1981. Here got shots of Andean condors after a book's worth of
soarer with its altitude. suitable sites for Gennany we found that one man had used for years. While this bird me the cold shoulder, he was
tor wanted more dramatic sct111ery anyway. So we left the best wine I'd ever tasted (not available outside the area) and headed to the southern border of
in almost every wind direction situation for a film crew that couldn't afford to wait). It but lacked the drama of the so we headed to site of a world meet, near famous Ncuschwansrein castle. was at the beauty of the small mountain with it~ marble eliffi;. was also with how well the site was set up for with excellent north and launch ramps. Most German (some even better than we do!) so, by all means, ask tor their advice if you visit also took a gondola up to the in the Zugsriitz:e. It is seldom flown and pc1rmrnsmn to launch off an observation platform. While it was dramatic was for film pur· poses because it often upper level winds and was un1pre:dic:tatile. Before we met with Michael Platz.er whom, over ten built a authentic Otto Lilienthal MARCH
1986
20-mhmte sled run over chute. ABOVE: Tandem final its birdlike shared with me some ""''"'·''"!, information about Lilienthal. Otto believed that many should learn to fly on short from a man-made hill yes, launchable in all directions that even had inside the hill! He felt peohad to master this before could learn ""'l'."'m I'm convinced that would be ninemore advanced had he survived his He had accurate data on and other factors by intense of condors' and storks' (which also soar) In some aspects of aero-· he ahead of the brothers. Platzer found that his of Lilienthal's was unstable. then added an upper Lilicnthal's eleventh in 1894,
students built it and their model flew. my is not one was ever built in the past. through Switzerland I oggled at sites there. No wonder that
are even more rare in France than in the with six in the entire
P,nrf'.n,,'"" Mountain range,
And, recommend Ron Hurst's Swiss service, Switzerland can be ex1:,cn.sivc. So we turned our to France where U.S. dollars were further. girlfri.emj, Johanne Sauve, lived in Quebec for 20 years and so was in co:rrm1m1ic11tir1g in French. Even if you can a little French, try a phone number there from "Saved," her name means in French, and saved I was. We first drove to meet with the owner of a largeca1i,ti•vc .. lmJedling op,eration for birds too rare to be taken from their wild homes. Several miles away we started see .. storks, mostly 2,000 feet high, thermalin slow motion to stay cool this hot afternoon. Our man had raised many of those birds or their parents. first with a parents had broken her acc:id,entally, convinced me that she was her birth she with SC'li'Cll··tO<)t \1\lllll!,Span. Because she had been raised humans, it only took about two weeks for her to begin acc:ept:ing her feeder. Golden however, have the reputation of the most da11ge,rotis bird ever trained for hunting, but are crazy enough to do it anyway since~ can bring down animals as as wolves. had to look out for her talons; arc known to ex35
ert 2,000 pounds per square inch at the tips of each talon (the power is transferred from their bodies down through sheathed tendons in their skinny I showed the bird raiser my hawk film to assure him that he could entrust me with the priceless We headed south to the French Alps to find to hang glide with the Near Annecy just south of Geneva, Switzerland we found two great sites, one of which is the French version of my favorite eastern U.S. site, Tater Hill. Like Tater it is fre·· soarable in west winds, meadows a cinch, and it has make top marvelous scenery. The difference was that this mountain, the Semnoz, had a little hotel with excellent home within distance of launch. On the other side of a fifteen-mile-long turquoise lake from Scmnoz was a heavily flown site (particularly when Semnoz was socked in or too snowy). Col de la Forclaz featured a thrilling road (built on ovt!rhanis· cliffs at places) to a gap with two restaurants and a hotel. One of two launch ramps was an extension of the restaurant's veranda. I set up my while waiting for one clay! Either our fondue to be hotel offered decent rooms (no bath) for about $12. was more challenging at the Col because crosswinds orcivaiilccl down the lake, but one thermal normally would get a pilot around the corner to a series of awesome mountains called "Dents," well "teeth." Several cross country into Switzerland originated here. Just over an hour east is the highest in Mont Blanc. A gondola in Chamonix takes pilots up the opposite Mont Blanc. The view of many square miles is incomparable. is common while several pilots make a living beautiful 20-minutc tandem sled-runs. to film the glider here; however, breeder insisted that we not fly 0 " ·-~ here since one tum downwind would put her in inaccessible mountains even with a radio telemetry unit to track her. Do not go to Chamonix in August if you loathe crowds. As the N01thcm Alps tend to be rainy or snowy when we intcncl,xl to film in May, we headed south past Grenoble to find alternative sites. On the autoroute (turnpike) north of Grenoble, a official a hang with an arrow pointing to a dramatic site. One may launch from a cliff and work up to an 1500-foot up behind the cliff. Between 0
''""
36
lands on McNeely's fist under red-tai.led hawk, the eagle the
Grenoble and Marseilles there is a fabulous cluster of sites almost as dry as Southern California only with better scenery. Near France a delta plane (French for hang a bizarre tribute to Bill Bennett, I guess) instructor named Joel directed us to six sites every wind direction, some top-lanclablc, and most with two--whccl drive roads to launch. We located Joel again through an official . highway sign for his "ccolc-delta", another indication of the greater status hang gliding enjoys in France c0111pared to the U.S. This area is where some Geiman pilots come to alleviate winter flying doldrums (as well as sites north of Cannes and Nice). The arc abrupt mountains on the border and we discovered that recreational topographic maps indicate hang gliding sites! Most of the sites arc found south of Toulouse and Lourdes (and a great lowland site by Millau where the adventuresome can soar high above with waterfalls and sec a rare vulture with an eight-foot span. South of the border is more primitive, but the remind me of Arizona mountain ranges. Lesser roads here make it difficult to take advantage of the great weather. After to the U.S. we began to arrange for the equipment for the shoot. The nrc)cluccr and director wanted a that showed an attractive yet simple color pattern above as well as below the sail for film-
ing. I wanted a glider with a little more surface area and more gentle landing characteristics than my Pro-Star. I called Dick Boone at Progressive Aircraft Company and he to bnild a customized version of this earlier model, the Pro-Air. The upper sail color necessitated a big additional effort on Boone's (and staff's) part which demonstrated his commitment to the sport. They trnly went beyond the call of duty when I asked them to make some rigging changes to aeeommoclatc the special location of the ballistic chute. Meanwhile Bruce Case at BRS in Minnesota and I batted around varions options for mounting the fast-deployment parachutes. I wanted to hide it if possible since the 70mm IMAX frame reveals every detail. Also I uotccl that a picture of Eric Raymond's ballistic chute showed it pointed toward his feet (when pushed out). I also got some good advice from Rob Kells, one of the few hang glider pilots flying with such a system. He stressed that the reason these systems aren't promoted more actively yet is because they can be dangerous should the drogue gun used to deploy the chute be acciclcnta1ly tri~:ge1·ccl. Case and I finally settled on trying to hide the parachute inside the keel pocket. An electric wire nms from the drogue gun, mounted behind the rear rigging, through the keel pocket and clrnps clown the control bar. A deployment handle with battery pack was sewn to my harness. The wire from it is connected to the gun wire just before launch with HANG GLIDING
the Mediteranean coast. Note that the hill has more "billow:' Golden eagles often stay low while hunting, for surprise. Photo Johanne Sauve.
