USHGA Hang Gliding January 1978

• •

EDITOR: Gil Dodgen ASSISTANT EDITOR LAVOlJT & DESIGN: Jonie Dodgen STAFF PHOTOGRAPHERS: WA Allen, Leroy Grannis, Bettina Gray, Stephen Mccarroll

HANG GllDING CONTENTS FEATURES

OFFICE STAFF: MANAGER: Carol Veiderrain, Janel Meyer.

Danielle Della. Wendi Tuttle, Kit Skradski

18

USHGA OFFICERS: PRESIDENT: Uoyd Llcher VICE PRESIDENT: Dennis Pagen SECRETARY: Kay Brake TREASURER: Alex Duncan

20

USHGA REGIONAL DIRECTORS REGION 1: Vern Roundtree, Jeff Johnson REGION 2: Walley Anderson. Jon Cose.

REGION 3· TMp Mellinger. Dan Poynter. John Lake. Ale)( Duncan, REGION 4: Sfeve Thome.

Lucl(y Campbell. REGION 5: none. REGION 6: James Cruce. REGION 7: Mike Zlaskos REGION 8: Don McCabe. REGION 9: Vlc Powell. Dennis Pogen. REGION 10: Skip Smith.

REGION 11: David Broyles. REGION 12; Jim Aronson. DIRECTORS-AT-LARGE: REGION 2.

Lloyd Ucher. REGION 6: Koy Broke. REGION 8 Bill Allen. REGION 10: John Homs. Horry Robb HONORARY DIRECTOR· Hugh Morton.

EX-OFACIO DIRECTOR of USHGA as we ore a division of NAA: General Brooke Allen.

The United Stales Hong Glldlng Association. Inc.. is o division of the Nations!

Aeronautic Association (NAA) which Is the offlclol U.S. representmlve of the Federation Aeronoullque lnternollonole (FAI), the world governing body for sport aviation.

The NAA, which represents the U.S. ot FAI meetings. hos delegoted to the USHGA supervision of FAl-relofed hong gllding'octlvltles such os record attempts and competition sanctions HANG GLIDING mogozJne Is published forhong gliding sport enthuslosfs lo creole tunher Interest In the sport by o mecms otopen communicollon and to odvonce hong gliding me.thods ond solety Contnbulloos ore welcome Anyone ,s ,nvlted lo confrlbulEI articles, photos. ond lllustro· t1ons concerning hong gliding achvlfles. tf the material is to be returned. a s1omped. self· addressed return envelope must be enclosed.

HANG GllDING magazine reserves the right to edli conirlbullona wnere necessary The Associo· lion and publlcollon do not assume responslbiltty for tne rnotarlal or opinions of coritrlbufo,s HANG GU DING magazine la published monrhlY by the Un,led States Hong Gliding Assoclal1on, Inc whose moiling address Is P.O. Box 66306, Los Angeles. Calif 90066 and whose offices ore lo· coled o! 11312•h Venlce Blvd .. Los Angeles, Colit 90066. telephone (213) 390.3066. Second-doss postage Is paid ot Los Angeles. Col If HANG GLIDING magazine Is printed by Sinclolr Printing & L1fho. Alhambra, COllf. Subscription is available only as port ol member~hlp In lhe USHGA. a member-controlled educational ond scientific organ,zanon dedicated to explonng all facets of ultro~ght tllghl Membe<ship is apen lo onvone in, teresled In this rBQlm ol night Dues forlull men>ersh,p ore S20 per year (S1 I for foreign odOresses). dues tor Associate membership ore $15 pe, veer. of Which S7 ore designated lor suoscriol1on to HANG GUDING magazine Changes of adoress should be sent six weeks In advance 1nc1uc11ng nome, USHGA membership number pre\/Jous and new address and o molhng label lrom o recent issue

Total paid clrculatlon for the November luue was 10,700.

