USHGA Ground Skimmer August 1976

I

e

With like the tip feathers of birds, this new Dick Boone sail design produces incredible performance coupled with unsurpassed three axis control and stability. The radial tips@ allow for: • improved 1/4 chord sweep e less sail billow (1h permitting high penetration without sacrificing good parachuting rh::irndAric:1·ir.c: e reduced induced drag • better washout curve • prevention of tip stalls and flat spins.

0

)

the VI-B gives you performance you need for winning meets. High speed glide for speed runs, yet Vl-8 slows down to 200 FPM for aerial slalom and when it's time to land, it's DEAD CENTER on target.

and has proven it's excellent therma/ing and

~~;!,,rx it.r~.!

0 1 0 ~"~h~f fl~~~. ~.:~ proved a top performer. Really a pleasure to fly, the VI is a glider intermediate pilots can learn to soar on, yet is flown by experts in mountain conditions. Great for towing too.

Great stability for learning yet performance for advancing through all hang ratings. The Phoenix SX Is designed for the heavier pflot (170-230 lbs.) SX has VI perform. ance with double batten roach de· sign and inflatable pockets. Can be used for light tandem flying.

soaring capabilities. Centering a thermal in a VJ-B

is a breeze because of it's excellent roll resno,nse and sink rate. And when it's time to move out of sink areas to another thermal, the VI-B's top

CUSTOM ACCESSORIES • "Enduro" mesh prone harness • Vario· meters • Helmets • Supine harness • Equipment o Films • Books o Hardware • Acc:ess,orv Hang gliding Apparel • Kite

really comes in handy.

DELTA WING KITES and GLIDERS, Inc. 13620 Saticoy Van Nuys, California 91408 PHONE: (213) 785·2474

SWIFTB L/D Max Sink Rate Stall Max Roll Pitch Response ' 'Contest Potential

7tol@ MPH 250· 260' /Min 13MPH 40+ MPH Excellent Excellent Excellent

7to 1@27MPH 250·260'/Min l3MPH 40+MPH Exi;;41Uent Excellent Excellent

B

A Area AIR Keel Wing Root Cord Batten Cord

Dry Weight

190 Ft2 5.38 12'0" 20'0" 11'1'' 32'0" 27" 41 lbs.

170Ft1 5.28 12'0" 19'0" 11'1" 30'4" 37" 40lbs.

' Performance figures are approximations and derived from pilot extrapolation and comparison to other claimed figures. ' Due to It's exceptional handling characteristics and target hitting potential without loss of L/D or sink rate the Sun Swift was chosen unanimously by the factory sponsored Sun Flying Team.

Sun

Corporation [J

47th

D

ISSUE NO. 43 AUGUST, 1976

EDITOR: Rich Grigsby LAYOUT & DESIGN: Mark Al lison EDITORIAL ASS ISTANT: Sharon Grigsby OF FICE STAFF MANAGER: Carol Velderra in Susan Bischof, Hedy Kleyweg, Janel Meyer USHGA OFFICERS PRESIDENT: Vern Round I rec VICE PRESIDENT: John Lake SECRETARY: John Harris TREASURER: Lloyd Licher USHGA REG IONAL DIRECTORS REG ION 1: Vern Roundtree. Gil Dodgen. REGION 2: Lee Sterios, John Grace .REGION J: Lloyd Licher, Dan Poynter, John Lake, Chris Wi lls. REGION 4: Don Bench. REG ION 5: Gary O~aba. REGION 6: Darryl Smith. REGION 7: Mike Z i as kas . REG ION 8: Tom Peghiny, Dan Chapman. REGION 9:.Vic Powell, Chuck Sl usarczyk. REG ION I 0 : Harry Rob.b, John Harris. REG ION 11 : Dave Broyles.

D IRECTORS-AT-LAR GE: REG ION I : Bill John son. REGION 6: Al Mulazzi. REGION 9: Denni s Pagen. RE G ION 11: John White .

HONORARY D IRECTOR: Hugh Morion. EX OFFICIO DIRECTOR o f USHGA as we are a divis ion of NAA: Genera l Brooke Allen.

GROUnn ,HlfflffllR fflAGAllftl CONTENTS

4.

ULTRALIGHT CONVERSATION

10.

ULTRALIGHT N EW S

11.

CALENDAR

18.

COMMENT : 1976 NATIONALS by John Lake

21.

EVOLUTION O F TH E RADIAL TI P GLIDER by Dick Boone

24.

1976 NATIONAL GLIDING CHAMPION SHI PS by Pork

40.

ALL ABOUT SAi LS by Dennis Pagen

42.

HMA CATEGORY I SPECIFICATION S (PROPOSED)

45.

US HGA AND THE FAI by Dan Poynter & H. R. Gi llman

48.

NEW GAME: ONE ON ONE DOUBLE ELIMINATION TOURNAMENT

by Chri s Price

55 .

CLASSIFIED ADVERTISING

CONSUMER ADVISORY : GROUND SKIMMER and USHGA, Inc. do not endo rse or take any responsibility for the products advertised or men)loned within these pages .

Please consult the HMA or pilots and dealers in your area.

G ROUND SKIMMER ,s published fur h ang ~l idtng sp<1rt enthu:.ias.t~ 1onedl e lurthet rntercc:.1in the ~por1, be a mean \ of open ·comrnunici1t1on and 10 advance tu,ng glidmg methods .rnd ~afe ty . CorHrih 111 ions au• wPlcome. Anyone 1:- invi ted 10 contribute .:irucles, pho1os, ;i ,,d 1l lusira1 ,ons conrern ,ng hi'Jnij g h<l1og "r11v1t1 ~s. If 1hc- material 1:, 10 b4! ,eturned. a stamped, ,elr-addre»ed re1u111 envelope musi be enclosed G ROUND SKIMMER rese1ve, 1he 11gh1 i v ecf11 rnn, l ributfon\ where nece~sar-y. The ,\,;,c,oc,,1110n .tncl put, Ii cation do no1 .1s .. l1mc rcsponsibd 1tv for the ma1enat or opin ions o f contributor~.

G ROUND SK IMMER i< puhl,shcd mon1hlv by 1he United St.He~ H.l ng Gliding A sso ci,ll1on. Inc. w·hosc mal l,n)l addre,- i< P.O . Box 6 bJ06, Los Angeles, Cil Ii(, 9 00hC, .1 n d whose offi ce) dre lo <:'~1 1.NI al

11 J 12Y, Ven,ce Blvd .. Los Angele,. C•lif. 9006b: 1elcphonc tltl) 390-J065. Second-da» pomge is 11airl al Los A ngeles, C• l oi GROUND SKIMMER " printed by Sinc.:l..1i1 Prin li ng & l.,thn, A lhambra, Calif Suhsrriptton 1!> av,11f;1ble only d!i part o( m('mbcr'ihip ,n 1hc USH GA. a member.control led educatio nal and sclen1 lflc org(rn i1,a11on dedicated to ex plo ,ing all f,1ce1> of fuelle», ,elf-lall nched ul11alo~h1 (hgh1 Memhet'ihip t!> open to .inyone 1111ereMed 1r1 1hi" real m o f fl igh1. Due, are i 10 pe, yea r f$ t I forfore•Rn add,es,esl of wh ich $4 are desogna1ed for subscrip1ion to GRO UN D SKIMMER . Ch•nge, o f aclclrcs< should be !lent :,ix week<:> in advMice, rnch 1d,ng name, USHGA membN!ahip numbe, , prevH>u~ Jnd new ad· drc'i~. Jnd a m.1,lmg label (rom ,t recent i\c:.ur.

COVER : Celebrating the 1976 Hang G lidi ng National Championsh ips is a beaut ifu l color cover taken by GS fea tu red photograph e r Step he n McCa rrol l . W ill s Wing pi lot Curl Kie fer launches his beautiful SST at

Dog Mt.

EDITOR' S NOTE: Hooray! The long-awa ited color cover is here donated by Wills Wing Inc . The GS budget sti ll doesn' t allow for fu l lco lor pri nting, but we can look forwa rd lo co lor covers in the fu ture lo be donated by the various hang gli d ing manufacturers. Special thanb to photographer Stephen McCarrol l and W i lls Wing Inc.

or~:~=::;;.~~" 0r :_,:c.:,:_;c._c.~~~

"I was very upset when I discovered a hanglider rnanufacturer has been using tubing which is completely unsafe. The tubing is 6061 T6!" I act? ... No, but it could have been! Sometime ago I ordered through a reputable distributor of wroughl aluminum products a "mill run" of 6061 T6 for use in my hangliders. The material c:irne complete with papers certifying its mechanical properties to be the minimum required by the Aluminum Association and several other standards. It is a practice of mine, however, lo have a licensed laboratory test incoming structural rnaterials for "certified" properties. Wow! Whal a surprise the "6061 T6" tubing was less than half as strong (17.0 Ksi) as it was "certified" lo be!

REJECT! ... Hopefully that "6061 T6" has been used for pipe railing or beller yet, Coke cans.

The poinl? ... Just because a tube is stenciled with "6061 Tfi" doesn't mean it's strong and, likewise, if ii is labeled "6063-T832" or "6063-TEl3.5" it doesn't mean the tubing is better used to support beer-bellys instead of hanglider pilots. With an appropriate amount of research, Mark Buckley (GS.#42) would have discovered that the applicability of these alloys in the construction of a hanglider is primarily dependent on the manufacturer of the tubing in question. He would have discovered there is 6063-"fa32 . Major producers generally a quality product.

They stand to lose too much if they do not.

Mark's well-meaning but partially r0searched and out of context comrrn?nts concerning the 6063-TB32 used by major hanglider m,mufacturers border on slander and, as such, demand point by point amplification: The Aluminum Standards and Data does not recornrnend that a particular alloy be used for a specific purpose it simply I ists "Some Applications of Alloy". Interestingly, "Furniture" is listed for both 6061 and 606l.

Another publicalion, Structural Aluminum '(published by Reynolds Aluminum) characterizes the use of 6061 and 6063 in

4

the same manner: "Engineering, household,

and architectural applications. Cood forma-· bility, weldability, corrosion resistance, and strength after heat treatment. .. " The primary producers of 6063-TB'32 and 6063-TiB.5 will certify th,1t lubing manufoc. lured by them specifically for hangl iders is of depend,ible strength insofar as it wi 11 meel or exceed the mechanical properlies specified in the Aluminum Standards and /Jata and other appl icablP standards. In Table 12.19 of this publication, identical yield strengths of 3S.O ksi arc listed for 6061 T6 and 6063-TB32. 40.0 ksi is specified for 6063-TBl.5.

The statements "it is not certain what alare in it ,rnd "(it is) a potpourri mixture which scrap alloys are sometimes put" are terribly misleading and only exernpl ify Mr. Huckley' s poor grasp of metallurgy. 6063 is not composed of other alloys, i!'is an alloy. Its metallurgical idenlity is dependent, in part, upon the elements (silicon, urn, etc.) it contains. All alloys are in a certain sense a "potpourri mix ture". It is common for so called "scrap alloys" to be recycled in the parent mix of a particular alloy (including 6061-T6); none the these lose their metallurgical identities once a part of this parent melt They are simply contributors of specified elements, and the batch as a whole must still rneet the chemical composition require·· rnents of the alloy to be produced. These requirements are quite specific for both 6061 and 6063. Several standards (including ASTM 8210 and ANSI 43B.3) specify the compositional imits published in the Aluminum Standdrds and Data .The primary producers will so certify the composition of 6063-TEJ'.l2 and 6063 .. f83.5.

The primary producers of 60(i3-TEl32 and similar alloys will 1101 manufacture tubing destined for in hangliders in a manner that will cause a seam. II is a truly seamless drawn lubing.

So the 6063-TB32 or 6063-TB3.5 tubing used by the rnanufacturers with which I arn familiar is tubing I. With specific and certifiable slrength 2. With a specified chemical composition 3. That is seamless

Most (major) manufacturers use only qua I ity aluminum tuhing, whether 606'1-T6, 6063-TBl2, or other alloy. The comment thal "profit was more important than safety" is particularly upsetting. all manufac.. turers have flight teams, friends, employees and principals flying the same gliders they sell. They fly nearly daily, sornetimes encountering extreme conditions cond i lions the non-professional pi lot may never experience. Would they fly on an inferior grade of tubing NO WAY! When I'm in a turbulent thermal over Sylrnar at 3000' ACL, I don't think about whether my STRATO has 6061 T6 or 6063-TB3fi lead (I use both), I think about !hose test reports in my office confirming the yield strength of that batch of tubing to be 40,400 psi!

Cary Valle, PrPsident Sunbird Ultralight Cliders

A Dear Editor, It is commonly thought that the recent generation of high performance kites are superior to their predecessors in terms of dive recovery. While this is dernonstratably so with moderately steep dives, it apparently is not true in full-luff falls. Unfortunately, this conclusion is based upon the following incident which I saw recently in Hawaii: A pilot, doing aerobatics above the Wairnanalo ridge in fairly strong 2'> tnph) conditions, E!xecuted a series of stalls of increasing severity. Due to the wind, his blow-back while in these stalls was as great as his forward movement during the dive recovery phase, so that his path traced a vertical stationary circle.

Very dramatic. However, recovery from his last stall which was essentially vertical threw him into a full-luff dive. Instead of corr1ing out of it as expected, the kite in·· verted and did a quick oulside loop, col-· lapsing the king post, leading edges and keel. Had the king post not buckled and released its cap with cables, perhaps a crippled but maneuverable kite rnighl have been crash··landed. On the other hand, the sudden stop inherent in the (continued on pagl' 6)

AUGUST, 1976

•

Contributors lo lJ.S. TP,Hll Funrl

CHUCK I /AND, NV DAVID TRIM/3Lf:, DU. 13/WCI T/RIWI., MO A. IEF SPENCFI<, KS R [. COC/1, PA S. C. /3LOUCII, CO OMAR SUM<FZ, VINUUELA JOUN 111.EWICII, IN WIUIAM PE/ER'i, CA /<.ICE/ARD llf<YANT, CA WAYNE BAKU<, W.VA Cl/IP SAi MON, NJ DOUR Ml K. JOIINSON, IN DONNA WEISS, AZ MATTHEW WACNFF<., NC

rx

WILLIAM Mcl(/L/IP, DENNIS LEVI, WA LAMB, NV C. NE/N.NFW/3Y, KY N.0131/<T LAI/NUU, NY I) AN F/.0 DC ff{), AZ MA/<.K WADSWORT/1, TX I/M COIRTZFN, KS [)[NNIS f<OY, CA CIIUCK C/ORENC/, CA DOMINGOS rlos SANTOS l<OCI/A, Bl<AZ/l 1/AZ/'N I/FAT/-/ & KAY HAU, Ml R0/31 rn PEI/ID<., CA DAN CI/APMAN, NY CI.AUDE BI.ACKBURN, WA }/SSE IJAIEY, CA

JIM JORSKI, OK JAMES JU/IL, AZ CARL CUZIR, fl) D. SlANFIFID, CO DAVID MACALLISTER, NII DUG LAW/ON, CA Mll<r H/.APf', IL STANLEY FRIEND, IN STt:VE KNOUS, TX KENDAL/_ 1/0PK/NS, CO /01/N 13/<.ANDI, CA MICIIAH OH.Tl I, WEST CIRMANY IIERBERT VAN /JR/EL, CA DAN IADI.OCK, WA II. /3F/.ICCS, AZ /3f·WU KNUTSON, OR JAMES BOND, AZ

KFVIN WI JOE LEC/JWAI<, IL WOODY JONES, VA JOE BAUER, WA A. McKEEN, NY KAT<.L & MARY DA/1/STIN, CA AMIR BACIIERDOUR, IN I.. S. CREENLEAI, CA BF?.AD KUS11NIR, NY CEORCE FERRIS, NY CEN!: IEMU, OH THOMAS STOCKING, CA BRENDAN & //NOA BLACKWEii, KY C. /) RECKARD, C:A EUCENE KERST/NC, II. C/1.BERT Al

UL TRAUQHT CONVERSATION (conlillu<'d)

There's a lot more to selecting a high-performance glider than just seeing which one flys highest or listening to manufacturers' claims. If you really want to be confused Just compare ads in Ground Skimmer Magazine.