a locking quick-connector. The parachute was inside a mylar sleeve designed to fit inside the keel pocket. I added two grommets to the sleeve and keel pocket as a back-,up to the velcro fasteners. Its bridle line was draped over the top of the sail dropping down through the kingpost hole to connect with a 10,000 pound steel carabiner and my harness. Case insisted on a strong carabiner when ballistically deploying a parachute! The biggest problem with using the keep pocket was clearing the upper rear flying wire. Between Case and Boone, the wire was split by using a spreader bar to create a triangle for the chute to shoot through. The bottom point of the triangle was a horizontal bolt through the keel with tangs on each side to receive the wires that made the two sides of the triangle. Meanwhile my local Aircraft dealer, Ben Davidson, who is more able to fabricate metal than any hang glider dealer I've met, welded a stainless steel mount for attaching the drogue gun to a sleeved section of tail behind all the rigging. He even made a tiny ramp to allow the chute to slide smoothly over a bolt head. The modest weight of the gun and chute, about 11 or 12 pounds, now had to be balanced. I took the custom ProAir to a little hill and tried flying it by hanging myself from in front of the control bar instead of behind where I usually suspend my supine harness. Even with gusty winds the glider skimmed nicely and flared to a soft landing. Three repeats of this convinced me MARCIi 1986
that I was ready for a mountain. A fourminute sled run at Talcott Mountain, Connecticut's best little cliff, let me know that I had to practice. Something felt different. Was it the intertia of that extra weight in the tail? I seemed to yaw more than I expected. Things got hectic, and I had to tube both gliders for the flight to Europe, but I at least knew it wasn't tail-heavy. It was a relief not having to counterweight (I had enough of that when flying with 16mm cameras). I also had the comfort of knowing that velcro would hold the chute's sleeve in the pocket. Returning to Europe in April of 1985, the film crew helped expedite my glider onto a Northwest Orient 747, a company that was assisting witb my film. However, I found tbat the drogue gun for the parachute required special packaging to be checked on board. I called a company specializing in packing controlled items for air freight. "Sure, that wonld be easy to pack," he said. I asked how much and he said $130. Disgusted I called back BRS and got the U.S. D.O:r. packing specifications and packed it myself in a container that would insulate the gun from even a crash and would protect the jet cargo bay even if the gun went off. After picking up our rented van at the Frankfurt airport I opened one of our nine suitcases to find my bit-and-brace. I had to adapt my roof rack on the spot to the Renault "traffic" van. Even with jet lag and an underpowered vehicle we made it into France by evening and settled in to begin training
the golden There's nothing cut and dried about working with an eagle; their mind is much less predictable than a dog or cat, and since they aren't mammals, have a whole different way of looking at things. Poor had just sat on a stump for a year, enough to make any critter neurotic. When I started carrying her around on my fist and trying to get her to fly short distances on a leash she was slow. She was over-fed and this wasn't what she was used to. The bird breeder had acquired a 13th century castle ruins for the public showcase for some of his offspring. They had also been very successful in raising Andean Condors as well. One year-old female was allowed to roam because she was so strongly imprinted on humans. While training Breezy she kept walking up to me to play. Luckily, was so used to other birds that the approach of this 25-pound youngster didn't frighten her. The condor, witb her ten-foot wingspan, was mostly interested in nuzzling up against me and exploring inside my shirt with her flexible neck. She didn't mind in the least if you bundled up her wings and carried her away,' so long as you didn't lock her up. Sometimes I would take the condor upstairs to the highest turret in the castle, check the winds, and throw her off. She was so heavy (the heaviest soaring bird) that she would drop a fow feet before transforming into the ultimate soaring spectacle. Young and naive as she was she could find lift and cruise around from 500 to 1,000 feet above the castle until she got bored. Then she would pull her wings partway in and descend and land on the castle, frequently knocking off loose stones and creating chaos amongst the other predatory birds perched below. I had to watch out for a scissors action with her bill but otherwise she was great fun. When I returned to the United States and found that six of the remaining fifteen wild California condors are missing, I felt heavy loss. If we allow this amazing species to become extinct in Southern California, humans will have failed in their quest for the good life. Please, fellow pilots, don't enter condor sanctuaries by ground · flying over shouldn't bother them. one day to the After working with limits of her patience, we went to cheek out a nearby hang gliding site. I hadn't exi,ec:tect much as all the mountains there were tree·covered and lower tban the Alps. To my pleasant surprise I found a steep north and northeast-facing massive bowl with almost 37