22 25 28 30 33 35 38 43

VARIOMETERS -WHAT MAKES

by Paul Nicholson THEM WORK? DESIGN AND DEVELOPMENT OF THE MITCHELL WING

by Don Mitchell THE MECHANICS OF A TURN IN A WEIGHT·SHIFT CONTROLLED HANG GLIDER

by Mike Meier PROPELLERS FOR POWERED HANG GLIDERS Part Two byStanHall ROELKE'S DREAM

by BIii Allen MICROMETEOROLOGY AND HANG GLIDING byPaul MacCreody,Jr. EMERGENCY PARACHUTES FOR HANG GLIDERS by.Jerry.Jacobson

BY LAND OR BY SEA, JUST A DREAM TO ME - Flight to Catalina byTrlpMellinger BACK OFF!

by Kurt Kummer BRITISH HANG GLIDING

by Brian Milton ASSOCIATION

DEPARTMENTS 4 6 6 12 14 16 17 40 46 52 55

EDITORIAL ULTRALIGHT CONVERSATION INDEX TO ADVERTISERS WINDLINES AERO-INNOVATIONS CONSUMER INFORMATION USHGA CHAPTER NEWS edited by Bill Allen CIVL REPORT by Harry Robb CLASSIFIED ADVERTISING STOLEN WINGS FLYING BULL by Bill Allen

COVER: Gene Blythe pi lots a Seagull Ten Meter above the clouds Phoio by Leroy Grannis.

CONSUMER ADVISORY : Hong Gliding Mogoz.lne and USHGA, Inc.. do not endorse or toke any responslblllty for the products advertised o r menti oned ed1toriolly within these pages. Unless specifically e~lo lned. performance fig ures quoted In odver· Hsing ore only estimates. Persons considering the purchase of o g lider ore urged to study HGMA standards.

Copyright © United States Hong Gliding Assoclotion. Inc. 1977. All rights reserved to Hong Gliding Magazine and lnd lvlduol contributors.

•

I is a for many reasons but perhaps chiefly because it places so much on the individual ""rfl,•n,ci,,t, from the choice of his machine to the decision fly. Our sport is still in its and everyone in volved a Despite whul anyone may comparatively little is known Our lmv--spe,ccl, smgle:-s11rt:1ce about our realm of

out next year's model by Our aircraft operate in an complex sci of conditions and in limit lcssly variable terrain. The limits in terms of safe operating conditions still being A recent number of turbukncc.rclatcd accidents suggests that we may have over·· estimated ourselves and our Until more is known each must arm himself with some basic so that he can make wise decisions about a new site or ditions. In our sport there is no ski and there arc no signs msorl.:ino the difficulty of the hilL ln a few select areas efforts have been made in 1his direction, but even at such sites each pilot must make the decision to fly or stay on lhc in any set of conditions.

Hang is a sport for who arc in love with flight, who arc in love with its freedom, and who arc of a rn,·111,,p1·mr1 spiriL Self.regulation should mean individual responsibility, not rules imposed any group. }!opefully it can mean that.

We do need and standards established by the most know'leclgcable members of our cornm.mrity. our sport with and founded on and knowledge. rm1gaz1r1e will be major contributor to that goal.

and frames, with their variable camber and washout, and llexibk pilot system create a interconnection of many variables, the effects of which are very difficult to pre.. diet when all the possible attitudes, and considered. tight sails more dramatically affected by subtle in frame geometry and tolerances in construction have reached a critical kvcL Even more variables have been added with billow differential systems and various sai1H:arnl1cn111l1 lcc:hr11quc:,. Every or manufacturer is pioneer and as such must proceed with the cx1 rcmc caution dictated by his position of the unknowns ;ire sorted out.

We arc in the right direction as more so1pt11st1.catcd and thorough testing techniques arc Until more undcrst ood, however, pilot must educate himself possible, choosing a glider on the basis its proven rcpula tion and sound rather than its claimed L/D or roll rate. In the end only time will attest to a pilots can help by pressure off the manufacturers to crank

Safe

,_____

I

"

UNITED STATES HANG GLIDING ASSOCIATION, li;,bility insurance

Offers

,\ I\\Cdium for disr:u:ision vii1 its mor1thly publication, l·IANC CLIDIN(; 111c1gMine Rc1tl!s pilots ,1nr! certifif's instrnctors Sanctions meets for national ,.nd intenv1tional chilrnpion:;ldps R<?coqni1es with Otto Lilicnthcil Awards Repn•scn!s yoll intcm<1tio11<11ly tlno11,Jh the National /\ernnm11ic Assn (NI\/\). i\ divisi,rn of the Fcdcr<1I /\crnndutiquc lntcrn<1tionale (F/\1) Acts as lii\srm hctwe1!11 pilot ,rnd the public represent inq han~1 \Jlidinq ill ,iovernrncnt levels I cipply frn membership in the United

lfonu C,lidinq /\;soci<1tion, Inc

NAMF

PHONE(

ADDRESS

AC,t

Cf TY I indudc rny cliccl, or money order for ,mnual dues

[ ] $20 Fl Jl .l MEMBER

f orciqn)