There's a better way ...

Now you can go to one place and fly Just about any high-performance glider that interests you.

Our weekly High-Performance Glider Clinic lets you learn first hand the difference in feel between batten tip and truncated tip gliders.

Compare roll response, pitch response, yaw sensitivity, Inertial lag, control pressures. and stall and landing characteristics all Important poin1s to consider.

We don't want to sell you just any glider, we want 1o sell you the one that's best for you.

For more information call or write to:

Southern California Gliding School of Box Van

• Weekly hlgh-perf<,rrr1an1::'e1olldler .. Sales and servlc.e c/alJ maJl;lrprands ol new and used gliders.

SOUTHERN CALIFORNIA SCHOOL OF HANG GLIDING

quick inversion probably knocked the helmctlcss pilot senseless against the keel causing its failure. In any event the result was horrible to sec.

I think at least two irnportanl conclusions can be drawn from the incident: First, full·-luff dives are still killers. Delib·· erately produced radical stalls would thus appear to be suicidal. His kite was a truncated, battened, uncambered, high performance model of a very popular design. Who manufactures it is not the point.

The point is that it could happen in your k.ite. Second, many of us are perhaps un .. consciously drawn to flying as a means of gaining attention; that cheap substitute for love. We all want it. I personally didn't go after a world record for nothing. Theim .. portant thing is to be able to this and draw back when the drive gets too strong lo fit reality. So many good people, like this rnan or like my mainland friend who died trying to do a loop, are getting killed for nothing. Attention isn't where it's at. It just seems like it is.

Bruce Morton Glendale, California

Glidlno 1 Course No. Dear Editor, I am writi rig to i nforrn your readers of another rnilestone of progress towards public acceptance of our sport. I am a Masters student in psychology at California State University of Sacramento. Having noticed a keen interest among my follow students ing hang-gliding and my enthusiasm for ii, I decided to propose a course in hang-gliding lo the college administration. After all, I reasoned, iffrisbee could be taught for credit in the P.E. department. why not ultra-lite flite?

After having drafted a comprehensive four page course description and outline, I began a series of meetings with the officialdom of the State College and a local private col Approximately three months after beginning this project I sat in the College Administrators office and signed the contract agreement to teach HANG-GLIDING 11 course no. X196, Recreation and Parks Department of Ca I iforn ia State University Sacramento.

Since Sacramento is a fairly flat town, 8 field trips have been authorized to a nearby coastal beach, each student must attend al least four of these, otherwise the 50 ft. levee surrounding the school can be used for demonstration and practice. Besides actual flying, demonstations and films, a series of lectures will be given covering such topics as: The Evolution,

The Factor, Aerodynamic Terminology, Turbulence, etc. The school bookstore has ordered large quantities of Hang-C/iding by Dan f>oynter, Hang Flight by Joe Adelson, and The I langGliding Log USHGA, which will be required.

The course will be worth two units of college credit, and anyone in Sacramento may for the class hy callng the extension office of C.S.U.S. Since I arn completing my hang-3 rating, (finally after 2112 years of flying!) and will be taking the instructors certification course from Chandelle of S.F. this summer, the Sacramento State class wi II conclude with a U.S.H.G.A. rating for each student who qualifies.

This is an historic moment in the history of the sport of hang-gliding. for the first time in the United States a complete and comprehensive lrai ning course is being offerc~d for college credit by an accredited state university. It is my opinion that all in the hang .. gliding community will benefit from this important precedent.

Don Severance So. Lake Tahoe, Ca.

are f1ea r Editor, I'm writing in response to a letter I read in lhe April Ground Skimmer titled: "l<nee 1-bnm>r~ Are they Safe?" I read the article with great interest since I have found quite the opposite to be true. I personally have seen more crashc!S and near crashes resulting from pilots looking back for their foot stirrup than anything else. I've found knee hangers to be quite comfortable, and nonrestrictive in your takeoff run if they're properly adjusted.

Mr. Williams points out three things he feels are wrong with knee hangers: ·1) They are restrictive in picking up the kite and running with it. 2) Having to throw yourself into the prone position so any problem encountered during take off would not allow this. 3) Inhibits hard pushing out while running with nose too low or stumbling. In response to his three statements I offer three of my own.

'I) When properly adjusted, knee hangers will not interfere with picking up or running ~ith your kite. 2) You do not have to throw yourself into prone position with knee if your knee hangers run through a smooth separate· pivot ring. A gentle pull is all that is required to go fully prone.

The only reason you might find yourself unable to push out hard while running for (continued on page B)

rhc· f 1,1wf" cJn~>ICJr'l(:d l;y I 'rn cy I 'ilclim I llHO

the focal point news, views, entertainment and information about the great international sport of liang gliding.

Back Issues Available: IJ April May June Please if you wish your subscription to start with any of the earlier

The Wind Mark IV is creatE'~d and

by Larry Martin of California Gliders. power Mark IV is high cmd maneuverability, excellent yaw, roll ond pitch stability. A brillicmt by reason of its ancl l<am Air double surface Test pilots DonalcJ f?. Cohen and Jack conclude "The Wind Mark IV definitely offers Hang IV with the ease and that the Hang Ill pilot can fly:· The Mini Mark IV

by Larry Mortin ancJ by f<ay Hook was named Glider of the Month Pacific TracJewinds of Hawaii. California Gliders a tradition that mokes the Wind Mark IV o Wind Gypsy, the rnork of to come.

For informcrtion, cmd txochure write Colifornio Gliders 11661-D Sorrento Volley l<d Son CA 92121 · (714) 452·0351

ULTRALIGHT CONVERSATION (continue,/) Bluerxints Now Available

VJ-24 Sunlun GI Airplane controls • All metal, except fabric. e Easy to build.

• Serni-cantilGver, monoplane hang glider.

• Send $2 for brochure.

VJ-23 Swingwing • Has been soarecl for 42. min. on '.l4'·high t1ill, 23-slope, 17 mph wind.

1111 Takes off and lands in 2 steps in a 15··mpt1 wind. e Fully controllable in 3 axis.

• World's first high performance hang glider.

• Send $2 for literature, 3··view, and color photo

VJ-11 So-Lo • Build the world's first fully controllable hang glider.

1111 Standard aircraft controls.

111111 Fully engineered. e Can be built in 6 weeks spare time.

1111 Material cost approximately $400 • Send $2 for literature, specifications, and photo

Plans & OroclH1ros

VOLMER AIRCRAFT BOX 5222 DEPT. G GLENDALE, CA. 91201

8

Kits & Matorinls

OSK AIRCRAFT 14547 ARMINTA ST. VAN NUYS, CA. 91402

take off is if you let your main suspension rope go allowing your kite to fly ahead of you, causing a nose low, stumbling take off. This is a problem with any harness, seated or prone. I have been flying prnne wilh knee hangers for two years now, with over two hundred hours airtime. I have never experienced a difficulty of any kind due lo my harness. I attr·ibute this to having my harness properly ;idj usted at the start by sorneorw who knows prone flying, proper harness pre-flight and by spending two days al the training site becoming f;imiliar wilh it.

Ric Lee San Francisco, Ca.

Dear Editor, After following the conlinuing argurnents about FAA involvement in the sport of hang gliding, I feel that I have to make some additional comments. l<endall Hop·· kins wrote an excellent and badly needed article about the use of the airspace by hang gliders. Kendall also pointed out that we can prevent FAA involvement liy education of pilots. Vic Powell made sorne similar comments and recommendations.

It seems that everyone feels that the f'AA won't h,rng gliding if we, the pilots, keep our ;ict clean. I strongly disagree!

The FAA will become involved in hang gliding bcciusc! we are full-fledged users of the airspace. How similar do we have to become lo the "full scale" gliders before the FAA cannot continue to ignore us? It is up to the FAA to regulate tfw airspace and gang, that me,rns us! The handwriting is on the wall and ii all we do is ignore it and argue about it, theil we arc truly blind. A good pilot would never cover his (her) eyes on final approach but in essence, we are doing just th,it by not approaching our forthcoming regulation a little more positively.

The tirne is corning when regulation may be imposed on us without any input from ihe participants. If we act now, this can be avoided. The FAA, like other gov-ernrnental doesn't have extra money and personnel just waiting to take on yet another responsibility. They don't want to have to mess with hang glider pilots anymore than pilots want to mess with the FAA. We are at this tirnP in a unique position of being able to make recommendations and even furnish experienced hang gliding administrators Liclwr, Lake, Powell, Ne.) lo the FAA. We could in reality legally regulate our own sport through the federal

governnwnt's FAA, with our own ideas and people. On the other hand, we can wait for the FAA lo legally regulate our sport with their ideas and their people.

Righi now we might have a choice. A year from now we probably won't. Let's be far·· sighted enough to act while we still can. I am certainly not saying regulation won't be a pain in lhc keel, but I am saying that now we can decide how big a pain it will

be.

The only other solution I see is a retum to the "ground skimrning" and "never fly higher than you care to fall" days. If we continue to insist upon skying out we have to play by the rules. Think about it.

Bob Caldwell Lewisville, Colorado

Dear Editor, After· reading the article by Jirn Walker on bat1ens, (Ground Skimmer, July issue) I was disturbed to read thal only NOW have the major companies begun lo use battens. The fact is that the Phoenix was using battens to support the sail roach and define the washout at the tips back in January 'I 975.

Normally I would not find a point like this really upsetting, but while other manufacturers were busy waving their truncated tips, Delta Wing was stuffing battens. Now we see some gliders tha1 look I ike a Xerox copy of the Phoenix Vl-·B and others that can't quite let that truncation go but put in a couple of battens to make sure they have the latest trend or to clean up their sails.

Contrary to the article's statement praising wood battens, tubular aluminum battens have one distinct advantage over any flexi· ble material; they keep 1he sail cambered to the desired shape no matter what the angle of attack. All other flexible battens can pop over to the opposite camber if the sail should luff or invert, obviously making dive recovery more difficult.

The reason sail boats use flexible battens, and the vast majority of fully battened sails use extruded fiberglass, is they require flexibility to 1he point of "inversion" so as to change tacks and sc1il in a new direction.

Lastly, the Phoenix line has been innovative since it's inception both in sail shape and airframe design and wil I continue to be a creative force in the ind us try.

Delta Wing has learned a most valuable lesson never be satisfied with what seems to be the ultimate solution.

Torn Eckles Sai Imaker/Designer Flow Sails, Inc. Van Nuys, California

AUGUST, 1976

111 2 Albatross Sail Gliders were flown into 1st & 2nd in the al the US. Nal1011ols. The were Ke11h N1cl10ls & Waugh Keith & llruce will be of US. team a1 the World Championships in Aust11a. Two of the excellenl charac1e11stics are a very good ratio at a high s111k ralc. Some of the s1rnctural innovations that result 111 are cantilevered tip arrangement, the clean uniquely cambered sari, & llrg/1 aspect ratio planform.

who have llow11 other trun· tip designs then flown an have commented not on lhe 1nc1r<"FJ',f>rl n1,,·fm·m;111r:P also the ease of t1dt1u11111;. an experienced pilot into one of the mosl in the air today, ASG·?l.

For more infornwtion on the

S('ftd for our free flyer or pnc/os(' $/ . .t;{) & rnceirH' our r:ompfote f'lllalog.

Hang gliding and tow kiting are brought together by the iunovative Kite Enterprises tow system. This is the tow system !engineered for your glider. No special cable set or expensive modifications required.

Although on the market for only a short time, a Kite Enterprises tow system was used by CrcgMitchell on Seagull Ill to win the 1975 Cypress Garden World Tow Kite Championship.

The Kite Enterprises tow bar is made in many different sizes, each a direct substitute for the model of hang glider bar it replaces. Non·standard bars may be specially ordered at no extra charge.

The tow system is of 6061,T6 aluminum, with a FAA approved 1200 lb. rated tow release. The whole system is exceptionally strong.

The Kite Enterprises System is suitable for all towing, but as we do not encouraw, land towing for any but experts, we will normally supply all systems with flotation.

Kite Enterprises Tow System Complete . . . . . . . . .... $22.5 If larger than 5 ft. by 5 ft ... , . , . . . . . . . . , , .$250 Top release system complete , .. , , , . , , . , , . , , , , , , , , , , , .$ 7S Boat release . , ....... , , , , , . . , , , , , , , , , , .. $ 30 rcxi1s residents add

state sales tax

All orders require !:i00f, dt!posil

Telephone inquiries Dave Hroyles (214) 4.18, 1623 Nights and weekends.

Standard flotation system not depicted.

Standard flotation mounts on control bar

New The IIANC CU DING MANUAL & LOC presents a whole new concept in u 11 ra I ight flight instruction. It is a basic manual crammerl with all the review information essential to the novice flyer and it even provides hirn with space to log his first month of flying.

It is a MANUAL as it provides him with the essentials for review. Following the book, the student may spend his weekdays reviewing and drilling himself n the basics of: picking up !he glider, the takeoff, flying including pitch control and turns and l,111dings. He can refer to it for information on the nomenclature and function of equipment, lhe principles of flight, setting up the Rogallo, preflighting, ground handling and wind. The Hang Rating system, an explanation of the roads to advancement in hang gliding (Hang Rat· ings, awards, service, competition and instruction), the site rating system, etc. will show him the whole 'forest' and where he fits in. His interest will be retained, he'll practice the basics and will return the fol .. lowing weekend a better student. And, after all, students who do well are more aptto stick with the sport.

It is a LOC hook providing space to the first month of flying. It is designed specifica 1/y lo fit the needs of I he novice by allowing room only for those items ap .. plicable to his type of flying. And here is a clever item: one line is already filled in as an example to show hirn how it's done. (continued on page .50)

i The World in Hang Clidi11g 1976 been cancelled as ,l competition. are many reasons why the cornpeti .. has h,1d to be cancelled, but tlw rn;iin is the financial pullb,1ck of the V,Hspnnsors. The main cigarette sponsor a 3 month press survPy or Cliding with the result !hat over BO'N, ihe press information in the :l month was negative. They needed at least 50-50 pr(H'.on relationship before going with the program. They also made report available lo the other sponso1·s corning to Europe for llw Chanipionships in KossNi, there be 2 weeks of flying following the contest. These flying weeks are at 2

of the World Cup Vil OstAllgau, Cermany and l.eysin, Switzerland. These are 1101 contests, but demonstration flights where the participants can win prizes and money. All those landing on the spot can pick up an envelope under the spot con .. tai11ing money and prizes. Also around specific turning points (King Ludwig Casile) there will be rno11ey given for each 360 turn provided the flyer makes it back to the landing circle. There will also be a National Team Formation Flight contest that the spectators will judge. The winners will receive their Hotel and meals paid.

The dernonstr;ition flying is sponsored by the tourist office of both areas and is open to ;ill flyers qualified for Kossen.