2,000 fo,:t of vertical control the site the local the launch well from a public road. that it After launch and was very soarable pulled the it for launching I lift this side of found the best Makap1uu. I had difficulty down out of the overcast I put the through all sorts of maneuvers for over an hour, watchfor the whole time. We took snow there. So I flew on two native site across the lake. condi-tions got rough I thought was adverse yaw from the momentum of the on the tail , but it's hard to tell in bumpy air. After the crew, we found (to our that bad weather had put them behind schedule. So we eoastal locations where I could without fear her and also where I could soar close to the camera. On the Mediterranean coast not far from we discovered a rock mesa several miles in diameter with 180-foot cliffii. This mesa, Leucate, was roughly half in the ocean and half surrounded by beaches and estuaries. As a result it was soarnble in every wind direction but south with unobstructed top· available on flat but rocky tablelands. down some back "roads" to the nmth cliff! saw scenes vinev~1rds with red cent of Van ting up the Pro-Air but rain and winds over 30 knots made me stop. Instead I launched My red-tailed hawk had been a great and so should an She obviously had ten how to handle strong winds because she looked out of control in the vertical wind. it totally as she careened back into the rotor, she bailed out downwind and landed half mile away to her composure. After several of strong wind she became almost as as Meanwhile I had several 1w11ss,1-s1moom seabreeze flights over and snorkelers and enjoying lan.dJr1gs. The cliff was so sheer, most that rmimeuv(~mig to launch was tricky. The was also used to a big traditional falconer's instead of the I used with the hawk. On my first launch with the it in my harness, almost me out of the lift to the beach below. Breezy
38
come to the stationary Now she was squawking with interest by with food; more flight and she We had rendezvous'ed with the crew in Carea.sscmne, the medieval city where the stuntman and I were to "fly." Persistent west winds thwarted any attempt to put the atop a turret about 140 feet above a tight area (for which the crew went to great lengths to assemble an overshcxit safoty After heavy financial losses through unavoidable delays, the crew asked if I could fly off the 12-foot high tower. In planning this had seemed to he a less likely alternative, and so when the French carpenters were forced by mud to build the in a lot instead of the grassy knoll that I had reI wasn't very concerned. For the stuntman the was facing the sun. I asked for .it to be turned facing west but it turned out to be too heavy. However, they built an excellent running ramp inclined and ad1eq1iat1~Jy long. I put wind streamers in every good spot within view plus the castle had weather vanes. In over two hours of that not only included our big crew but even two truck cranes on loan from the of head wind occurred the only either for too short a or when there was cloud shadow. That I had learned that the energyabrmrbin1g materials used by the stuntman
had been d.isearded. So our French location manager asked me what I required. I chose an amount that would cover an area in front of the tower enough to cover a blown launch. An assistant returned just before the camera, and cranes were Unfortunately, her vehicle would only carry half of what I asked for and the source was too far away to return. I then decided that I could do it anyway. After all, I've had many no-wind launches and all of my landings with the new glider were very The assistant cameraman was videotaping most scenes so we could instantly evaluate whether or not to reshoot a scene (this saved thousands of dollars of 70mm film). This enabled me to evaluate what in the next few seconds. After six good downhill steps, I still had the control bar on my shoulders, where I like it to maintain pitch control on running launches. I remember thinking that I was having a good launch. But immediately after leaving the platform I knew something was wrong. It felt as if the glider had gotten ahead of me and was to pitch down as if I weren't attached. Apparently even though I had good speed there was a mild down-draft in this area where nobody had any business flying. As there was no altitude to recover I tried to at least push out into a mush but the glider was continuing to its stall. That I had forward shot the far end of the em!rgy-a.l)S(Jfbing; paid, HANG GLIDING
more than four times as far as the height of the platform. I hope this gains me a few IQ points over the impression given by Lambie's mistaken comment that I took "four steps" and "pushed out." When impact on pavement was imminent I pulled up my legs and let go of the bar. My pelvis took most of the impact. Then I snapped forward, sustaining a minor fracture of one vertebrae and dislocated my shoulder. Luckily my brand new helmet took the final blow (it had to be discarded). As the ringing of the undamaged glider tubes quieted, my first impression was, "My God, I cut myself and broke my watch." Then I realized that I had just dealt myself out of the game by dislocating my shoulder. There was little pain and no shock; I even watched an instant replay while waiting for the ambulance. I didn't know for several hours that I had broken my pelvis and a vertebra which will keep me from flying for a year. My primary memory is the sound of the knife cutting through my harness and scissors snipping my new "wardrobe." My physical therapy is long and sometimes painful, but I'm thankful that I should be almost 100% in shape again within a year. Like many though, back pain may be with me for the rest of my life. I urge all pilots to do back strengthening exercises daily. Hindsight on this accident plus a growing picky-ness over where and under what conditions I fly in my eleven years of experience lead me to conclude that there are too many great flying sites and enough good days to ever take that "10%" chance that something might go wrong, no matter how great the rewards. Having flown Hawaii, Telluride, Ellenville, Carr Canyon, and many other great sites makes me wonder why we bother with lesser sites. In the last three years I've scratched over a dozen sites off my list because of poor
landing areas or other factors. There's just too much good flying to be had; it's not worth the uncrowded, unregulated, or convenient situations at many local sites (including my own backyard: Red Rocks!). Even though I've flown them, I don't think convenience overrules safety at "urban" sites like La Cumbre (Santa Barbara), Shaw Butte (Phoenix), Sylmar or A-Mountain (Tucson), and I probably won't fly them again. My accident was a stunt and would, of course, never have happened in recreational hang gliding, but I hope that the faulty set of circumstances and decisions by a veteran
German pilot uses novel anti-rocking device for his glider. Most European pilots use ladders for support. McNeely photo.