As ,1 Iull I nern bcr yrn 1

USI lCA l\\emhersliip he11<?fils

$ l !i ASSOCJATF MEMBER ($ J h /orei[J11)

iHI ,issociaw

of HAN(; CLIDINC 111,1:Jilline. mid most

rncmbvrship benefits Subscription to I !AN(, C,I IDINC 111d<121.,m<!. formerly (;ROUND SKIMMER is avililablc ON! Y

part ol n1cmlwrship in the Association

90066.

JANUARY 1978

AMOIINl

llOOl<S

OUANTITY

111 1 COMP[ ill 0111111 flN(; ANIJ :;ounc1 [l[)[JK 1011 IIM;(; f;I .IIINC: SC IHJ ol ~;, c;itn,; SKYS/\ll INC, l)y Hick C,Hr 1e1

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members and anyone reading this article would write, we might just get it l think United postage stamp would be great honor for Bob and om sport honor that would forever one that the whole world would A short letter of request would only take you a minute. l think could all do that for Bob, Send your letter to Postmaster Ocncral, United States Postal Washiugtou, Ken Van Dyke Grand Rapids, Mi.

I

Aeronaut Hang Gliders Inc. APD Fligllt Systems

Dear Editor,

Arcadia Air Sports .

l just read your October issue and l must write a response to the letter from Pikes Peak llang Gliding Club. Unfortunately, they not the first to fly for charity.

June 19, 1977, the Condors Hang Gliding Club, located in Central, held fly.a-thon at Labrador Pond Campsites in Tully, The money raised was donated to The Association for Retarded Children. it was split between two chapters, Onadaga and Cortland, N.Y The crowd was fabulous, with anywhere from 2,500 to 3,500 people present. must say ii was very patient bunch, we were blown out for about four hours.

One of our pilots, Jay Gianfortc, was able to make a J Y:,.hour flight before the wind became too strong. radio disc jockey amused the people during the long wail for the right conditions, We received considerable amount local t elcvision coverage well newspaper and radio coverage.

Our pilots obtained sponsors for minute of air time to maximum of 30 minutes. also had food raffle and passed hat several After the pledges turned in and everything tallied, found that had earned little more than $1,600, not lo mention how much it helped the name of hang gliding in this area. We hope to have a bigger and better f!y-a-thon in the sumincr of 1978.

I'd like thank everybody who worked hard and made the meet possible, especially Rick Maley, who my right hand man in the planning, the Albanescs, who not only own the campground and hill, but also spent many hours helping us put it on, Mike Hall, who arranged the food stand and Dick Perry (Ron Rcdneckski) of W.H.E,N. Radio. I would also like to thank Uncle Willis Means and Suki Bushaw, who were our an .. nouncers part of the day. Many thanks lo body.

Mike Baker Condors Hang Gliding Club

Bennett Delta Wing Gliders

I have jusl written a letter to the Postmaster General in request of commemorative stamp in honor of Bob Wills and hang gliding in However, l am only one person. all the

. 41

. IFC. 1J

Chuck's Glider Supplies Crystal Air Sports Eco·Nautics Inc Lipper

... IBC

Electra Hyer Corporation

. nc

EMG Engineering.

.. 1!,

Flight Bag Mail Order Co ..

.. ~7

Fli,Jht Realities Glider Rider Go·Graphics.

Hall Wind Meter Kite Enterprises M Company Manta Products

or

Dear Editor,

!iO . . 41

Mellil Enterprises.

. 50

Mountain 'N' Air Sports.

Orion Varios

Dear Editor, I have been that had the unfortunate opportunity of being stopped by the friendly local patrols while transporting their gliders to and their favorite flying spols, It seems that the reason is the lack of proper 1narkcrs on the gliders at night (clearance markers other than a red Jlag, which is terribly hard to at midnight)! l have a suggestion which help out few of those nnfortunatc fliers. Enclosed picture of a gadget which built from an ordinary flash .. light holder for hicyck and two small clearance markers which found in any automotive store. The lights connected in and the cable is spliced one of the taillights of the vehicle. (Make spliced into the taillight and not the l1ashcr or Then the thing clips directly onto the end of the glider tubes, over the hag all! It works great and keeps one from being stopped at inopportune times!