-··Mike I-larker

m Gib Jaffe's hang gliding documentary "Wings of !he Wind" has been nominated in two for a local Emmy in Los Angeles. Other awards include being chosen as a finalist in the American Educational Fi!rn Festival in New York and the Cine Colden Eagle Award.

"Wings of the Wind" began in the spring of 197 4 when Gib began study .. ing hang gliding with an eye toward its romantic and pho1ogenic qualities. For a cast, he chose Jack Shroder, Bob Dari and Mike Huetter, whom he and his assistant Bruce Austin found to be most helpful and cooperative. for one thing. Sometimes the pilots would get so involved with flying, they would forget to call Gib and Bruce to let them know it was a good day! They quit waiting around for calls and stalked the pilots like wiJd ... lJfo photographers, and the results were worth the efforts.

In researching the history of hang gliding, they added interviews with Volmer Jensen, Taras Kiceniuk Jr. and FAA's William R. Krieger. The FAA was so pleased with the film, incidentally, that they show a print at their own head .. quarters at the Smithsonian in Washing .. ton, D.C. Gills film company Films, is now getting offers to do other sports films and cornrnercials, and he feels that the feedback from "Wings of the Wind" is responsible for it all. Cib is greatful to hang gliding and vice versa. Congratulations, Cib Jaffe!

ri"""L'"'",''° or individuals interested in buying or renting !he film can contact CibCo Film Productions. Address inquiries to 12B14 Collins St., North Hol . lywood, California 91607. Tel (213) 766 . 3489. The film is 16 mrn color with sound, 27 minutes. It is also available in S-e cassette.

AUGUST, 1976

ASTRAlTUNE has a stc>reo sound system for and other sports enthusiasts who want to take their music with them. A stereo cassette and a half a quality The

Cene

str,JPrJed st'.<:urP1v in the mc1xirnurn freeon the chest to dom of n1ovement and doesn't interfere wi1h the pilot sw;pensiion ped with charger, and The

and Trip Mellinger, Phoenix (iB' s, added to thei 1· growing dist;rnce flighls July Hlth when flew 47.2 miles the Inyo Mr111t1L1inc: in California, est,iblishing a new record. Both pi lots carried barographs are prc>paring to file jointly for g;iin and distance records.

The launch sile was Cerro Cordo 9 I fl4' ASL a1 the sout hem end of 1he Gerw was the first lo lake off at I 30 ,rnd soon reached the base of c1 grnwi line of cumulus clouds, almost I followed 20 minutes la1Pr ASL. me1 with poor c:ond i1 ions and lost lfo finc1lly encountered strong lift climbed to cloud b.isc

AUGUST 5 ····B 1 2ndAnnual Mt. Swansea. International Hang Cliding C:hampion·ships. Entry $30.00. Cash pri1es, $2000. Call Dean l.ll1IIIKII (604) 342--941 World Delta Championships, Boat Tow Launch Hang Cliding. Con1ac! Pat Box 1, Cypress Floricfa U515. (Bl3) 293-2111.

14--1 11.ing Cliding Meet al Cave ms Flight f';irk, Tennessee. For further informcition call ((,15) 1121 0097.

19-21, 3rd Annual Lakefront Fes tivcil, Delta Glider Championships. Contact Harry Robb, 2909 Culf to Hay, Apt. Q--203, Fla. 3351 (BU) 726.4042.

7:30 l'.M. 23, SHCA membership Dept. of Wdter and Power, 111 N. Hope St. Los """'"w•,

May I st ;rnd Southern California held its first Instructors' Certification Cline at Delta Wing Kit(0S and Glide1·s in Van Nuys. Bill Benne1t hosted the two clinic, r1nn:itinP of his

the flight, they spenl sevPr.il 11t1lrJs at 14,'500' where they suffered the severe cold and lack of oxygen.

2 'h \he cold and tired flyers c1ec1rlecl lo land outside 11w town of Owens

23 --29, 3rd Annual rloaf SurnmC>r Hang Gliding Festival foaturing fun flying from Sugarloaf, 2600'VF, Poplar, IOOO'VF, and Bigelow 2000'VF. Contact Sky Truckin' Inc. Vcil Crossing, Kingfield, Maine 04947. (207) 235 2911.

SEPTEMBER "12, f:irst World Hang Cliding ionships, Kossen, Austria. For further information, write USHCA, Box h6306, Los 1,111.!e1Ps. Cilifornia 90066.

24 --26, HangCliding Meet a1 Caverns Flight Park, C:hat1anoogc1, rN. For further information call (615) fl21-·0097.

I

25,26, Crandfather Mountain Hang Championship, Linville, North Camlina.

USHGA Sanctioned. Re.scheduled from May I and

I a' CUMULUS VB stolen June 30th from home. Reward, no quesl1or1s Dark Blue center & leading t1n1Jo,c1<,ots. From keel out, lime, blue. windows. Call Jim Thompson.

(213) 6! 1-47117.

27, SHGA Membership 7:30P.M. Depl. of Wciter and Power auditorium, 111 N. Hope St., Los Angeles.

:m

Sf:AGUIL IV, taken April from Portland, OR. home. Keel orange, leading with orange tips. is padded with leop;mi cloth, the covi•r is red cordurci wi1h twist snaps. Cal I Ashford (50l) 2B1 I 4B4.

GROUND SKIMMER

Lll'P[R FLFXI, custom sail (see photo) stolen al May 4. Artisl··Owner Mendij is ofreward for or sail returned.

Davis (21 l) 643-·2464 or (213)

Lei Ground Skimmer help you to puhl icizP your upcoming gliding evPnts. Send in your calendar items at least B weeks in advance.

Calendar of [vents

11

<11

To order your harness or for more information write or call:

SUNBIRD GILIDERS 21-420 CHASE ST. 7J CANOGA PARK, CA 91304 (!Z13) 8112-3117 • Please specify pilot height and weight when ordering by <11 A minimum $20.00 deposit must accompany all mail orders. e ONLY $65.50 f.o.b. Canoga Park. Californians add 6% sales DEALERS INQUIRIES INVITED

by Malcolm Hawksworth especially

glic:ling, the Hawksworth kind

Gliding and

" All English leather with ankle padding for support and comfort. shock absorbant sole to cushion hard landings.

Rugged tread design for maximum traction. " Special lace anchors that cannot hook in flying wires.

• One piece leather tongue boot waterproof to the very top.

Sole designed to easily hook and hold harness stirrup. " Completely lined with soft leather for a perfect flt. " Complete selection of sizes for proper fit. .. Sold exclusively in the U.S. by WILLS WING, INC. and their dealers.

"FOR TI...JE'.2 BE&lls.Ji'vE::R. PIL..o·r.

-·- I< fT"E 5Et-Ec;n O 1-J '=:>/TE: 5ELEC~TION METEO""'OL.OGY

THEC:01"1:y

Send American shoe size (English sizes arc slightly different) to:

CHECKS

• FOK! T\-.\E lt,JTE!2MED\ATE. Pl L.OT ...

RiD&c; &

THE:R.MAL SOARING HANG RATIN65 ILLUSTRATE[:::>

• F"i-lGHT L.. OG 5HE.E,T5

l I 208-H East Walnut Street Santa Ana, CA 92701 (7'14) 547-"1344

1976

VERY SENSITIVE Micro pellet meter easily detects chanqes of 2 inches/ second. lnis is sufficient for thermalling or calibra1in!j kih? sink rates.

ALWAYS IMMEDIATELY VISIBLE Trm1sparent 3/ 4 x 2" meter weighing 1 oz. is at a point just above one's line of sinht. Air on one\ hack Visual referral to a moving control bar is i,11mma1,r•n

NON-ELECTRIC No electronic lag No disturbance of the quiet by electronic noises.

PRICED RIGIH $!i2.!i0

thennos liner (available c1t grocery stores) sales tax). Complete simple instructions supplied.

MORTON ENTERPRISES

517 Chester St.,

II S1 PRIC[

Uwm W1nil Meier

5mi

LOIIIIOI nar n111CK Pin Mellil Air Sper.11 11111. f.llilnoelle Prone Harness Brdl S0ar1111 llel111e1

LlJO ,tfJOII

CA. 91203

MfMBf:llS PAY

4.00 1 oz. is suspended 8" in front of May also be mounted with

JO.DO

l'.11nr.n1 11101111111 s11ecial availal1ln 10 new members

z rorc 1\1rc CMIK~ Na1ionalli a1lvr.r1isr.a ;11 rn.Bb. S11eml 11111d1ase !or mr.mlms onli 19.fl:1

lo become a memlm a111l 1er:n1ve IDllr l1ee Carnlrnrer 111 Pi11 P111. H11m111:1 ~11r:hr.

IO Carri. anu Mo111l1li flier mil 10

ml S11crry S1 fas! lsl111

SAFE, EFFECTIVE FL YING 4. Maximum I .ess helmet mount, $25.00 (Californians add 6'X, sales lax).

NY 11/30

H.M.A. one, c~M :tom

:to

any Navybfo.e_

Bfoe

Gtr..een

Yellow

e

COLVER SOARING VARIOMETER -----::::::

believe in

BELL DAVE KILBORNE

Researched and des igned by Colver Soaring Instruments in co njunctio n wi t h Wills Wing, Inc ., the Colver soaring variometer is a dual range . audio and visual va riome ter that o ffers all the features that the best hang gliding pilots require . It is a must for optimum soaring flight .

• • • •

•

• • • • • •

Audio and visual for total fl ex ibili ty.

Dual sensitivity for even the mo st marginal or extreme co nditions .

Su per sensitive audio for the quickest possib le response to lift.

Damped visual for easy reading and a slighr averaging effect although it is still quicker than t he best sa ilpl ane electric variomet.er.

Prove n circuit in produ ction for over 2Y:i years .

Entire ly self contained with no exter ior bottles or fl asks.

Visual may be separated and mounted separately to ada pt to any design.

Audio may be turned off for visua l use on ly.

S hock resistant.

Stream lined for minimum drag .

Extremely lightweigh t - on ly weigh s 33 o zs.

Built in mounts can be attached to any control bar.

Low power usage insures lon g battery life.

Can be adapted for use with two visu al guages .

Distributed ex clusively by Will s Win g, In c.

Visit your local dealer for a demonstration or wri te to:

WILLS WING, INC.~ 1208-H East Walnut Street

Santa Ana, CA 9270 1 Price $180.00

'14

(714) 547 -1344

../-1£l~-, STEVE WI LSON

JOHN M cVEY

$29.50

T HE BEL L SOARIN G HELMET IS AVAILABLE T HR OUGH YO UR LOCAL BELL DEALER. Distributed world wide by Eipper-Fo rmance , In c, Torrance, CA 90501

AUGUS T, 1976

the most versatile mode, With cm the is suitable for the or expert because of our variable airframe, Our extruded slider and riser system variable sail billow and our custom reinforced stainless channels allow control bar reflex and seated or in seconds with no tools, ball-lok to insure foil-safe and 1oss-o,rm,1, ex,:lus1v,elv for hang gl Pacific Gull and All units are test balanced and come with on exl"Emsive instruction book, and location of" our nearest brochure with sail cloth color available for one dollar to cover postage and hondl ing. flier: Mike Mitchell

E

3

F

OWN.

news

1

and over.

2 almost the same as the CIRR

3 (it has a

nose instead of

sq. more

than you ever

a breeze to

3

FOR MORE INFO PLEASE SEND$1.00 FOR OUR DETAILED BROCHURE

l

IFI Alpine is the product of high performance cross-country o streight-ahead , and virtually no yow fram its unique double-surfaced The pre-formed cambtmed battens soi I inversions rmd maintain thri the modified Wortman/Murray throughout the gliders entire speed truncated

an airfoiled keel, double deflexers, and the patented sail draw up tight set-up to provide a "stationary" like a fixed wing, yet fold up quickly and easily in minutes to a Rogol lo bag. ros.s.,,,,a,mrrv success of the Alpine lies in its ability to have rm extret1mely law minimum sink rnte and a L/D ratio. l11is allows the flier to core light thermals in a tightbanked radius lo gain and then achieve long flat to the next lift zone. The L/D deteriorates little over c1 wide speed of JO MPH, allowing the pilot to through oir without significant of altilude. In ridge soaring conditions, will soar in virtuolly wisps of wind, and the L/D will allow you lo cross ridge gaps longer flights.

A cross-country machine desigrnid to be used a sailplane. If you flier, you further investigate the Alpine. Pricing rmd further information available request. Please include $1 .00 to caver postage and handling.

Dog Mountain is a beautiful flying site and the people there are super friendly.

The entire community extended its wel· come to the pilots and its support to the contest. Hospitality c,1nnot control weather, however, and nog i not the place to be before the middle of June un· less you like rain. The unofficial concen· sus of the pilots seems to be that everyone had a m,1 rvelous lime not because of the competition, but in spite of it.

We are all aware of the problems that pl the 197(, Nationals: that they were held during the rainy season that judges stood and cheerc'd one contestant over another that pilots were denied written rules printed months earlier th,1t conditions almost completely deterrnined tha1 a Nationals was held up scores hecausP one glider wasn't able to handle conditions which were safe for the rest of !he contestants and that protesl and M· gument prevailed throughout the contest.

Now, it wou Id seem helter to move on to the future than to dwell upon the past. The n Contest Committee, consisting of Lake, Chairman; Casey Heeg, Torn iny, Dennis l'agen, Don McCabe, Trip Mellinger, Jones, Mike Arram· bide, Dean Tanji, and Harry Robb (for tow contests) is working to avoid these situa. tio11s and problems in future contc'sls.

Anyone with constructive> suggeslions should contact one of 1hern.

One thing seems cle.ir at this time. Con· tests of thP future will be in the form of elirninalion matches simil,ir lo tennis and professionc1I skiing. We are setting up somP trial contests al Fsc;1pe Country to work out the bugs. Basically, pilot will be paired. [ach pair will fly togellwr or very close together. The winner will move up and fly ag;iinst another winner. The con-

test winner will be the pilot who wins every match. Another pyramid of elimin,l· lions crn be set up and tlw winner of that series will be the pilot who only loses om' match and he will be second place. This can be done a third and four1h time.

An interesting thought comes 10 mind.

Some contests award cash prizes out oft he foes. Suppose each pilot paid one dollar percon1est flight. The wkinerof each pyramid would win all the dollars of that pyramid. People eliminated early would 1101 JJilY so much.

[

••

J The 1977 Nationals will be held t!ither in the middle or northeastern part of the country. We've received a bid from Huf. falo Mountain, OK, which seerns very good. The contest must he held in July or Augus1 and the sile must be available for an extended leng1h of lime in case of bad weather.

Competition is interesting and serves to c1dvance flying nd design. Howev()r, competition can hPconie a tail w.1gging the dog. Many people aren't interested in the struggle and just want to enjoy them· selves. It seems that it might be possible and worthwhilP le} l1<1ve a National Fly .. Jn during the week preceding the conies!.

Everyone could met friends, spe and fly the latest gliders and just have a good lime wilhout tlw pressures or rPstrictions of competi1ion. I hope people will write and say if thi idea rn,1kC's sense to them.

It seems that we need an organiza1ion associated with the USIICA which fills the role pioneered by the !'FA so well but pHhaps a year or two early. The associa· lion would consist of those seriously into crnnpetition both pilots and officials.

Officials aw crucial. Everyone wan ls good conies! s, bu! someone has to run them ,rnd tlwy have lo know what they're doing. We need to be able to rate officials just as much as pilots. We could call it the CFA (Cornpetition Flying Association) with all due respect lo the PF A which worked so hard and so long. It would be a part of the US HCA with the resul1ant benefits offered by the exi s1Pnce of an office ,rnd a journal.