no-wind launcher will help other pilots know when to say "no go." While I recuperated the crew braved the wettest summer in history in England to film a re-creation of the first man-carrying glider, designed by Sir George Cayley in Yorkshire in 1853 and reconstructed by British avia-
tion historian John Sproule and glider builder Ken J. Fripp. It looks like a giant kite with a rowboat hanging under it, and the story goes that Sir George, who was an avid student of bird flight and had built many smaller gliders earlier in the 19th century, convinced his reluctant coachman to become the world's first aircraft pilot. The glider was towed into the air by ropes pulled by brawny Yorkshire farm boys, running downhill. When the craft, after a short flight, landed with a thump, the coachman apparently tendered his resignation, stating indignantly, "I was hired to drive, not to fly!" Pilot for the filmed re-creation was Derek Piggott, Chief Instructor at Lasham Field, England's largest gliding school. Piggott is also a veteran stunt pilot, having flown all kinds of vintage aircraft in films like "Those Magnificent Men in Their Flying Machines" and "The Blue Max." On The Wing is being edited now for a June 19, 1986 premiere at the National Air and Space Museum in Washington. One additional scene will have been filmed by January 1986. Dr. Paul MacCready and his team of designers and engineers at AeroVironment, Inc. in Monrovia, California, are following up their Gossamer aircraft feats with something equally innovative and startling - a pterodactyl known as quet1,alcoatlus northropi based on fossil bones found in Texas. Using the latest in lightweight materials and state-of-the-art autopilot and servo motor technology, Dr. MacCready and his group have built a flying robot "QN" with an awesome 18-foot wingspan that will flap and glide its way across the southern Utah canyonlands for On The Wing. It will be by far the biggest and most successful ornithopter man has ever conceived and should yield new knowledge about pterodactyls and how they flew.•
DEDICATED TO THE HANG GLIDER PILOT
MINIMUM
the
Made in West-Germony
A well-tested power unit, attachable to almost any modern short-keel glider. The thrust is ideally divided and works partly on the heart-bolt and partly on the pilot. The propeller moves with the pilot and so works like '' power steering You can take off and land with this unique designed '' trike either running or on wheels. 11
11
•
For further information send note to P.O. Box2343 New York I N.Y. 10009
MARCH 1986
Dealer inquiries invited
39
Vol Captif liy Jim Nye Asimple training system for beginning hang glider pilots recently became popular in hang gliding schools in France. Besides its ability to help beginners launch and fly for as long as they like at the very first lesson, the most attractive quality of "vol captif' or the Captive Flight System, resides in the fact that one no longer has to climb back to the top of the hill with 50 or more pounds of glider on one's back -- most likely one main reason for dropping out of the sport at an early stage. The system consists of a hang glider loosely tied down with ropes at well-chosen points to a solid platf01m bolted to the top of a van. The student climbs on the platform, hooks in in normal fashion and prepares to launch with the instructor standing only about two feet in front. As the van reaches about nine miles per hour the student is instructed to push out to become airborne. Another order is given to prone out and the flight lasts for as long as the van keeps on rolling. As the van slows down the instructor, who is standing at the same place, tells his student to 40
grab the down tubes and push out to land. Phillipe Tissemnd of the French hang gliding magazine "Vol Libre" recently gave it a tty. "It felt awkward at first:' says Phillipe, but as the van gathered speed the light cross-wind and the bumps on the road surface became less and less noticeable, Phillipe says. ''.As soon as I pushed out for takeoff I immediately felt the familiar and reassur-ing feeling of real flight return," he says. He found he had to refrain from overcontrolling; the glider can pitch, yaw and roll only about three feet either way, any more and the ropes tense up to bring the glider and pilot back to the "right" position directly on top of the van. When tl1e instructor asked him to let go of the control bar, Phillipe hesitated. "What if the glider should go out of control and either wing tip should fall over the side and touch the ground?" Phillipe feared. No such thing happened. As soon as he let go of the control bar, the restraining ropes tightened up to bring the glider to a slightly nose high attitude on top of the moving vehicle.
Becoming more confident Phillippe dove to "buzz" the platform and pushed out to zoom past only a couple of feet from the instmctor, swinging the glider from side to side. In contrast to real flight, there is no correlation between angle of attack and airspeed in "vol captif'. As the glider noses up to climb, it.~ speed doesn't decrease since the van speed remains the same. After flaring to land, Phillipe instinctively sta1ted to run but found out there was no such need nor any place to run but into the instructor! Schools quickly found out, however, that "vol captif' can be best used in conjunction with traditional training in a complementary mode. Students at first would still have to prac..iice ground handling and normal running launch and landing techniques, including hill climbing with gliders on their backs. Only after that stage is completed can they practice flying on the van. It was found that if students started "vol captif' immediately, they would be noticeably more reluctant to go back to traditional hill climbing. Ill HANG GLJDlNG
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 Nuys, CA 91408 (818) 787-6600. C2-165-Like new, 10 hrs. airtime - blue, spectrum, white sail $1300. Doug (818) 357-9479. C2-185-Good condition. $500. (303) 279-7770 (evenings). COMET 165-X-country harness, chute, helmet, vario, 3 radios, skyting harness, $950. (805) 239-1619. COMET 165 OVR-Excellent condition $675. Eves. (516) 766-0597. COMET 165-Mint cond. must sell $1100. or best offer (303) 237-5770 eves. COMET II 165-Mid rib, speed rail, speed bar, cross country bag, 25 hrs. perfect. Tenn/GA (404) 820-2366. $1150. Custom sail. COMET 165 - Excellent condition, low hours $800. (818) 791-2517. CONDOR 151-$600. Size small Wills Wing stirrup harness $75. Rita (805) 963-4896 Evenings. 2 FLIGHT DESIGNS, 175 Demon. Black spectrum. Good cond. Also SL 200 Lancer. Good Intermediate glider. Low priced. Best offer. After 6 pm MST (call (505) 632-8600. DREAM 205-Super deal, need cash! With harness, parachute, helmet & wrist vario. Cost $3,775 sacrifice $2,400. Bob (805) 259-1784. DUCK 180-Good shape, never damaged. 80 hrs TT $675. (503) 276-7462. DUCK 160-Excellent condition, rainbow and blue, less than 30 hours airtime, make offer. Dave (412) 381-2284. 180 DUCK - 2 hrs. total time. Immaculate condition. $800. (415) 583-9165. 180 DUCK-Mint condition, low hours, factory modified (attack duck tips) V.G. system $850. (612) 559-0816.
187 HARRIER II-Good condition. Two spare down tubes and harness $750. (818) 248-3785. HP-Pacific blue leading edge. Ex. condition, Wisc. $1600. (608) 362-8174. LAZOR 175-Rainbow sail, great cond. $500. (702) 323-2027. 1981 MOYES MEGA 172-Flies great, low hours. Harnack Harness. Windhaven PaJ'1lchute. $850. Detroit, MI (313) 979-3305. MOYES MISSILE 190-1982, 21 hrs. $750.00. Moyes Mega 190 15 hrs. $400.00. Both VGC Lansing, Ml (517) 339-2967. MYSTIC 177-New only 5 flights, excellent performer with "all" options. White, blue & spectrum, a steal at $1800. (3ITT) 265-4621. PRO DAWN 175-Excellent condition, black leading edge. Spectrum center, yellow off each side, white trailing. $1200. (818) 248-3785. RAVEN 229-Excellent, low time $495. (205) 942-9603. RAVEN 149-Good condition. Perfect for small person. Incredibly responsive and fun to fly. $550. (916) 527-4197. RAVEN 209-As new condition, two hours air time, flown twice since 1982 $600. (818) 791-2517. STREAK 160-Gold, spectrum, tri-ply white sail. Faired kingpost, other extras. Excellent condition, low airtime, always stored indoors. Tom $725 (505) 281-1732. STREAK 160-Brand new, only 1 hour airtime. Moving, must sell. $950. OBO (602) 795-4823. STREAK ISO-Clean. Red, white, black, rainbow. $950. shipped. (509) 448-6484. WW SPORT (DEMO) .. .... ..... . ... ...... $2190 WWHP .......... ········· , ...... ...... $1500 VISION ECLIPSE ... ... .... . ......... . . . . $1790 MAGIC 1661167 ..... .. ...... . ....... . ... $1600 PARACHUTES ....... ..... , ......... . ... $ 190 We carry many new and used gliders and accessories. Trade-ins are needed and we offer financing. THE HANG GLIDING CENTER (619) 450-9008. WANTED-Used hang gliding equipment. Gliders, instruments, harnesses and parachutes. San Francisco Windsports, 3620 Wawona, San Francisco, CA 94116 (415) 753-8828. WILL TRADE-Moyes Meteor 170 (Comet type), good condition, for Gemini, Dream, or Raven. (608) 251-2553. WANTED-Intermediate glider for 155 lb. pilot. Prefer Raven, Harrier II, Skyhawk, Gemini in excellent condition, reasonably priced. Jerry Warner, 56(J7 Fairfield Ave., Fort Wayne, IN 468ITT. (219) 744-5832.
EIPPER HANG GLIDER-30 ft. wingspan. Resembles Quicksilver without motor & landing gear. Cincinnati area (606) 331-4109. GEMINI 134 - Very clean and well kept. 1984 w/16 hrs. Nice custom colors, extra parts. Plys great $825. (215) 436-5395. GZ 155-$1900, excellent shape. (303) 279-7770 (evenings). WANTED-Sail for Harrier I 177. Low airtime, good cond. Mark (208) 486-7908. MARCH 1986
Schools and Dealers ARIZONA ARIZONA WINDSPOR'TS-Certified instruction utilizing skyting and the World's only man-made trainer hill. New & used gliders, accessories, parts & repairs. 1114 W. Cornell Drive, Tempe, AZ 85283 (602) 897-7121.
ARIZONA 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 (7ITT) 584-7088 CHANDELLE HANG GLIDING CENTERUSHGA certified school. "The best damn hang gliding shop In the world:' Dealers for Wills Wing, Delta Wing. Five minutes from Fort Funston (415) 359-6800. HANG FLIGHT SYSTEMS - Certified instruction program. Featuring Wills Wing gliders and accessories. HP, Skyhawk, demos available to qualified pilots. 1202 E. Walnut, Unit M, Santa Ana, CA 92701. (714) 542-7444. HANG GLIDER EMPORIUM-Quality instruction, service and sales since 1974. Full stock of new and used Wills Wing, Delta Wing, and UP gliders plus complete accessory line including harnesses, helmets, varies, and spare parts. Located minutes from US IOI and flying sites. 613 N. Milpas, Santa Barbara, California 93103 (805) 965-3733. THE HANG GLIDING CENTER-Located in beautiful San Diego. USHGA certified instruction, equipment rentals, local flying tours. Spend your winter vacation flying with us. We proudly offer Wills Wing, Delta Wing, Pacific Windcraft, U. P. Airwave, High Energy, Ball and we need your used equipment. 4206-K Sorrento Valley Blvd., San Diego, CA 92121. (619) 450-9008. MISSION SOARING CENTER-Serving the flying community since 1973. Complete lesson program with special attention to quality take-off and Ianding skills. All major brands of gliders, parachutes and instruments sold. Sail repair and air frame service available. 43551 Mission BLvd., Fremont, CA 94539. (415) 656-6656. MOYES CALIFORNIA - 22021 Covello St., Canoga Park, CA 91303 (818) 887-3361 or 173 Bronte Road, Waverley, 2024 N.S.W. Australia 61.2.387.5114 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 94116. (415) 753-8828. SANTA BARBARA HANG GLIDING CENTER • Certified instruction, glider and equipment sale. 29 State St., Santa Barbara, CA 93101. (805) 687-3119. WINDSPOR'TS 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.