There' was sorne anger over th<' fact thal !he unlimited class at !he Na1ionals was not limited to fixed wings. There has not bePn ,1 fixed wing class for two years, so we were taken by surprise by this anger.

The rules have always allowed for a spe· cial class, should it be desired. One re .. quirement is that there be a minimum of ten entrants. NPxt year there wi II be a fix Pd wing in c1ddition lo the unlimited, i( c•ncwgh are qualified and register. I would ,isk that interested people send mP a good and proper ddini1ion of a fixed wing. The three classes in this yc,ir's Nationals were Sl't up to correspond wi1h !he World Meet in Kossen, Aus1ria in September. The classifications were the same since our team for the World Meet was chosen from the Nationc1ls.

The Contes! Commi1teP is always open to suggestions, ideas and feedback, so lc>t us know what's on your mind.

Sanctions rneets for local, n international championships. outstanding with the Otto Lilienthal Awards. mediurn for discussion via its monthly publ Cround Skimmer you intern;itionally through tlw National Aeronautic: Assn. ( a division of the ue International ( Rating and Instructors Certification Program. liaison between pilot ,md the public: ng hang gliding at government levels. pilot liability insurance ilable Dear Our growth rate which is focusing the attention of the public administrative upon us. It is most irnporlant that he have proper regulation and to cope with the problems of a growing We need the United States Cliding Association working for us. theU. H.G.A.can be andeffective itsmembership.ltcanonlybt>ofservicetoyou gliding if there a re members to it. Do your sport and yourself a service. The next ti me pass the sorneone who is not a rnernber and tell them about the U.S.H.G.A. Cet them to join a and support the that supports you.

Trip Mellinger, Chairman Committee

or money order

to the U.S.H.G.A.

For nearly four years now, Seagull Aircrafl has been innovatinn, designing, and building the finest hang gliders in the world. Look at the hirih performance gliders on the market today, and you will sec concepts origimrted

by Seariull years ago. Seagull Aircraft con ceived, perfected, and produced the distinctive truncated conical shape, machine bent spars, cambered keels, cambered sails, applied tapered leading edge pockets, the first practical high aspect wing, coated cables, padded control bars, adjustable trim, and the list on. All ,Seagull gliders exhibit positive recovery without external or "add·on" devices. There are no "instant" gliders from Seagu 11. Every glider produced for sale had been under development for over a fu 11 year, and the time spent is evident in the finished product. Each glider type continues to be refined during production, and these refinements may be incorporated into older gliders. You will never own an obsolete glider from Seagull Aircraft.

If you are serious about your flying, you should be flying Seagull.

Aircraft offers superb gliders for all flying, from training to relaxed to full-on competition. Whatever your flying needs, Seagull builds

:3021

Airport Avenue, Santa Monica, California 90405 (213) 3941151

nd his

was could

lo creat<)d what we flc>xible wing glider. This rnarvclous invention bul no one ly find a

of money ,rnd irne otl1e1·s wilh no

. A lot

STANDARD

NASA

with

TIP

in the multitude of knee

footba // he/ mets and knuckles.

I think it TIP

marle in rnanufacleading the way.

Somewhere around two

GF!OUND SKIMME:R

orw of the world's and hell of nice guy, once told me a story and i went someth I ike this. "Several NASA all who had worked on the team to make the nCH'fr\l'tY'11lg flexible glider forrn. They didn't throw out any wild ideas because of rn11,n1"'"'11,1 that could be done. ish such it was decided that a 3-d irnensional lnn•,nt·,tn would be made with all the des to test the r· mance. After elaborate figures and much the could be best irnnrr.\ttc,ri tening out the billow of the sail."

After hea this story, you would think your stancford would better if it had less billow. To an extent ii would, lha1 it would achieve bete but not necessarily ter glide better. A glider must be able to stall and tum at low to well. Too flat billow can cause mak gl iderto st al I one it ly t1arn.1.cirm1s The SU I ts from bi I low and nrcnmnlc I is called "washout." Washout is best seen in the flying wing gl such the "Sundan "lea rus and the "Cronksai I." If one looks down the from I he center, it should be noticeable that the of attack of the I is lower. An

Woodcarving by Mark Allison

airfoil will stall when there is a lack of air speed at a given angle of attack (angle of attack angle at which the wing meets the air flow.) When slowing up one's glider, the of the wing that has the highest angle of attack, relative to the rest of the wing, wil I stal I first. Th is wou Id al low the nose of a glider that has proper washout to stall first. If there is not enough washout, the tip can stall first, the wing tip drop and the glider spin around Much experimentation has been done with gliders on the ratio of billow to washout. There is no definite point at which too little billow will make the kire tip stall. We know frorn ence that 3° of billow is very close to least possible for relaxing flight on a standard air frame. One reason for the early bad reputation on high per· forrnance kites, lends to the fact that the very flat sails were used to achieve performance. This made the kites very hard to fly and only flown by very experienced pilots. Further rerformance was also achieved by shortening and cambering the keel spars.

The next important step for gliders was seen at the 197 4 nationals, the truncated kite from Roy Haggard.

Truncation is the addition of a tube on the wing tips, going back parallel to the keel from the top view and at a few negative angle of attack from the side view. This supplied the tips with additional washout, allowing for the reduction of billow to increase the f)erforrnance. The more ive angle of on the truncations, the less amount of billow The minimum arnountof billow that a non-roached-sail truncated glider may have is around 2.5° 3° billow for the desired controllability. The per··

form a nee of the truncated gliders with at the time, incredible and was thought that the performance could never be bettered.

Once again the need flyers had a ship they could learn to love and enjoy.

Everyone thought there had to be another answer. In an attempt lo receive a better lift distribution by means of roach, it was found that roach also prevents tip stalling by means of more washout area. Much rnentation was done on different washout and billows. It was also found that one could add cloth in the oul board panels of the sail, extending back rast the normal "wing tip to keel end" I ine. Th is would produce a deal of stability and allow the sail billow to be reduced down to around per side. Fven with moderately longer keels, performance was as good or better than the earlier non-roach truncated short keel kites.

Finally intermediate pilots could have a glider that would perform and yet were stable enough to learn on.

The limitations and riroblerns of the roach tip glider were mainly in the area of sail making. The designers wanted as much roach as possible, the fart~1est out towards the tips as possible. This the sail maker's problem. It to be decided by means of experimentation, how much roach can be supported by what type of battens. Various solutions and different combinations have been selected. Further benefits of the roach sail showed up in flying.

It was found that the washout created by the roach in the sail, would tend (lo an extent) to flatten out as the oftheglideri ,allowing il very short keel

for higher Thernassoftubeon the truncated gliders was also eliminated by means of the roach sail, which allows the gliders to turn easier and not thrown around as easily in bumpy air because the extra momen-· turn caused by the mass on the tips. In the same way the roach, without truncation al lows the washout to decreasP at high s creating less drag and allowing higher performance at high speeds. The washout can incre,1se at very slow and stall speeds because of the pressure on the sail, giving the: wing a better chance against tip stalling and allows one to "mush" his glider into tight places.

If both ideas work, it makes sense thatthe combination of the two should fly twice as good. Well the combina-. lion of roach and truncation does work very wel I but al so has the Ii 111 itations of the truncated glider. In other words, it has the additional mass, more corn-· plexity and the lift distribution is located farther towards the tip.

A good point to bring up at this time is the that there are certain sacrifices that can be made to overcome the problems inherent to truncated and roach tip designs. One solution to the truncated problern could be the enlarging of the nose angle of the glider. This will cause pitch sensitivity and increased yawing but will allow the glider to initiate turns easier due to stability. Very large roach tip gliders perform well due to large wing srans and areas but need large control bars to i1Jitiate roll With all the above technology, many glider firms develored gliders with truncation, roach and trunk-· roach combinations and came out with gliders that were close to or1976

Photo comtcsy of Oeha \tVing

1"'

I .

A_

tirnum confi gurati o ns for all around gl iders. The d esigners bega n feeling that the roach des ign had go ne about as far as we possibly cou ld go. Add ed to the fac t, that rea ll y bi za rre hi gh aspe c t r atio, long wing span, 1·adi ca l ro ach tip and roa ch li p comb in ation gliders were made w ith not much perfor mance gai n and w ith grea t control loss.

Dri vin g home aft er an Escape Cou nt ry meet. o ne eve ning, tryin g to keep myse l f from fa l l in g as lee p, I was thi nking abo ut w h;i t co uld be done new to the gliders . They had just sho t off a rocket at Vande nbe rg Air Fo rce Ba se and the v;i por t rail had left a be autiful pattern in th e sky . My mind escape d from i-l1e con ve ntio nal des ign. A bird flew by show i ng me hi s beautifu l

GROUND SKIMMER

wi ngs. A new sa il patte rn forms i n m y mind. I will ca pture th e tip feat hers of th at bird and put them o n my wings.

The idea wa s thou ght of o n a Sunday eveni ng and the glid e r w as flyin g M onda y . Ex tens ive tes ti ng wa s started and pro bl ems w ere solved . The resul ts wer·e better th an possibl y ex pec ted .

Once w e kn ew th e "Radia l Batten Tip®" w ould work , we sta rted to find o ut wh y it wo uld work . The on ly reason eve r fo und for the thin , long feat hers on th e tips of th e wings w as to redu ce induced d rng. Thi s same pri n-· cipal is appli ed to th e new Phoenix Vl - B by means of the "Ra dial Batten Tip©." A lso it was found that th e bil low cou ld be reduced to one half degree or less and still t he glider will not easily tip stall.

With the flat billow, th e perfor mance increases and w ith the addition of th e ram ai r in flated pockets and c;:i rnb ered leading edges, the sink rate is dec rea sed beca use of the slow il ying speeds . Also w ith th e add ition of sweep, the glider beco mes more sta ble which allow s th e keel leng th to be shortened without loss of p itc h and y aw stabi l ity.

A gl id er, no matte r what performancr:', ca nnot be made if ii is not safe.

W e ha ve fini shed o ur testin g and the Phoenix VI - B is now in production. I fee l you w ill sec many o th er gl iders use th e rad ial battenfin gertip des ign. I nlso fee l it will make hang glid in g a sa fer sport and brin g h igher perfor mance glid e rs to th e i nter mediat e fl ye rs.

23

I un 1n, Dog Mountain, the site of this National Championships, is some five mileseastofthesmall loggingtownof Morton, Washington. The improved launch atop this foothill ridge of the Cascades faces west into the prevailing wind 1,480feetabove Davison Reservoir, and can he flown south, west or north. With the right conditions, it is a truly fine site and sometimes can be soared with as little as 5mph wind corning up to the graveled cliff launch.

In fact, the air above the valleys on three sides can be soarable at the same time.

One might a meet held at such a site to be smooth and pleasant, but with the possible exception of daily fredlying, this was not the case.

Fliers were not heard complain about free-flying, but during lhe rneet itself, conditions proved unbelievably variable, and as a result of frictions between judges, pilots and officials, limes and rules changed so fast it was nearly impossible for the judges themselves to keep up with what was happening. When it was all over, though, the USHGA had three winners in each. of three classes to send to Europe.

The three classes were standard, open and unlimited. Unlimited class was expected to be dominated by rigid wings, but three SST's entered, flown

by Burke Ewing, Dave Vincent and Jim Debauche, whose Icarus V had been run over by a neighbor in his drive· way. Their entry in the higher class drew complaints from pilots flying Quicksilvers and lcaruses. TheRogallos didn't win, though they all placed in the final ten.

I regard myself as more of a nalist than a flyer, but I entered my SST in open hoping to gain insight into what the pilots were Pv1·1pr·ipr1ri ng, and to learn what it feels Ii ke to fly (continued on page 27)

24

n

The skeleton of ;i skyscraper hangs 20 stories above the city of San Diego. Photographer Stephen McCarroll saw il shot of an ;ire welder on top that he "rnust have", so he walked out on a horizontal beam, got his photo, and walked back. And he did it during high winds while shifting camera equipment hanging frorn his neck, shoul· ders and waist. This k nd of situation would be classified "above and beyond" by most of us, but to Stephen it was all in the line of duty. "Only afterward did I realize how frightening it might have been" recalls Stephen.

Far from the n year old S,rn Diego photographer proceeds with caution through a career of adventuresome contributor to CS is veteran Leroy Crannis. Leroy began hang gliding about three' when he saw gliders flying at f3each and Palos VerdPs. A for 1>acific Telephone, by occu, Leroy has free lanced surfing for 15 years. His surfing have taken him all over the world for Suder Magazine as well urfing, Surfer Illustrated, nd Surfer. He has been a surfer for 45 years. The Crarrnis family in Herrnosa Beach where and surf almost daily. still contributes regularly to surfpubl ications, but recently he has his talent and energy mainly to gliding. He was the principal photofor /-1ang Glider Magazine. 1-lis gliding photos are distributed all the world, and GS is looking forw;ird Crannis photos in the future.

26

creativity. Only rneticulous planni has Steve provided more than 300 lional cover photographs and catching illustrations in more than books, including Time-Life and CRM His career has taken him sky diving, scu diving, tow kit riding cranes to tal camera stations, aerial photography, gliding, and high beam walking. At 6'3" 200 lbs, Steve L>rings to these activities stamina and coordination or an athlete.

Whether a commercial tising account or an exciting sports ac1 ity, Steve strives for a fresh point or "I try for concepts which are extraord naryly different," he says. "I want a way of looking, and I'm competitive!. two photographers on a job with rne rny challenge is to out shoot both of them.

It is easy for admirers of Stephen's work think that he is I To Stephen, luck 1he corrwr where preparation meets portunity.

His latest major work is a book graph iGJ II y celebrating our old-·new sport

Jiang Cliding, The Flyingest l'lying tains l 37 photographis chosen from transparencies. While working on book, Steve broke his in a h,rng glidi accident (a mid-air at Torrey Pines).

Steve was not to be held back. The dent spawned a ch.ipter in The Flying. The title? "The Crashingest , of course!

Bettina the rnultitalented photographer is known to all of us who get around to the various hang gliding meets.

Who has ever been lo Nationals without encountering the little blonde lady with the Boston(?) accent and all those cameras?

Rain, mud, or shine, the indefatigueable 13et.. tina is there, shooting literally thousands of photographs. She and her photography are familiar to all of us, but few know her extraordin.iry interesting background.

Born March 4, ·19'15 in Brook I ine, Massachusetts, she attended private school specializing in music, art and drama. In college she received the Mary Martin drama scholarship and went on to the Group Theater in New York City. She performed in Summer· Stock and was under contract with Paramount Pictures. During World War II, she worked in hospitals and directed plays and musicals and promotional stints for the Army Air After living in New Yqrk, Horida and Japan, she finally settled in Rancho Santa California. Her son, the jovial pilot Bill Liscomb, introduced her to hang gliding five years ago. She has a daughter, Bettina Liscomb studying photography at Art Center in Pasadena, and two beautiful grandchildren.

To Bettina, hang gliding photography, in all its aspects, is 20th century art and is "life itself to me." As a painter, she began using the camera as a tool and gradually came to feel that it gave her greater freedom of expression with greater impact than other forms of art. Iler photographs have graced the pages of CS for over a year, and are greatly responsible for its artistic appeal.

1976

ition. As I feared it was difficult, and bad inferior flying skills rernoved n1e frorri com at the first cut.

I tried It made me better more cautious pilot. ng in competition wasn't fun for me, hut the feel afler making one fl twas worth it.