135 MAGIC III-Excellent condition. $1500. OBO. Flight Realities (619) 455-6036.
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CLASSIFIED ADVERTISING CONNECTICUT CONNECTICUT COSMIC AVIATION - 14 Terp. Rd., E. Hampton, CT 06424, c/o Bart Blau, Lynda Blau, (203) 267-8980. Hang glider dealer for Wills, UP, and Airwave. Ultralight also available. USHGA Certified Instructor. Been flying since 1975. Call me where to go in CONN. HAWAII MAU! SOARING SUPPLIES - Certified Instructors. Sales, service and rentals. R.R. 2, Box 780, Kula, HI 96790 (808) 878-1271.
MOUNTAIN WINGS, INC. - 6 miles from Ellenville. Five training hills, five mountain sites, USHGA certified instruction and towing. Delta Wing, Pacific Windcraft, Seedwings, Wills Wing and Skylines and Manta. Sail, airframe repairs on all makes, RIC equipment. Main St., Kerhonkson, NY 12446 (914) 626-55S5. THERMAL UP, INC.-Gliders and equipment, sales, rentals, instruction. USHGA certified instructor. Dealer for all major brands. One mile from Ellenville. P.O. Box 347, Cragsmoor, NY 12420 (914) 647-3489.
IDAHO
NORTH CAROLINA
TREASURE VALLEY HANG GLIDERS - Service - USHGA Instruction - dealers for all major brands, accessories - site info, ratings - Box 746, Nampa, ID 83651 (208) 362-1848.
KITIY HAWK KITES, INC. Learn to fly over soft sand dunes where the Wright Brothers flew. America's largest school offering beginning and advanced lessons, group rates and ratings. Complete inventory of new gliders, accessories, and parts. P.O. Box 340, Dept. 104, Nags Head, NC 27959. (919) 441-4124.
MINNESOTA NORTHERN SUN, INC. Dealer for all major nonpowered and powered brands. USHGA certified instruction. Owners/managers of the Hang Gliding Preserve, soarable ridge with tramway lift. When in the North Country stop by and test our line of gliders and enjoy the sites. 9450 Hudson Blvd., Lake Elmo, MN 55042 (612) 738-8866. NEVADA HIGH SIERRA SPORTS, INC. - 286 E. Winnie, Carson City, NV 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.
FLY HIGH HANG GLIDING, INC.-Serving New York City/Albany, New Jersey, Connecticut area. (Ellenville Mtn.) Area's exclusive Wills Wing dealer/specialist. Also carry all other major brands. Certified Instruction, Certified Aerotowing. Featuring the most INEXPENSIVE prices on gliders, repairs, parts, and accessories available. Call or write: (914) 744-3317, Paul Voight, RD 2 Box 561, Pine Bush, NY 12566.
International Schools and Dealers JAPAN
~
~~~ Distributor major brands hang gliders (Airwave, Magic), instruments, parachutes and ultralights. Tokyo 03/443/0063, Yugawara 0456/63/0173, Kurumayarna Hang School 0266/68/m4 (April 1 - November).
OREGON
SWITZERLAND
EASTERN OREGON ULTRALIGHTS - Certified instruction. New and used. Wills Wing specialists. PO Box 362, Pendleton, OR 97801 (503) 276-7462.
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 10 CH-8152, Opifikon, Switzerland, Airmail. Telefon 01/810 26 48 From USA 0041/18 10 26 48.
PENNSYLVANIA SKY SAILS LTD. Hang Gliding School. USHGA certified instructors. 1630 Lincoln Ave., Williamsport, PA 17701. (717) 326-6686 or 322-8866. UTAH FLY UTAH WITH
NEW YORK
WASATCH WINGS, INC. - USHGA certified hang gliding school, dealers for Wills Wing. 12129 S. 2160 W. Riverton, UT 84065 (801) 254-2242.
f.ReeOOrn
T
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 493, Van Nuys, CA 91408 (818) 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. Winds ports (formerly H.G. Equipment Co.) 3620 Wawona, San Francisco, CA 94116 (415) 753-8828.
Delta Wing Products, certified instruction, 9173 Falcon Cr., Sandy, Utah 84092 (801) 943-1005.
fu~~;:~~;;~;;;o:;;~~~:~;~-~~~---~;;~~:;;c:~-----------------t
I 35 cents per word, $3.00 minimum.
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/ (phone numbers - 2 words, P.O. Box - 1 word) I Photos_ $10.00 1 Deadline, 20th of the month six weeks before the cover date of the 1 Issue tn which you want your ad (I.e. March 20, for the May Issue).
Schools and Dealers Emergency Chutes Ultralight Powered Flight
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HANG GLIDING
CLASSIFIED ADVERTISING Parts & Accessories
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. 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.
Videos & Films QUICK RELEASE CARABINER - $24.95. Breaking 10,000 lbs. $24.95. Extra 5/16 ball lock pin $10. DEALERS WANTED. Thermal, 19431-41 Business Center Dr., Northridge, CA 91324.
room, pool, sky gear gifts, fliers work program. FFI 4328 Cummings Hwy., Chattanooga, TN 37409 (615) 821-2546. Chuck & Shari Toth. RACCOON MOUNTA1N 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. FFI Rte. 4, Cummings Hwy., Chattanooga, TN 37419 (615) 825-0444, Chris & Leon Riche. COMPUTER SIMULATION- Windmaster, a simulation of one on one cross country hang gliding, arcade style. Thermals, dust devils, clouds, and lightning. For the Commodore 64 (disk). $29.95 Ppd. Maui School of Hang Gliding, PO Box lll9, Paia, HI 96779. 1978 4 WHEEL DRIVE - Ford Fl50 P.U. Tool box & rack. (415)534-0659. PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - SL Decals, 3W' dia. Inside or outside application. 25C each. Include 15C for postage and handling with each order. P.O. Box 66306, Los Angeles, CA 90066. BUMPER STICKERS - "There's No Place Like Cloudbase" $2.00 postpaid. Flight Realities, clo 1830 Clove St., San Diego, CA 92106 (619) 455-6036.