Mountain is !all and pl for the i r. Its slopes a foot tall 1

home in the several had the thrill of flying tip to tip with our national bird. Don Cohen of San attem to do a few 60 1 s with an butthe bird could come more uickly and around GROUND SKI

nly than his Cal Clider Don could never outofbeing"it 11 inthegarne

of The first few of the meet were likely June is the wrong tinw for competition here. Rain, mist, loppy ground and winds shifting round the compass from SE to W to N made takeoffs and until it was the launch beI me so slippery it was like trying to run down a pile of softening butter.

Jones and Torn iny both made mis-step hcart-in-thcI rr1outh launches.

Things were made worse by continuing .:irgurnenls between the top of. ficial .Onlyalioutsi rwrcenlofthe qualified pilots howed up, and a nun1ber of unqualified pilots including wanted to take their Some officials were much opposed to theidea,andatfir,stwPreonly ngto

m

allow us one flight to qual last they Wf)re three. That fair· an idea of how things went, 1'11 relate a of my own nee. srnal I I felt lucky when I up to make rny first launch. The wind was al I 0mph from and the rain had slackened to a light drizzle. I made clean takeoff, and though I was feel mild lift, I cooked along near maximum UD toward the pylon course a quarter mile away. I reached the course with more than at housand foet of altitude, worried I wouldn't be properly at that bothered a bit water in rny ing seemed to be coming for me, and I concentrated on making clean turns and watched for the to indicate I was on course. From watching other fl

I knew I had a good run going and was getting about twice as many pylons as most of the previous pilots. My last turn was ly pleasing, because I came out of it with good altitude and a line on the target. I rnade a light touchdown well within the circle and whooped with joy when Bob Wills told me I had nine pylons. Then I heard my name on the P.A. and was called Lo the judges' stand to be informed rny flight was scoreless because the clock didn't work. I won't tell you what I said to the judges, but I apologized to thern later. I never had such a good flight again no one's foult, really, just the breaks of the garne. Poor Reggie Jones had the sarne thing happen to him twice, consecutively.

I witnessed two crashes the first day of competition. They occurred during a brief sunny period when the wind was corning from a ninety

28

souther,, cross angle at the west launch. All pilots had to fly from the same launch or the whole class had to be run again. The first stall on launch was made by Jim Springer of Tennessee. He fell some thirty feel with his 20-20 Swallowtail into a maze of sticks and logs below the cliff. He was uninjured, though his control bar was pretzeled and he h.id the wind knocked out of the lower part of his body. "It was rny decision," he said, ben1 over and breathing hard. "I was in a hurry because t missed my class this morning." Cross.wind launches continued, and the next stall happened to Pat Hickman, winner of the

Oregon Open, who was flying a glider of his own design, a Tradewinds Ill. Pat hooked his truncated lip first on the launch and then on the debris, but escaped with only a ripped sail, which put him out of cornpetition. I saw no more accidents until the last Saturday, when Scott Price of Seattle lost control of his Quicksilver twice in gusty winds over the spectators as he approached the and wenl in among the concession booths. Luck again prevailed, and no serious damage occurred to pilot or airplane, though the incident was to earn the "Turkey of the Meet" award for who also took third place in the unlimited class.

AUGUST, 1976

I

. Ken Kuklenski mastorfully controls his Fledqling through the pylons to become Open l"l1oto: L.eroy Orannis. TOI" 111 llis lcann, 118 makes c1 final 8th, over tho trootops. Tod 81GHT F'lmto: t'lett1rm i0 ortrait of I om Vayda, 2nd Unlimited Class. Tom was one of tho original pilots from Utah Photo: Llettina An unidentified 1 f ledgli11g pilot tnkos off.

1st, 2nd, and 6th. f' hoto f3ettina PAGE; TOP I .EFl flussmoir found comfort in unique patio clmir setup for his modified Quicksilver. Photo Bettinn Gray. TOP fllGHT: Bill ,Johnson onto rod tho only Icarus V, rod whito sunburnt design. F'hoto: Bettino CEN lEH: Scott one of the Mt. Air Force 13ettina floys, placed 3rd Unlirnitecl Groy. LOWEF1 Fl!GHT Elnan Porter, winner of 1976 Worrel Meet at Country encrnmters 11ft alter take .. off in his Riser. f"hoto: f3ettina Gray.

:l 1, the ta and setup areas were im with and pilots felt better abou1 1 launching . fhc road frorn h 1 into th , mak more pl nt for pilots and Ii who had lo contend with huge chuckholes created rain, trucks nd hund of autos. The itizens of Morton lenoma behaved very well toward this invasion of hang glid . and for of in .. (continued on page• JJJ

GROUND Sf<IMMER

29

TOP: Open Class winner Keith Nichols superbly launches his ASG-21. Photo 13ettina Gray. UPPER RIGHT: Gene Blythe, in a Phoenix VIB, leans harci into tile wind as pilots watch the launch. Fair-weather cumulus clouds for beautiful skies but unpredictable lift over pylons, giving unfair acJvantage to some pilots.

Photo: Stephen McCarroll. LOWEF1 FllClHT: Steve Patmon! launches drew much attention from spectators M itc he 11 Wing which and pilots alike. Photo LEFT Pilots were singinGJ "them downwind blues" at takeoff while for more favorable conditions. Photo: Mccarroll.

PAGE Unidenfitied pilot toward the course durinGJ one of the few clear days of the meet. Beautiful tails" cirrus clouds Mccarroll. foretell another upcominGJ weather tront. F'l1oto:

men! involving young in v;ins, tlwre seC>rned remarkably littl<' friction between pilots and the ic. ng nmtinued during these of elirnina1 often halted squalls up the lake about once an hour. The r;1ins made un for the many pilots on and once while the standard

class wc1s wait wealh<,r Chris Price, and few others altitude 11s, one··On-one ''"''""" lion and other possible scoring methods to del(!rminc the best piloL the week the weather irnprowd slowly. On Wednesday two of the hottest wings got tough breaks.

1

Bri<rn flying the RisN with which he won the world open made a fine but nearly scordt2ss flight, because the pylons werP so close lo· 1 he couldn ! see them well from he in his a lane. Steve Patmon! was flying a new Mitchell Wing, and would had fine score indeed had lie not misjudged wind over lrw (like so many lo pilots), and missed the foul I ine. H scores in open clc1ss that went to: Glider Cirrus Ill

SSI

Pilot Bri,rn lluston Dl~<111 Lrnj i flrncc W,wgh !lob Wills

1S.62H 12.(,:i l 1 2 'i ()() 1 PH,

Merl in

]or, Crehlo

IO.fi41

SST Albc11ross

Dr<1grmflyMKIIRM'ick . .

J

on tcverc1e

10.2'i7

Shear lift tl1al occurred IJtc, Wed· caused great and difficult land Thursday, June 3, brought blue sk puffy white cumulus clouds with gray botloms and retreating snow up mountains. Brisk winds built wh on the lake and long wind lines snaking across the waler toward the Moun1ain launch. The lift band out nearly half a rn but lurnps and sofl near its far from the distance pylon thal was of the task. Pi lots the lake put up a and plastic lean-·to ch,"slimnfhe size of a small three-room house.

Conditions were so variable Thurs that while 1he average scores were from twb to four pi lots who got fl when th() lift was hot u,,<.UIJl<,U another realm c1I For instance, one group of six pilots who flew when it was over the course obtained an average nn,cdc1\/ afternoon

AL30VE Davo symmetry with artistic by OPPOSITE PAGE; ClDCKWISE

of around were Torn land

i, Stewart

Bottin a rin~Ac,ll;nm.,, sal.)O!i:lQE)S a

wind sock. 11 soems no one would take off because the two windsocks went different ciirections anci contused

Glider l<estrel

Phoenix V 1-B Moyps 120

Pilol Conrad

M()II Uavies

72.(JB 24.'i92 <J.3 7'J

their own Scores went ·rapidly downward from that poinl. They were elaborate lculations from a fast time

GFlOUND SKIMMEFl

to the pylon about half a mile out from lhe lau a slow time over the c0tHse 1 the number of pylons maneuvered around, fol lowed by a spot landing. High score in the unlimited class was earned by Tom Vayda, flying a Flegling. He got 6.475 points, and Dan Alban, with a Bobcat II in standard class had 3.146.

Out of the competition at this point, I took over the announcer's chores for a few hours and then went to the top for free-flying. About seventy pilots were already there. The "magic lift" started again, and gliders played king of the hill on the north face. Brian Jensen, Dave Vincent and Rich Grigsby had top dog position at consecutive times. Then a Cesna 120 came along and with an astounding maneuver cut his engine and soared the face below the launch, to the cheers of those on top, after which he made a "dead stick" landing below on a road known

34

AUGUST, 1976

which ran into the "the drag st ri lake. When left the hill to go into look back at I took I into Morion hill

ing 3000' up ;ind over a mile down the a nice unsel It rian Porter's twen bi Cood times were evenings in The Whed rPstaurant and The tavern could gossip with Bil I Berrnett, shoot with play fussball with Haggard or down n' with Dave Witt. Brian Porter morefreebi beer than he could drink.

But morning brought another cul to the flier's nd pilols and birds continued to fly the face of Mountain. few mild bandtailcd

lPn or fifteen minutes, diving on our

national symbol with such accuracy and vehemence that the larger bird was forced to seek another hil I to soar.

Salu was the first clear day of the meet. Mounts Ranier and Adams were starkly vi ible from the laur1ch, nd whil pilots waited on top for the morning downwind condition to switch, hot-air balloon did touch and go land on the flat green valfloor some 1500' below. The setup rea behind the launch contrasted y with the green hillsides and snowy pea displ ng a triangular of brightly olored high nnance gliders.

I lowever tiful Saturday wa variable conditions persisted as did the squabbling between judges and j and pilots and judges. Al one nt a number of pilots threatened to walk out, declaring the rneel null and void, but they were dissuaded frorn

!his aclion and the rr1eet continued toward its nearing end. There were some two thousand speclalms who paid entrance Saturday, and their lllllnber sserned lo double as good weather returned Su proving the rnonetary worth of a big-time meet.

On June 6, a pleasant Sunday, the fourth national championships were concluded. Cusly and turbulent winds seemed to haunt the landing area, and many of the best pilots choked under the pressure or were betrayed the air over the target and fell from high standings. One of them was Bob Wil who had consistently h scorPs all but hit a in his last turn loward th ta and wa forced down short, a of the ill luck that plagued h irn atthe world meet last April. The three winners in each class won trophies and a trip to Furopeto fly for the United Stales in world compel it ion Most of the contestants left around until because I sold my glider and then bought Burke Ewing's lovely new SST, handpainted by his wife Rene. At the site Monday 1T1orning, I talked with Bruce Waugh as he loaded his small foreign car. about "How do you "It was all right/' Bruce allowed, he stooped his lanky frame to stuff his (rnntinuNI on page Jll)

. Curnulus clouds lor Don McCabe and his Bobcat II. Photo Mccarroll, LOWER LEi=T •J irn Debauche, with feet in the wires, iscomin'inhotinan Jim 5th in the Unlimited Class. Photo McCarroll. OF'POSITI:: PAGE; TOP Linda from Hawaii runs hard with her beautiful Sun Swift off the launch ~'~'"'"m built for the Nationals. fJhoto• Mccarroll. BOTTOM 4th Standard Class in

GFlOUND SKIMMrn

35

ABOVE Zan8 in this sequence of Zane overcame O on his first fli;0ht to 3rd Open Class flyinrJ his beautiful MKl113 Photos: E3Gttina BELOW Always a contender, Gordon flying a Cirrus Ill Bth in Class. Photo: 8Gttina BOTTOM CENTER Tod Nelson after his Icarus 118 in tho officials take measurement from Photo OP~)OSITE PAGE; !'OP LEFT Fiob l~ec:id, Standard Class on final in a Della Wing hybrid standard prototype and shortened Photo: Bettina

leans hard forward in RIGHT Roland Davies (7th Open Moyes Stinger. Photo: the control bar of his Australian the exotic Bettina Gray. WWER RIGHT: Bob hours. run in the early looking Seagull VI I on a illustrated Photo: Mccarroll. CENTER: Dennis the Nationals in this pen and ink drawing.

37

sleeping in the trunk. (The day before, he and John McVey had ti for first in the unofficial "Tallest Hang Glider Contest") "It was Ii old home week for Keith Nichols and I. We lived together for a couple of rnonths before the world meet. I've got the glider tuned, now."

Before I leftthis of excitement, controversy and some of the free-flying I've ever seen, I took one last look around the Dog Mountain site. The lake was rising about an inch

38

half the an hour. Al it area available for landing, and in a few days would cover everything but a smal I about the size of the competition ta I walked back to my van, past the ilent bullseye and the rted concession stands. A light southerly wind under a thin layer of stratus clouds turned back the leaves of the aid rs at the hill's se.

Soarab/e, I thought, and looked upward toward of I Moun· ta in. It was AUGUST, 1976

All1.itr<)',"

BrucP W,1~fl-1

,p,i()

l)t'dll Jdt)JI

wi11,,wm1{(;sr

3fl1S

[{oh \A/ill<.

Wil I, Wing S, I

)7(J7

H/2

GF1DUND SKIMMER

celebration at rneet's encJ are soen in McCarroll. SF:OUENC c shares his JOY and his liarnpagr1e with 3rd McCarroll holds his earn or a 10 capturn tl1e ration while announcer Pork watch the foam fly. Photos Eletlina ray. Af30VE Pine trnes and unidentified silhouetted ii eve fl file late sun allowed 1rne flying until aftm 9 30 F)M McCarroll. l_OWFT1 r-11ClHT The victors. USHGA Vern fiouncJtroe (left) poses witt1 the lop winners. The Tom to Kossen arn: Flob Reed, Dan Alban, ,John and Scott Price, K0lith Nichols, Bruce

39

N 1

I

(

At the time a number of HMA HMA problems.

May an interim board of analyze problems and to develop a new and valid set hang gliders. that they do not stipulate any ma procedures, affixed directly I aviation.

them where will voted

SECTION 1 PtACARD 1. ·1 All hang gliders manufactured d(> cording to HMA standards must have a placard fixed lo the airframe in a position that is visible to lhe pilot before e,Hh flight. If possihle, the placard should be positioned so as to be readable in flight as wcl I. The placard may be in the form of a permanent label of sufficient quality to withstand norm a I use for the I ife of the glider. It may also be in the form of a metal plate firmly attached to the air· frame. It should not be placed on a portion of the glider that is regularly damaged or replaced. The placard may also contain the serial number of the glider in a form that will readily indicate to the manufacturer the exact date and conditions of its manufacture. This number may appear on another part not regularly replaced and it is recommended that it also be rnarked on the sail with an indelible ink.

I 2 Theplacardrnayincludeanyword 42

or information !hilt the manufacturer considers vital lo the pilol but it must include the following information and specifications: 1.2A The recmnmended wing loading range. This must be listed in pounds per square foot of sail area. Since one placard may be used for several sizes of a given model hang glider, the exact sail area and maximum gross weight of the glider is not required hut is recormnended. lftheexact sail area is not listed, the placard must refer to an owners instruction sheet that contains that information.

1.2B The recommended operating limits on pitch. This must be listed as 1 of altitude nose up or nose down from level, or as O of nose up and degrees of nose down from level flight.

I .2C The recommended operating limits on bank. This must be listed as of bank.

1. D The recommended positive limits on C loading. This must be I isled in even c:; numbers. If the glider is designed for aerobatics, this section must also include negative Ii mits on G load Otherwise the placard must state that the glider is not designed or tested for C loadings.

I .2E The maximum recommended wind ve loci1y the glider shou Id be flown. This must include the limits in wind speed listed both as corning off lhe ocean and inland. The inland wind limit must be at least five Ci) rnph. less than the off the ocean I irnit. The recorn mended maxi mum for any glider is 25 mph. off the ocean.

1.2F The uses that the glider is designed for. If thermal soaring is listed, the glider must be placarded for+ 30° of pitch and for 60° of bank and for 2 G rninimums. If towing is listed, the glider must be placarded for 3 Gas a minimum. If aerobatics is listed, all

AUGUST, 1976

The glider may he gottPn alofl any incl 01" so tad1mc11I to the glid<!r al the time of lhe lh,11 is pulling up· w,irds of lc·vel. I\ maximum of lwo (2) attachments will be allowed during the tinie of th<' photogr;iph and lhese may not be attaclwd lo tlw wings or any other area thc1t may relieve stress the test,

1T1;11wuvcrs must be !isled zind tlw m,1ximum entry listed If the glider is for only 011(' type of pilot thi,, must bP listed. CC'11cral purpose glider:; such

111p;1nc,

extended I wind limited condition gl

I .JC The uses tlw is 1101 deI f t he g I id(' r i 11 o l

!he gross shall be "''"""·""11Prl I mm the norrna I recomnwnrled sus-

r(L-

me nts for thermal so,1ri11g 1 towing, or

tlws<' mu;;t he listed Any conditions that tfw is parlicu lady vul11er;iblc to should he listed.

Any addili(rndl infonnation that thc 111.1 n uLict urcr co11sidc~rs to the should be listed her(:,

·1.:,i Tlw may contain the com· p,1ny 11ame, .id dress, ,rnd and any type of disclaimer that the company dcC'ms s11iU1ble. rfw rd rnust slall' in the lower corrwr:" As per I IMA fications Section number one."

, I All glid('rs must IJe load l(:stcd to dPtcrrni1w the recommended positive hf'fore the is <1rn:iro,va1 to the !IMA. lc:sti11g will deterrnine the rd limit.

All lo,1d testing rnusl be don1rnented l>y showing ;i tion model oft he gl idl'r i 11 fl i ng a gross The gross may lw in ,111y form but must be documented by of tlw rn1 a scale or hy signatures of the persons llwir if th<,: is persons. All and documentation on file by the cornpany and must be av,iilable for scrutiny the IIMA in the eVl'nt of

The fl need not and should not be done al altitudes ,11Jovp three feet and clei!r,rnu' is an.q>t,11lll!

If structural failure should occur durtcsl for gross the next lower gross c;.irric,d that did not n•sult in structural failure will be usPd for dc!lermining the recorn mended I imits on oos1t1,ve

GFK)UND SKIMMEf1

''"""'"n point for lhe pilot. !he flying of thl: glider at lhP tirne of llw 1c~sl shall be detc·rrnirwd using methods and shall be: recorded. Jiu: flying shall he determi1wd by metlH2ds shall include but not be: limited lo, indicators, the sum plus ground speed, in still air, Every airsa gusl v,d UP for the purpo~.e of computation of reco111mendecl limits on(; loading ac r n u i ' " " 10 the following table: 10 rnph .tirspPl'd I v,1l1Jf' :)[) rnph ,1irspeed 1. gust v;ilw• JO mph airspeed 1.2 gust valUl' !JO mph airsper•d 50 mph airspl•ed

I.:\ gust value 1 gust v.ilue

Valul's b(:twc•t:!n these will he rounded off to ilw nexl lower figure.

Values ahoVl' 50 will use I as the gust valtw.

The recomnwnded positive limits on wi 11 /Jc accmdi 11g to the following fonnula:

C

Wt•ight Cmied)

SECTION

\(!St

TESTING

). ·1 /\II hang must he les1ed lo detC'rminc all tlw flying characteristics by lhe manufaclurPr before the is submitted for approval lo lhe IIMA. This flight testing will deter minl' the plac,mJ opcraling limits 011 pitch and hank ,111d the maximum rccorm1wnd<•d wind vc1,oc1tv

l.2 All fl

IPsting mw,t be documented hy movie film of a production performing tlw flight tests. !he pilot must be wilhin the recommended pilol fm that model and design. The movie film rnusl show some reliable horizon during,111 thc attitude tests. r\w movie• film musl be with any other documentatio11 011 (ilP by the company and musl be av,iilalJIP for by tlw llMA in the ('VCllt of any of corn· pliance.

For pi1cli tfw shall be tested in a dive and a stall to ;1 detc,rmirwcl as safe the 111,mufilclun!r. fhe fl shall he filmed and the film shall h<! rmirectc,t1 on tlw framt, with the and of nose up a11d nose as 111easured by the tfw of k<~el tube rnakeswith lhe hori·· zon. The rnaxin1um in this rnanner shall he divided by three lo the limits. hH a meas,, urement of 90" up and down, tlw placard would then recid l0°. The pitch and stall must he initialed irom a level wing condition.

(Cusl Value)

x (M,1ximum RPcormnended Pilot WPight)

Tile

by a gross and a new C limit c;ilculalc'.d.

value obtained will be rounded to the rwxt lower h,1lf intr,ger. f'or examL wi II he rounded to ),% will he rounded lo 2 '> or l.2(, would be rounded to :L The company shall be free to rP-test gliders at any time in order to re-determirw the C limit. If slructural occur or other cn,,rn12Ps occur that will increase the calculated C limit, the manufacturer rnay the placard ,ifte r stating that new tests have bc(m made in writing to HMA and receiving approval.

Any in design must bP

For lxink determinations, !he glider sh;1ll be tested in a turn in both directions. The flight shall be filmed and the film shall be projected and slopped on th<' fr,m1e with the grea!Pst of bank as measured lhe th<' crossbar or other level tul>e horizont;1\ ly perpendicular to the normal airflow makes with the horizo11. The maximum ;1 determined in this manner shall be divided by two (2) to determine the Ii mits, A bank s ha 11 be considerr~d as any C tum so that wingovers and cha11delles shall be considered as valid rnetliods of bank, Eor a measurement o( I )0° of hank, 1fw would then n,ad 60°.

3.5 For maxirnum rc•conm1ended wind

4:3

vPlocily determinations, the glider shall be flown with some n•lic1ble method for testing the rnc1ximurn airsachieveable by the slowest form of riilot suspension. This tesl must be done with lhe level with tlw horizon and must be filmed. This speed will be measured in mph and will be recorded by the company. Ten (I 0) mph shall be subtrilcted from this figure to determine the rnaximurn wind velocity corning from the ocean in which the glider should he flown.

The maximum placard rc~,iding shall not excPed mph from the ocean.

LG All hang gliders and ultralight lanes than :1 lbs/fl 2 ) marketed by HMA rnembers must be tested for dive recovery using the method described. Employing the fastest possible pilot suspension system the glider shall be dived with the pilot weight full forward. The gliclPr must be kept in this c1ttitudc uni ii it has stabilized in bol h and ,rnglc of descent. At this point the pilot must be able to control the glider to return lo and level flightwithoul surpassing the placard load limits. The glider must be tested for recovery from dives initiated from turns with of bank

or glider n'rtification. hank is twice I hat of the Dive and cor11rol 1·esponse must .ilso he· shown from a 7C'ro altitude.

These lc!st rnust lw re corded on filrn as per HMA tion 3.2.

All rnodc!ls of hang must be stall testPd in at lea~;\ the following manm!r. Flying at minimum sink SJ)(!ed, the pilot must as quickly c1s possible rotate lhe nose up many uq.;'"'" as the rd no,e up lirnit.

He must tlwn hold the glider in this attitude until it breaks in a st.ill. l~e must then demonstrate a recovery to slraigh1 and level flight. If 11w glider will not stall at that attitude, h(' must hold that atlitude for two (2) seconds after the airspeed has re,1ched a constant and demonstrate a recovery to str,1ight and level flight. This lest must be recorded on film and kept on file. l.B After all testing has been completed, the rnanufaclurer will submit a writ-· ten document to llMA stating lhat all lesling has been completed according lo these, tes1ing procl'dures, and lhe glider is to the best of his knowledge

HMA. The manufac . lurer must also stale the exacl word·· to include and limits that he Tlw documpn! must by the officers CH tile part· ners of the comp.iny and must be daled. The document need not include any of the data or the pho!os of the testing. The I-IMA will then issue a certification of compliance. ].9 If, and only if, there appears to be a ,1;,,.,,"'"""" in tlw limits to which lhe rnanuf.ictmer claims to have tested a glider and lo what the glider will actually achiew, the I JMA (11" four (4) other lllilllllfocturers m;iy call on tha1 manufac:lurerto subrnil all of his photos, filrn, .1nd docu· rnents for vcrilication to tlw I IMA veri rical ion comm itlee. If the veri fical ion committee finds any of thf' testing to have been falst>ly the I \MA must revoke, the certification of compl i,rncc fm the glider in qw)stion and may not issue any more further certificiltions for any glider from th.11 1na11uf.Kturcr without prior vPrifica·· lion by the committee. Only ;1fter one (I) year may the I IMA vote on whether to restore the manufacturer to a norm a I st.it us.

I Winiam11ner is

across the earth

Hike out! Feel the balance of this tuned dirtboat as you become one with a performance machine capable of 60 mph.

Jibe at high Winjammer's inc:rec::lible you performer on oar·kir1a

hike up on two wheels: ma1ne1uve1rat>ili·ty make or field, of the wind.

Ruggedly built of high-tensile aluminum, Winja1mrner carto(med, and sets Winjammer ... built to

44

AUGUST, 1976

n the low launch Secretary. All three are of the U ICA Board of Di

Internal ion;:11 lion nc nction of the FAI, its component avi;itio11 disci·· i the n uragernent and ization of com itive a tiviti on an international level. Here n 1 your Association bears both the rPsponsibil and the authority to nd upport FAI recognized U . ms in international hang glid· . In ber 1

event nt divisions. la Th hampionships i scheduled for South Africa and France has submitted a bid for the

it's fairto credit FAI with initiating the i11ten1a tional rule-rnakin wh h over the ible to fly aviation ircrafl most of the untries of ler 1 well known aviation he current President of the ion al press represen dele·

SKIMME:R

f~ecord The second

function of the establishment of

record, the requirements are forrnal and exc1cting but to is an un ..

to he soon. ThosP interested in obtaining more inform,1tion hould nt

USH u comes from the National Aeronautics iation which we are affil . The NAA was still is the. United States' nal "National Aero Club", dating back to the nning days of flying in this cou Through this cha 11 of com·· mand, your Association um r international responsibilities Here's how it all w

FAI Director Ceneral, 19.SQ.. 62 By the inn of the 20th tury the balloon and the ,iirship had the international character flying. In 1903 the irplanc from the experimental into the cal era and a new dimension to human movement between coun then, many local and national aero clubs and similar organizations had been I and it reflects much dit upon those pioneer lulls that brought lhe Federation Aeron ue Internationale in!o existence within two years of th first fli a heavier-than··air and three years before the first true airplane flight in

45

Europe, the birthplace.

The principal founders were Count de la V,rnlx, then Vice-President of the Aero Club of France; Fernand Jacobs, President of the ro Club of um, and Major Moedebeck of the Cerman Airship League. Their views on the ubject were made known to the Olympic in Brussels on June I 0, 1905, which welcomed them and the following resolution· "The Congress, recognizing the special importance of aeronaut expresses the wish that there be formed in each country an association having the mission of regulating aeronautic: sport and that there be formed latc!r a world federation or aeronautic~, including all the n,1tional associations, with a view to various needs ,rnd general regulations for the popularization of aeronautics as a science and ;1 sport."

France Took The Lead The Aero Club of France was invited to call a rneel i ng of a 11 interested countries to effect to the resolution.

Eight nation Belgium, France, Cermany, Italy, Spain, Switzerland, the United Kingdom and the United Slates sent representatives. llw meeting was held in Paris on October ·12, 1905, and the Federation came into being in that city two days later.

The first President was H. I. H. Price Ro1and Bonaparte of France, who held the office for twenty years.

Today the Federation coordinates, controls and regulates international sport competitions, races and records relating to balloons, dirigibles, airp·· lanes, seaplanes, amphibians, piston-engined aircraft, turboprop aircraft, turbojet aircraft, rocket aircraft, gliders, motor gliders, hel icopte rs, autogiros, model aircraft, parachute jumps, jetlift aircraft, man-powered aircraft, space vehicles and air cushion vehicles. It also observes and homologates records made between specified points. As a new form of airborne activity is introduced and becomes a practical means of transportation and/or sport it is given recognition by the FAI; and the rules for its use as a vehicle for sport or competition, or for establishing records, are framed and put into practice on an international scale. For exam-

46

pie: one of the latest sports to be brought within the Federation's c:orn11etence is hang gliding.

The princi legislative authority of the FAI is the Ceneral Conference which ordinarily rneels once a year and to which every member of lhe Federation may send one or rnore delegates. The Conference makes fun"·· darnental decisions on matters of interest lo the FAI but has the power to refer agenda items, as necessary, either to the Council or lo a committee set up for the purpose.

stalled. top watches, laboratory tested for accuracy, play an important part in most records.

Attempts to break records between two specified points require accurate calculation of distance by spherical trigonometry, speed record coursei; need to be accurately surveyed to ensure that the distance is precisely de-termined. The official observers cornpile a file of information and this is sent to the FAI for examination. If it proves that al I the rules have been ob-the record i homologated.

To Set a Record

The First · 23 mph The first speed record to be recog-· nized by the Federation was made by Santos Dumont, a wea It hy Braz i Iian aeronaut living in France; he reached 3 378 kph (LL mph!) on November 12, 1906. On the same day he also set a distance record of 220 metres (722 feet!). The first height record to be homologaied was set by Hubert Latham (France) on August 29, 'I 909, at 1 5 metres (508. feel).

These modest achievements were the first "absolute" records; correspond records today are: speed 3,331.:i07 kmh (2,070 mph); distance 20,168.78 km (12,531.391 miles); height 95,935.99 metres (314,750.065 feet). (The height record was made by an airplane launched from another; the record for an airplane making a conventional takeoff stands at 715 metres I 13,891 feet).

The FAI serves all classes of airborne vehicles and devices and each cl ass is broken down into an a ppropriate number of categories. (For in-· stance, there are no fewer than thirty of free balloon records.)

Some point-to-point records can be broken, and frequently are, in the course of normal air route flying. The various classes also include categories exclusive to women.

Hornologalion, the creation and approval of an absolult> record in any form of activity, is the responsibility of the FAI on a worldwide basis for all

forrns of airborne activity. Any and every aviation record on either side of the Iron Curt;:iin eventually finds its way to the" homologa tion files" of the FAI in Paris.

Responsibilities for assuring that the record attempt is made in accordance with the internationally accepted rules falls upon the aero club representing the country in which the bid is made. In the United the "Aero Club" is the Nalional Aeronautic As sociation and ils representative in the field or Hang Gliding is the USliCA. Si nee the FAI has only a srnal I staff and is not in a position to send officials to supervise every record attempt, it fol Is upon NAA and USHGA personnel and their designated representatives in the general aviation field to properly monitor and police record attempts and attest to their authenticity.

The substantiating evidence supplied to the FAI must be beyond dispute and each class of record has its own procedure. Height records, for instance, require the aircraft to carry a sealed and calibrated barograph. This instrument is also carried on endurance and distance record bids.