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. UP COCOON (5'7''.5'10") RDP Parachute, CB holster blue w/stripes $300. (404) 820-2366.
AGAIN AVAILABLE. VHS or Beta, 60 minutes NTSC or PAL. $54.95 postpaid (domestic or foreign). Owens Valley competition. "Hang gliding film of the century! - Drachenflieger. Winner: 1982 Gray Prize. Rick Masters, PO Box 478, Independence, CA 93526 USA (619) 878-2255 for C.O.D.
RADIO SHACK CB-Extension antenna, mic $75. (404) 820-2366. SHOPS: Want 6-12 used trainer harnesses, helmets. Send info/call 1033 Spaight St. #3-C, Madison, WI 53703 (608) 251-2553. BALL 652 VARIO/AUDIO-JO ft digital altimeter, 0-80 mph airspeed - new price $590. - LEAF new price $490. Ball 653 vario, 10 ft digital altimeter, 0-70 mph airspeed new $540. Demo $275. L.E.A.F. (303) 632-4959. HIGH ENERGY COCOON HARNESS-Blue with faired balast container $150. OBO (307) 265-4621. WANTED-Colver vario in good condition (307) 265-4621.
Business & Employment Opportunities Experienced USHGA Certified Instructors needed NOW! Lots of students. . not enough instructors. Send resume to: Mission Soaring Center, 43551 Mission Blvd., Fremont, CA 94539. School and dealer. Certified instructor needed: Madison-Janesville, Wisconsin area. Write/call: 1033 Spaight St. #3-C, Madison, WI 53703. (608) 251-2553.
The rate for classified advertising is 35C per word (or group of characters). Minimum charge, $3.00. A fee of $10.00 is charged for each photograph or logo. Bold face or caps SOC per word extra. Underline words to be bold. Special layouts of tabs $20.00 per column inch. AD DEADLINES - All ad copy, instructions, changes, additions and cancellations must be received in writing 1V, 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.
FINGER FAIRINGS SOAR through "THE GRAND CANYON" right in your own living room! 2-hour spectacular helicopter exploration. Breathtaking music. Critically acclaimed. VHS or BETA. Details FREE. Beerger Productions, 3217-Y Arville, Las Vegas, NV 89102 (702) 876-2328.
Miscellaneous SAILMAKING SUPPLIES & hardware. All fabric types. Catalog and colorful samples $1. Massachusetts Motorized, P.O. Box 542-G, Cotuit, MA 02635. (413) 736-2426. CRYSTAL AlR SPORT MITTEL at Raccoon Mountain; Bunkhouse, private rustic rooms, regular & waterbeds, video in-room movies, private jacuzzi
MARCH 1986
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.
I
I/.
- • )'rt ~
,
• Always there when you need them • Warm, comfortable, durable, slide easily across control bar • Instant bare hand dexlerity for launch, CB, chute, camera • Qualily conslruction, 'kin. neoprene, nylon inside and out
• Available in red or black S, M, or L only $32.50 dealer inquiries invited
THE AIRWORKS 3900 Van Buren NE Albuquerque, NM 87110 (505)
884-6851
43
CLASSIFIED ADVERTISING Stolen Wings TYPE: Harrier II 147 #6967 SAIL PATTERN: Royal blue LE, small spectrum inset with orange, red, blue, purple. White sail. Very clean. WHERE AND WHEN: Draper, Utah July, 1985. CONTACT: Mardi Bartholdt, P.O. Box 403, Draper Utah 84020 (801) 571-3746. TYPE: Olympus 160, red & yellow w/windows, black Litek vario, black harness w/blue chute container. WHERE AND WHEN: Roadside near Hwy. I, 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, white main body. Many rips in LE. Was not in bag when stolen. WHERE AND WHEN: Hart Park, Bakersfield CA May 6, 1985. Was seen leaving the bottom of the hill on a small red hatchback 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.
GLIDERS CERTIFIED BY THE HANG GLIDER MANUFACTURERS ASSOCIATION
Index To Advertisers Airwave. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Airworks ............................. 43 Ball Varios ........................... 31
1981: Gemini 164, 184, 134 Sensor 510-180
Bennett Delta Wing Gliders ......... 31, BC Gianforte ............................. 14 Hall Brothers ......................... 30
1982: Duck 180, 160, 200 (and DHV) Prostar 160, 130 Streak 160 Moyes Missile 170 Breez 180 Sensor 510-165 Vision V-18
1983: Streak 180, 130 Duck 130 Comet II 165, 185 Attack Duck 180, 160 Missile GT 170, 190 Mars 170 Prostar 160
High Energy . . . . . . . . . . . . . . . . . . . . . . . . . . 6 LEAF ............................... 11 Litek ................................ 21 Lookout Mountain . . . . . . . . . . . . . . . . . . . . . 3 Mission Soaring .................... 21, 30 Pagen Books .......................... 14 Para Publishing ........................ 44 Publitek .............................. 31 Seedwings . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Systems Tech ......................... 21 The Minimum ......................... 39 USHGA ........................ IBC, IFC Wills Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
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
Ad Deadlines All ad copy, instructions, changes, additions and cancellations must be received in writing 1 1/2 months preceding the cover date, i.e., March 20 for the May issue.
1985: Light Dream 205 Dawn Comp 160 GZ 155 Mystic 166 VG, 177 VG Sensor 510-B 160 V.G.