Supporting data in both instances is supplied either by standard flight in-· struments or instruments specially in-

Where Pilot Licenses Came From Another subject which came under the FA l's review in the early days concerned the qualifications to be acquired by applicants wanting a pilot's license. In due course the Federation framed regulations based on those previously drawn up (in 1901 and l 909) by the Aero Club of France. The AUGUST, 1976

tfw medals l\wre the 1\/1,,nl·m•,11 i I m /or lJ llooning perfo tlw Leonardo da Vinci rendered l<ornarov'' Jorn,i for pilots of multise<1t sp;ic(,cral and fin;illy Honmary for- groups of scic·ntisls and particu/;ir organization Li many oth internal n I tfw F;\I holds its t1n11ual meet-

some countries

international iO 11 S d n cl SI i 11 i S SU(' I ;\ J "f'n " ' n c

all !here

re

II of whom still subscribe another

ddined in tlw grew out the I-Al

thr· federation w;is

measurP of sl;rndc1rdization ;md for pilots who

th

boundaries to land a u unity ,wmnautic 1T1ovr•11ient and the m;itcri,il and mor,il interests of aeronautics in al I tlw countri(·s rep· -aero

nnn:,,nv

who

rendered valu

'"'"'"·'·"'· to 1/w FAI. In ,iddition

NOf\lH CAROLINA

VIF\C,INIA

--Gron,:Jfolher Mounroin

Unville, N

MARYLAND

PFNNSYLVANIA SOUTH CAROLINA

WASHINGTON,

cornm it tees.

After talking to a lot of pilots coming to the conclusion that nobody is 1he least bit satisfied with the nnc0·~P11 r cornpetition scene, l'would like to in,, vite you to help figure out a new and better w.1y lo in hang gliders, B.1sically you elirninate the condi· tions factor by having 2 pilots fly around the same course at the same time. You make it a one-on-one double elimination tournament. I did not corne up with these rules myself, and they arc not perfect, but I think they are good enough to them a try. l. First you seed the tournament so that pilots flying for the same factory will not be flying each othertill the later rounds.

2. The first two pilots to fly first flip a coin. The winner gets to go first, pick the direction they will fly around the pylons, and which of the two he wants l,o land on. The firsl pilot takes ofL The second pilot takes off as soon as the wash frorn the first flyer clears ... hopefully within 10 seconds. For every second after the 1 0 the 2nd flyer will lose l % of his score.

3. If soaring conditions prevail, the pilots will not be allowed to turn till they reach the pylons. If thermals they may turn in the thermals as much as they want.

4. In tead of rounding pylon (which complicated at 2,000 feet ACL), al the pilots will have to do is cross lines. There will be a 4'x8' of plywood on the ground standing straight up parallel to the line the pilots will have to cross and to points. One side of the board will be painted black, the far side orange, so as the pilot crosses the line anywhere along it, he will see the orange. He will then a flag from the 1101~· "w

48

The flagman will sit on the ground leaning a pole at the of the line. l)The pole will have two wires down frorn it in the sarnc plane as the board and the line the pilot is to cross. As the first pilot crosses the I the fl,1grnan waves a

Fig, 1

black flag, and as the pilot crosses the I an orange flag will be wc1ved. The will have a flag in each hand so if both pi lots cross the line at the same time, he can wave both flags at the same time.

As the waves the flags, a cardman will drop a 4' x 8' of plywood with the number on it The

orange pilot will have white numbers with an orange background. The other pilot will have black background with white numbers. That way the pilots can look down at any time and see how they are doing compared to the other pilot.

Note: the cards that are dropped as the pilots cross the lines will have the nrEiced1r1g number painted on the bottom of them so that the spectators can also track of the number of lines crossed, There will be 3 lines to cross, each about 200 long, forming an equilateral The shortest distance will be to cross the middle of each line. One side of the triangle should be perpendicular to takeoff.

Another line should be perpendicular to a Ii ne between the center of the two

spots.

2)

. The spot landing will count 25 1Jf,. To any points at al I, the pilots will have to hit a spot as as the green area at Escape Country. Starting one from the center, the pilot will lose I 1Y,; approximately for every yard away from the center, making the

Fir:J. 2 Example of one-on·one competition through triangular course

AUGUST. 1976

feet safe land will counL Only s two feet and the end of the I( the conlrol nose or any other of the glider hits the your will not count and tlw other wins. Think of the exanw,re we would be The to side of the foul line crash 011 the will eliminated i\S one of the Ofl· t ions. will orw each line. This will be his per cent on the spot. who gels 1hc mmt poin1,; moves on to the round. After loses he is out.

The main criticism of this meet is that we wrll nm inlo each other. The argument for us into each other will be Iha! WP won't be 1nr,J/1nn out for each oilier Herp. re sonic of the ;ugurnents for we will not hit ;rnd we will he 1or)1<1ng each other the lime lhe reach the lines there will he since seriarat1on betwPen tlwm. it is one.on.orw race in the scHne ,iir, it will lo your lo watch the other pilot lo see if you in lift corn pa red to him Three, lines is much than PY· Ions so wil I not have to look al the as much. the meet: to find out ider combination his glider back and forth across three lines lifl, and into the wind the Then he must demons I rate a certain of flying, to land on airsand alli!ude. Since the meet will be much fairer than

wil 1encourage more people to into •·n,.,,,v., lion. The will get a real show because it will make the to watch. rneets worth coming ion is the to every busi· Better competitions can only fur1her the inten~sts o( all the nn,c,nln of hang gliding. double elimination tournament. I have flipped a coin sPe who would win each round. If

D,:rve

llob Da vc ArrrnnbDclo

Wll~G.I fOJ.I MAN 111\N(; Cl Jill Ii I MPOWIUM

P.O. BOX 249,

r.. ISLIP,

11730

you follow it through, you'll see that if a pilol he has to fly an ex Ira tirne lo into the final lxacket. the fi11al bracl«:l I had lo fly ''"·""""' Trip twice' .and win both times. To be eliminated everyone must lose twin!.

If Trip had won once, I would have lost the con test.

These doubJe .. eliminalion tournarnents can be expanded to have mulli··

pies of

UL TRALBGHT NEWS rnnlirnJ<>r/ (conrinued from page /I)

sionals both in and out or our sport, lo talk ahout every asrwct of instruction.

Jeff Anderson's presentation "Methods of Instruction" included learning principles, fear f.1etor and attitude, judgerncnl, ;rn,1 lyzi ng performance, rhysica I cond i · lion of students, how injuries ,1ffec1 the class, and wh<11 to do with the student you cannot teach. Chuck c;r,1harn gave a "phychological briefing" on "Who We Are and Whal We're Doing." He discus·· sed motivation, allitude, and Dan Poynter gave a "H which included inforn1c1tio11 on oxygen, at mospherc, tempcratu re, wealher ;ind w;ivc;s. John Lakf' lalkwl on "Aviation \/\leather," hot and cool rnasscs, gr;1die11h in st1ble and unstable ;1ir, and wind shears.

Robert Wills, Sr. gave ,1 "Legal 13riding," stressing the importance of liability insuranu; and release forms. John Smith prt'sented a "Press Briding" Pmphasizing tlw benefit,; of c1 rapport with 1he media, and gdvc tips on how to go about iL Chuck Slahl and Bob Skinner demon-

st rated instruction method, in both se,1tcd and prone. Both instructors stressed the importance of beginning instruc, lion sirnple and sequential. fd Ceasar the of communication, ;rnd ll i II llcnrn•tt d iscusscd the "Busi ncss 1,c,wnc of " Burt Puskas, an ai line flight doctor, gave a "Medical Briefing" which included a rliscussion of the effects of alcohol and other drugs on a The two day course was concluded hy a three page writtPn t<:·s1 and each of the people in attendance was a questionnaire to evaluate the effectiveness or the course. On completion or the First Aid course, Instructor Cirds will be issued lo !hose who qu;i/ifi<,d. The USHGA is current! y preparing an out I ine for similar courses based 011 16mm films and tarwd rPCordings of this clinic. Interested parties should contact the US HCA for further inforrndtion on course content. 11 is indeed Pncn,JJr;ip,np to see our sport take such interest in the uo,gr,irliing of professional inslruction.

TWO GREAT BOOKS ON ULTRALIGHT FLIGHT

(continued (mm page 10)

Then then! i a note after the last entry saying: "Once this log is completed and you are past your inilial lr,1ining, you will want to transfer these entries to a perma nent log".

Dan has authored nu1,1erous aviation publications including HANG GLIDINC, tlw basic hand hook of skysurfing (this first book on the subject has sold over 100,000 copies), KITING, the basic had hook of tow launched hang gliding, several hooks on sport p,irachuting and hundreds of 1w a rtic /cs. A pi lot rated for both powered and gliders, D,rn is President of the Commission /nternalionalc de Vol Li brc ( Hang GI id ing) of the Fede rat ion AeronautiqU(! Internationale, the international body which regulates sport ;iviation

competition and records. Currently he serves on the UStlCA Board of Directors and he has been appointed an Exarni ner by that body. The HANG GLI DI NC MAN UAL 8, IOG is an outgrowth of Dan's work to c>sti1blish an instructor G!rtification prog· ram within the USHGA. This easy to carry, pocket sized gold mine of han1; gliding information comes with an attractive sky blue cover. It is available rrom most dealers and flight schools or rnay be obtained directly from Dan at l'.O. !lox 4232-102, Santa B;irbara, CA 91103, USA for $1.SO (in the U.S., rorPi<rn $2.fJO). Quantity prices c1vailali/e on n"q ue st Note: a photo or the book is avai I able on request.

200 on foot launching. 6th revision, over sold $5.95 postpaid (Califomions odd.36¢ sales tax)

100 on tow launching. 2nd revision, over sold. $3.95 postpaid (Californians add .24¢ sales tax) Write for Fr<EE hang gliding information kit.

Dan Poynter, Box 4232-96 Santa Barbara, CA 93103

fly the finest ... fly a U;;Af

11

7" dia. 1311' wide 1.1

bore; in wheel slicles arounrl bends 1" ID. bErnring prevent wear.

in the trapeze. 2 clamps in place

50

ALUMINUM TUBING - SEAMLESS DRAWN 18' 6063 T832 2-5 length, .80 per. ft.

17', 18', 6063 T832 2-5 lengths . 70 per. ft, x .058 x 6061 T6 2-5 lengths 1.00 per. ft. x .058 x 12 1 6061 T6 2-5 lengths l, 25 ft.

CABLE 3/32" 7x7 Stainless Steel ft.

1/16" 7x7 Steef Coble .12 per. ft.

THIMBLES AN 100·..\ Steel Thimbles .082 foch Ntcos 3/32" Nico, LEADING EDGE AIR FOILS .07 each

214 West Colorodo Ave. Coforodo Springs, Coforodo 80903 (303) 632-4959

AUC:j UST, i 976

I

I

R

82? VV. !</\TE.I 1./\ /\Vic Ofi/\NC,F, Cl\. D2Gfr7 Ti'li!J)IHJIH' 171 !J)()() I 0701 M1Ynher of I langiicler Mam1fact11rurs AssociatiC)li

Manufacturers of QUALITY kites

anrl components DEALER INQUIRIES INVITED

/ls a 1111111ufac111rer of q11ali1r glider lwrcilrnrc a11cl 10/i ,,·an· ,,,,, 11'i// he ho1,JJ1' 10 111101,· 1111a111i1 ,. JJric,·, of .\///'ci/irntions. Ii'<' Cllf'IT U\'

11111·

11,'1:\'/) 11 large i111·1·11101T of s11111d ll'ritc or

au/ /Jal'/.\ 1111d lii/!/>lic1.

for the '76

ultimate in and minimum

e Allows the

to the

seated

no pressure and.Comfort.

Water Streamlined

and

Price:

.50 for Harness & Helmet

Send

$12.00.

and 'fwo color choices

1 '.108-H E11s! Walnu! Streel, Santa An;i,

92701, (714) 547. 1344

I -

SPAN ASPECT

28 FT.

AREA WEIGHT

153 SQ. FT.

50 LB.

UD 180 FPM SINK MPH "MUSH" MINIMUM MPH HECQMMENDED MAX.

SEND $1.00 FOR INFO TO:

CHOTIA-916 450A REYNOLDS CIRCLE CA SAN

Delta stocks a big selection of botti audio and visual variometers, perfect for use on your hang glider. These are tile highest quality precision meters . . ideal for determining location or best lift Takes the out of gliding in thermals and cross where the li'ft is smooth and steady and may not sense it.

CONSUMER ADVISORY: Used always should be disassembled before the first time and for bent or dented ruined bolts (especially the heart bolt), Nyloc or rusted cables, nuts, loose thimbles, and on Hogallos, with non-circular badly torn or tom loose from their anchor points front and back on the keel and leading If in doubt, many hang businesses to opinion on the them to

for towing.

Dual releases and floats, Write or call Ron Valmassoi, 1603 Stewart, Lincoln Park, Ml 4841 388,2168.

BOBCAT L

Can we fly, but are We will anything to you fly. Contact Delta Wing Kites & Glid787-6600.

EIPPER CUMULUS, perfect condition. Soaring windows. Colorful sail. $600.

375-E>197.

FREE FLIGHT 17'. Excellent condition. Includes $450, 883-1327,

NEW 17% & 181/2 Dyna Soar Glidi~rs. Limited quantity. $400, tax included. Two slightly used 1975 Ill's with covers. 3 & 4 color sails. $600, tax included. Fun Flight Co. (213) 621-10!54, 011,mirm<a 331-9931, PACIFIC GULL HA 19'. Purplewithlimelightning bolts. Flown Chuck Nyland in 74 Nationals. $600. or offer.

346-6990.

flyer- A-1 ClUICKSILVER, Custom. condition. All new spars, control lines, supine soaring harr1t}SS, most cable bolts, sleeves, alu plugs, etc. This is """'"'"''""'' carriable. Bag included. Best o!ler moves it Check it out Flick Perkins, 729 Muskingum Ave. Pacific Palisades, CA 90272. (213) 454-2197,

SEAGULL FIVE B. Custom. Perfect condition. deflexers, flatLatest factory design tened billow, etc. Purple and rudder. Body red. Cover and seat $750. white, yellow, Get lnc.1 Colo.81611.

SUNDANCE A. Six months old. Rainbow color and custom seat Excellent condi· or Debie, (714) 534-1178, even-

ST AND ARD ROGALLO 90° 18', Newly rigged, brand new dacron sail. Great buy, $400. (213) 456-6773,

V,J 23, 33' wing. Aircraft controls. $1,650. V,J Trailer witt1 tarp. $650. Williams, Box 494, Santa 925-2675.

Maria, CA 9~'1454,

SUNBIRD 17. Excellent condition. New hardware. Including sail bag, harness, and sail feather, $350. Pete, (213) 723-6777 ext 3, days, (21 '.3) 649-0735, eves.

U. P. DRAGONFLY. Used, Reasonable, Other high-performance in stock. THE HAN· GAR, FU. Mullan Rd., Missoula, Montana 542-2725, 549-9462.

59801, ---···-····"•"

WANTED, 19' Standard excellent condition. San area, preferably. Soon, please. Michael, (408) 423-·4155, 10', custom air brushed sail. Prone and seated with Bennett harness. New bag. $750. CUMULUS II 1 16', high performance intermediate. $450.

CUMULUS V Prototype Ultra high flying kite.

Call or Mike 429-4756 or 438-3456.