Para Publishing Books by Dan Poynter Post Office Box 4232-314 Santa Barbara, Ca 93103 Telephone: (805) 968-7277
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Send For FREE Brochure HANG GLIDING
USHGA MERCHANDISE ORDER FORM QUAHTITY 8-1
B-2 8-3 8-5 8-6 8-7 8-10 B-11 8-12 B-13 B-15 8-16
300KS
PRICE
MAHBll!OS by Maralys Wills. Entertainingly takes the reader from hang gilding's past to its soaring present. 8 pg color, 150 Blk & Wht photos, 40 pg appendix. USHGA IHSTRUCTORS CERTIFICATION MAHUAL. Complete requirements, syllabus. teaching melhods. HANG GLIO!NG by Dan Poynter. 8th Edition. Basic Kandboo~ to, skysurling. FL YING CONDITIONS by Dennis Pagen. Micromelerology for pilots. 90 illustrations. HAHG GLIDING AHO FL YING SKILLS by Dennis Pagen. Beginners to experts instruction manual. HANG GLIDING TECHNIQUES by Dennis Pagen. Techniques for cross-country, competition & powered flight. MAHHEO KmHG by Dan Poynter. Handbook on tow launch flying. MAH-l'OWERED AIRCRAFT by Don Dwiggins. 192 pg history of flight. Features flight ol Gossamer Condor. FEDERAL AVIATION REGULATIONS FOR PILOTS. 1983 Edition. Hang gliding pertinent information. FAI SPORTING CODE FOR HANG GLIDIHG. Requirements for records, achievements & World Championships. HANG GLIDING MANUAL & LOG by Dan Poynter. For beginners An asset to instructors. 24 pgs. USHGA OFFICIAL FLIGHT LOG. 40 pgs. Pocket size. skills signoffs (all levels), glossary of terms, awards.
$17.95
AMOUNT
$ 2.00
$ 7.50 S 7.50
$ 7.50 $ 7.50 $ 4.50 $ 6.50
$ 4.50 $ 1.00 $ 1.50 $ 2.95
ITEMS .. HEW" USHGA 'HAHG GLIDING' T-SHIRT. 100% heavyweight cotton. WHt,E 0< ,AH. Me•'s sires·. SM L X-L \CIRCLE CHE\ USH6A EMBLEM T-SHIRT. 100% heavyweight cotton. TAN or LIGHT BLUE. Men's sizes only. S M L X·L (CIRCLE SIZE & COLOR) USHGA EMBLEM CAP. One size lits all. Baseball type/USHGA emblem. NAVY ORANGE GOLD (CIRCLE ONE) "HEW" USH6A BELT BUCKLE. Solid bronze, custom design, relief sculpture. 31/, x 21k USH6A SEW-OH EMBLEM. 3" dia., full color (red wings, sunburst w/black print). USMSA EMBlEM D!:CAl. 3W' aia., lull color. LICENSE PLATE FRAME. "I'd rather be hang gliding." White on Blue. WALLET. Nylon, velcro closure, rnach. washable, water resistant. ROY AL BLUE color.
1·1 1-2 1-3 1-4 1-5
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1-\i 1-8 1-9
$ 8.00
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$ 8.00 $ 5.00 $12.00 $ 1.00 $ .25 $ 5.50
$ 8.95
HANG GLIDING/GROUND SKIMMER BACK ISSUES '''SPECIFY BY CIRCLING ISSUE HUMBER" 'ISSUES HOT NUMBERED ARE SOLO OUT"' PRINTED COPIES:
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Current Issue
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M S l l~ 11\NOI\ROS. fUll'f CER1 Dear Bill , Hey you guys - you 've done it! There 's a high performance , great handling glider for small peo ple on the market - and you 've created it! I've never flown a glider that has a great sink rate , good hand ling and good performance until my Mystic arrived. I love it . -Genny Farnsworth
Dear Bill , I finally got to fly the new Mystic and thought you might be interested in a short note on how it's going . My first flight on the Mystic was 122 miles ; the next day it took me 135 . And it didn 't stop there - in nine flights the next ten days I averaged over ninety miles per day on the Mystic 177 with six flights over 100 miles. What impresses me more though , is that the glider goes so well without giving up handling - it 's an absolute joy to fly . In short you 're doing a great job on a great glider . Good going mate! -Woody Woodruff
Dear Bill , I rece ived my Mystic two weeks before the '85 Nationals. My Mystic req uired no tun ing to get it ready for com petition , pulling the VGtook care of th at. Engaging the VG is like changing gliders in midai r. It goes from an easy handling glider to a flat flying racer with the pull of a string. During the Nationals I flew over 500 miles . There were only three Mystics flying in the Nat' ls, and two of the three placed in the top ten. The third was flown by a first year rookie who already has a one hundred + mile flig ht and several seve nty + mile flights in his Mystic. This says a lot about how easy the glider is to fly , and how well it performs. The Mystic has , without a doubt, proven itself to be a competitive , certified , state of the art , American made glider that is secon d to none. My choice for the '86 season wil l be a Mystic . -Kevin Christo ph erson
Dear Bill , The performance and flight characteristics on the Mystic are absolutely su perb . Thank you Bill for offering the flying community a glider of this caliber . -John Minnick Mystic Owner Chandelle SF.
Dear Bill , Just a note with some thoughts on your new Mystic glider. Its mellow fl ight characteristics and ease of lan ding really appeal to our Hang 3 customers . It's really nice to be able to sell a truly high performance glider to a Hang 3 and know that he can handle it! -Joe Greblo Winds ports
MYSTIC SPECIFICATIONS MYSTIC Wing span Aspect ratio Sail area Optimum pil ot weight
* 1ss
166
177
32 .8ft 6.72 156 100-170 lbs
34 .1ft 6.8 166 140-210 lbs
34 .8 ft 6.84 175 170-240 lbs
*Certification in pro gress . Standard Features Include: Streamlined Downtubes & Kingpost ; Foam Leading Edge Inserts; Enclosed Ball Tips ; Y2" Center Ribs ; 4 Half Ribs ; 3 Undersurface Ribs Per Side . Options: Variable Geometry, Spectum Cloth . ..
MYSTIC PRICE (ALL SIZES) ....... . ONL': $2395
Delta Wing Gliders Box 483 Van Nuys, CA 91408 818/787-6600 Telex 65-1425