DILLON BEACH FL YING SCHOOL Northern California's most complete hang glider facility. USHGA certified instructors. Free lessons with of wing. Stop by our NEW SHOP at 1 Lincoln in San Rafael. Total service, sales and Come to Dillon Beach and check out the and the Windlord. After the sale, it's the service that counts. Phone (415) 454-7664 or (415) 669-1162,

WILLS WING 18', blue and yellow. Good condition with bag, seat, new cables. $350. (714) 558-1861,

R' NEW $300. Limited offer while supgoing out of business and must stock of 15' and 16' stanThese are brand new at manufacturor's cost! Prico includes swing harness, blue/white camber-cut Dacron sail, vinyl-·coated cables, stainless fittings, more. Clean, clean, clean! collect, from stock.

Want more information? stamp.

Sportwings, Box 1647, Lafayette, IN. 47902.

GFlOUND SKIMMER

COLORADO

ClUICKSILVER B. Multi-colored sail. 1976.

Never Includes custom waterproof car top box. $500. N 335-7386, ClUICKSILVER B, Never flown. Includes back pack motor, no propellor, custom case, seated

GOLDEN SKY SAILS, featuring Sun and gliders. Our well specializes in expert repair and custom work. of parts and accessories, including replacement Fast service mail order. Reg" ular, and lessons.

Mountain flights up to vertical. Ratings available. Located of Dcmver at the foot of Green Montain. or write for freEl price list or further information: (303) 278-9566. 572 Orchard St, Golden, Colo. 80401

55

IOWA JOWA Glider Co,, Central Iowa dealer for Pliable Moose, New and used gliders, lessons, parts, repairs, 2564 Boyd, Des Moines, Iowa 50317, (515) 262-5080, KANSAS Pliable Moose, Eipper and Blackhawk Kites.

Weekly instruction, Complete outfitting and sales for backpackin[J, canoe and kayak trips, Stop by and shoot the breeze! Voyageur's Pack and Por" tage Shop, 5935 Merriam Drive, Merriam, Kansas 66203 (91 262-6611.

MICHIGAN Michigan and Midwest Enthusiasts Eco-Flight Systems, Inc, Eco-Flight Stanclarcl Wings, High· est Quality, Kits $335-$455, Ready to fly $455-$575, Michigan distributor for SeagulL Complete stock of supplies, instruction, sail making, 2275 S, State, Ann Arbor, Michigan 48104, (313) 994-9020, Send $,50 for information packThe Midwest School of Hang Gliding has the Cumulus VB, the SST, and the the new FlexiFlier II, as well as all other models of Eipper, Wills Wings, and the Kestrel available for demo flights, We have a complete line of accessories and instruction in all levels of hang gliding including lessons on the Ouicksilver B & C, Our training is done al the Warren Dunes since we are located 3/4 of a mile nortt1 of the park (mtrance, Call (616) 426-3100 or write: The Midwest School of Hang Gliding, 11522 Reel Arrow Highway, Bridgman, Mich, 49106,

ACTION SPORTS INC, 16 Weir Place, Ring· wood, N,J 07456,

UTAH

Hang Glider Shop, representing eight major manufacturers, Flight instruction with USHGA and GSI certified instructors, fHaturing Bennett Phoenix training kites, Complete hang gliding and towing accessories and repairs including tube straightening, New and used kites, Mark Flight Ltd,, 691 Englewood Avenue, Buffalo, 6) 836-3939, New York 14223

WINDBORNE: HANG GLJDE:RS--E:lectra Flyer, California Gliders, E:ipper, Manta, U,P,, Zephyr, SeagulL Parts, accessories, storage, flight in" struction, Skateboards too, 159-11 Horace Hard" ing Expwy,, Flushing, N,Y, 11365, (212) 46H314,

BACK ISSUES OF GROUND SKIMMER MAGAZINE: Mimeo newsletters #'s 1-10, ,50¢ each; printed issues, #19-36, ,75# each;current issues $1,00 each, USHGA, Box 66306, Los CA 90066,

40 miles north of N,Y,C, Aerial Techniques GSI Certified Beginners Scl1ool with advance trainer kites, Dealers for all Manufacturers, Everything for the beginner, intermediate, and advanced pilot Dan Chapman, James Aronson, Douka Kaknes, dedicated to the hang gliding movement (914) 783,,6751, RD/1'1, 49 Mine Rd,, Monroe, NY 10950,

BOOKS: Books available through USHGA are Fly, The Complete Book of Skysailing, Guide to Arizona, Guide to Raga/lo Flight Basic, Hang flight, Hang Gliding, Hang Gliding The Rapture of the Heights, Hang Gliding P!yingest Flying, Log Book, Manned Kiting, Man-Powered Flight, Simplified Performance Testing, Skysurfing, True Flight and The Complete Book of 1-/ang Gliding, Request order form, USHGA, Box 66306, Los Angeles, CA 90066,

ORE:GON

--,---~~---·-

SUPERFLY HANG GLIDE:RS Southern Oregon's source for certified instruction and dealer for Sun Sail Corp, and U,P, 853 N.E. 8th, 479,,0826, Grants Pass, Ore, 97526

GUIDE TO ROGALLO FLIGHT BASIC, Simple, but Hffective, $2,50 Prepd, FLIGHT REALITIES, 1945 Adams Ave,, San Diego, CA 92116 ------------

TEXAS

SKY ACTION SPORTS INC,, Authorized dealer for Manta and Eipper-Formance, Gliders and parts in stock including cable and tubing, Send $2,00 for complete packet of information to: SKY

LONE STAR HANG GLJDE:RS Electra flyer and UFM, Sales, repair, instruction, 2200 C, South Smithbarry, Arlington, Texas 76013, (817) 469-915b,

ing

--···---- -~-- -----·

ROCHESTEF~ HANG GLIDER, lessons, parts, new and used Dealer for Eipper Formance and 381-0075,

NEW JERSEY

Qidett

WASATCH WINGS, dealers for Seagull Aircraft, Ultralight Products (U,P,), and Wills Wing, Utah has some of the best teaching and soaring concli-, lions in the country, So, take advantage of our well-equipped flight school, (free Ground School 8 p,m,), complete repair shop and our lull line of hang gliders & accessories, Wasatch Wings, 3998 So, 300 W, #66, Salt Lake City, Utah 84107, (801) 266-2922, Come by and we'll show you the sites,

NEW YORK

f/ANGING IN THERE, $6/yr, 6301 Knox Ave, South, Richfield MN 55423,

SAMPLE, 25¢: HANG GLIDER, newsweekly; Box 1860-D2MY, Santa Monica, CA 90406,

ite ••• ••lill11•lll11a GIBiin ., Sh:m' your L,vorile flying shme their;; with yon,

It's with so111eone else

lh('y'll

., Send ns :i 11wp with :ill thP informnlion you'd like' to lwve in r'xclwnge, •

M:,ylw:, picture (one picture• worth npteen dozen

., The m:iin thing

to communic:i(P,

"' Don't worry :ibllut your map :;kctchiur;, we'll

etrne hoo~

tho~e who patctieipate

., B:1d :-,pelliug nurl p,r:m1111:1(' Don't worry wt''ll catch that tuo,

• Tlw more p:nticip:inl lhn fol!owirHI mo ii fow itoms tha1 muy bn hnlpfu1

or 111t1d,., {h•cd 11[)t1on uf Likt'Olf po1rll {llUllll'.,\. 1.u. ,;fOJ)\', ( lilf, I'\( . .)IHI

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111,11 wind <1111·( t11ir1 <1nd c;p!'i!d.,, tyl)(' ()f

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SOARING MAGAZINE Covers the sailplane scene with some ultralight coverage. Available with (Member $20; Associate member, $12/year.) Into kit with sample copy $1.50. Soaring of America, Box 66071 .. G, Los 90066.

Monthly puhlication of the Southland Hang Gliding Association, USHGA's largest chapter. $5. per y0Jar. Write H. A., Manchester Terrace, In ..

90301

0 to 5,000'; 200' incro· m(,mts. Light weight. Easily mounted or worn on wrist. Dimensions ·1 "x2%"x2%". Protec .. tive case included. $14.50 each. Ultralight In .. struments, P.O. Box 13 .. A, Morgan, UT 84050.

CABLE 7x7 white vinyl $.20 ft. Uncoated $. 1f5 ft. Nicos $.07. Thimbles !.09; UP Tangs, $.60. Polyrope % $. 10 ft. Send for free price sl1eet. We sell discount! BIRD BUILDERS Coast Hwy., Malibu, CA 90265. kBel, crossbar,

Foreign add $1.00. Larry Hall. Box 771 Dept. M, Utah 84050.

SPECIAL SALE! PRONE HARNESSES: $35, regularly $50. 5,000 lb. nylon wtlb construction.

High dtlnsity loam padding. Adjustable for prone or flying. [) .. Ring included. $M, MD, LRG, XL. TOOL: $10.50 Small home size nico tool allows easy, sale cable repair and rnplacement at home or at flying sittJs. BUSHING INSTALLATION TOOL:$ 3.50 allows you to install finished bushings on your kite or or aluminum FLIGHT INC., 12424 CA 91342 (213) 365 .. 5607.

FLASH! "WINGS OF THE WIND" has just been nominated for an EMMY! W.O.W. is a hot new California film that shows tr1e humorous attempts at flight by beginners trying to get "up" ... it stresses the scientific of motorless flight and it offers the viewer a sense of a brief history of the sport. An freedom as well ideal film for clul) meetings, promotional use, and entertainment. 16mm Color, 27 minutes ·with sound. $300. GibCo Films, 12814 Collins St., No. Hollywood, CA 91607 (21 766 .. 3489.

HANG GLIDER ENTHUSIASTS! Do you want to buy ntiw or used hang glider? Interesting in .. formation for self-addressed .. slamped envelope. , 1220 E. Broadway "R", Newton, Kan .. sas 67114.

1976 HANG GLIDER CALENDAR, 1 full page black and white photographs, easy to read calendar format. A rnust for every enthusiast! postpaid. Order from USHGA, Box 66306, CA 90066.

USHGA sew .. on emblems clia. Full color $1 Decals, 3112'' dia.

Inside or outside aprilic;aticm 25¢ each. Include 13¢ for postage handling with each order.

Box 66306, Los CA 90066.

WtJ can put any size or or company logo on your sail. Do it your· seller? We have detailed instructions for anyone who wants to paint their own sail. We can even help you cut stencils. Price-$5.50. Write or call Karen and Bill Torell, Sail-Brush 283 Flower St., Costa Mesa, CA. 92627. (71 645-7323 HANG GLIDING SAFAr'll TO AFRICA ComTourof some of the best flying sites in thtl world including site of tho 1977 World Championships with several in wildlife parks. For complete litEm1ture and nhr,tmmu,h send $3. to: Hang Gliders for Africa, 15 Living .. stone Ave., Brakpan, 1540, Republic of South Africa. is 15¢ per worcJ The rate for classified (or of characters). Minimum charge, $1.50. A of $5. is cr1argecJ for Bach graph. Please make checks payable to Classified Advtlr!ising Dept.

GFlOUND SKIMMEl1 MAGAZINE Box 66306, Los Angeles, CA 90066

DIICOUNT I

S'NJE

TEE .. SHI RTS with USHGA emblem $5.50 includ .. ing postage and handling. Californians add 6% tax. Men's sizes S, M, L, XL. Orange only.

USHGA, BOX 66306, Los CA 90066 NEW! The Hall Wind Meter. mtJter calibrated individually. not affected by dust or static.

Easy to read.

Comes with clenim bag. $12.50 postpaid in U.S.

"Please send me your ideas." Anything pertain .. ing to hang gliding that you would like to see, do, sell, fly, visit, make, read about, or Send Kitesmith, 34S4 Huffin Rd. #2N, CA

-.-.. ·--·--·--·-- For mom information and reservations, write or call The Delta Wing School, PO E3ox 483, Van Nuys, 3) 785 .. 2474 California 91408 Phone

or

instructions on the student into the the instructor.

m10UND SKIMMFFl

57

•

SAFEAND

•

10·+ :1

•

SINK RATE 180 FPM

•

PARACHUTING CAPABILITY COMPETITION

•

CAR TOPPABLE WITH2SURF RACKS

I

LEADING EDGE AIR F'OILS 214 W. COLO. COLO. SPGS., COLO.

TO GET THE BEST PERFORMANCE FROM YOUI~ GL\ Drn, YOU NEED

80903

ACCURATE CONTf<OL OF YOUf~

PH # 632~4959

L/D· 7 to 1

ASK YOUR DEALER ABOUT THE

·AIR SPEED INDICATOR ........... $22. 50 J. 00

0 to 38 MPH Model ..... .

llar . ... . ., (Please specify .glider mf9r.,typc and type of

MEH I l. ENTER PR I 5ES

on

5900 Ccmtcrbury ,Al21

(213) 648-3710 days

even.

FEATURING EIPPEfH'O'RMANCE

FLIGHT

rnmurnoN

IS FOR INTERMEDIATE OR ADVANCED A HIGH PERFORMANCE GLIDER WITH RESPONSIVE PITCH CONTROL, VERY AND SLOW CHARAClfERISTICS. TALON IS THE ULTIMATE IN HIGH PERFORMANCE · THE PERFORMANCE Of ATRUNK GLIDER THE SIMPLICITY Of A CONVENTIONAL GLIDER

I SALES PARTS SERVICE

JACK BRITTON

1351 S. BEACH BLVI>.

LA HABRA, CA.

90631

as well as the famous Kitty Hawk Kites two,color hi crew T-shirts.

on high

T-Shirt Color and Visor Color

Size (circlc1 one) Small, Medium, Large, X-Large

First choice: light blue, yellow, beige (circle one) Second choice: red, white, orange, tan, green, (circle one)

1

enclose $i .OO

for T·shirts or visors and handling for each shirt and NC residents add 4% tax.

Design (circle one) .. ...... $4.25 (5 color design) Fly A Kite .. ..

Suri the Sky ······································"'"·"" (5 color design) Get High Fly A Kite (5 c:olor design) Kitty Hawk Kites (2 color design)

ORDERS PROCESSED DAY OF RECEIPT

Name ..........................................................................................

Address ............ ,. .....................................................................

City .......................................... State Zip

P. 0. Box 386, Send to: Kitty Hawk Head, 27959 $1 for poster I catalog

The Arrambide brothers sharing the over Point Fermin, Pedro, Photo by Dave Cronk.

Cumulus

you coulci

breaking

winning Mike

90501 In the air 1975 US.

since 1972. champions.

Eipper-Forrnance also rnanufactures the Flexi sleek and stable performer for beginning and intermediate flyers. Send for free spec sheets, or enclose $HJO for complete catalog.

L

I

Although only 14 WILLS WI NG SST's entered the 1976 World Open at Country among a field of over three hundred and fifty competitors, 'IO SST's qualified among the top one hundred gliders. When the field was cut to fifty, 8 SST's were still in the running. When it was cut again to ten, there were still 4 SST's in contention, and when it was all over a WILLS WING SST was the highest placing rogallo in the meet, as Dave Saffold finished second overall in a production SST IOOC. The other three in the top ten were Dave Vincent, Curt Kiefer, and Bob Wills, all in production SST 1OOB's.

Meanwhile, Al Bartholomew was flying his SST I 0013 in the U.S. Nationals qualifying meet at Dog Mountain. Al took first place by over 1,000 points.

These impressive accomplishments follow on the heels of Chris Price's incredible 33.6 mile world record cross-country flight across the San Fernando Valley in a production SST 11 OP. Find out for yourself why the SST is performing these feats. Don't just talk to a salesman. Test fly an SST and discover,

H

I LS

ING XP RI N

Will 1208 H East Walnut Street Santa Ana, California 92701 (714) 547-1344