The only thing remember is 10 make sure you allow plenty of to reach from the end of the vehicle to the of the and make sure you ground one onto the body of the and the metal flashlight holder with of the bolts holding the lights might also want lo acid when you travel without plug arrangement the glider and clisconnecl the lights. of help to those of us who l hope this might do have 10 travel long distances to gel to our fly. ing spots and have to eventually drive in the dark!

Wilson

flaoon Poynter Books ..

... 4~:

Seagull Aircraft

11

Sky Sports Soarrnastor

.... 15

Sunbird IJltraliqllt Gliders .

48

rt1e Groat Outdoors Trading Co.

4?

Tile Hano Gliders Bible

. . 4?

Ultimate lli\Jlr Ultraliqtll Hying Macllines.

9

LISHG/1 Volmer Aircraft.

.8

West lark WillsWinq Inc.

G4

Wimll1aven H11ergency Parachutes

1121 JANUARY 197 8

HANG GUDINC

IJluopr111t,: Now /\vnilable

Airplane controls /\II motal, excepl tab1ic ® E:asy to build Semi cc111tilevm, memo Diane: l,rn,u [.JlicJm d $2 for brochure

®

thal it wollld tend sharp-breaking stall. built of to work 011 models am! also in although l can't say we really tried lo put the full-sized glider into a hard stalL kept record of om materials cost on the version which l believe amounted to $15.78 (not including few odds and ends which scrounged, such the oak dining room table leaf), Our first real flight (after short test hops off very low off a foot high vation that had been made for highway pass, We had wingman steading each lip as I ran toward lhc jump-off point" hccn flying husiai rem ft for the past fully tell that there than the feeling had felt the lift of the into

Dear Editor, While attending the 1977 National Hang Gliding Championship meet at 1-lcavcncr, Oklahoma a spectator, I happened to meet one of your staff photographers, During our conversatio11, she 1he cnclosc'l:l photograph and following information might be or interest to you.

This is a phol ograph biplane hang glider which I built Dew approxinrately 36 in Muskogee, Oklahoma, l was a 14-ycar"old avid model nirplanc builder and typical teenhappened across details biplane hang glider in the photo the resull experiments.

11 look shape over period of about a had 20-ft wing span and wings spaced 4 Ribs were 1/8 soaked

fur 42 min. 011 '.J!I' li1(Jl1 I'! mph wind ofl a11cl l;cmcJs 1n steps in mph wi11d ® f'ully controllable 1n 3 axis '* World's first lrnJh perforrmmce :l-view,

color

required lot of

It /;

sprinkling shellac which

1311ild tl1e worlrJ's first frilly controllable hang ulidcr

Materials

lo stay on surprised lo all of my companions standing on the of the howling with laughter "What it flew didn't it?" I shouted.

weight

it putting foot of dihedral into the lower wing and by redesigning which approximately doubled the tail These made it stable.

Unfortunately no photos of this later

airfoils of the

stall out first and this

JANUARY

wcincr roast that evening, I am curious if of your would aware of any earlier hang gliding that done in Oklahoma, never thought about it at the time, but T'vc since wondered if we might huvc bccn the first,

Miller's can offer !'II admit but most of us don't student flyer more need I his nddccl service at an added If stores like Mike's can't make enough money for the in nrnybc they offer to just don't need them, Rich Pfeiffer I admire Robert Walter's attitude in helping the sporl of hang gliding

Editor,

Fditor,

1neanings how it

the swing scat hack on the instructing him for abonl an liom him rest while I took night from the top or the hill, which about 100 in about mile an hour wimL I started to raise my and lean back and immediately found myself in head down, feet np position, The glider went into shallow dive, tried to myself up !mt the glider hit about halfway down the hilL landed nat on my hack slid about badly bruised back and no forgetting that flying My mistake strap instead supine, I without think that being in my mellow Seagull m kept me injury, from more

Joe Babcock Livonia, N,Y,

ing

incredible.

I I (II?//)/:

insurance choose to fly.

7

Anderson lllinois Valley School of 100 Granville, lllinois (815)

Gliding

annotmccs the production of its Sensor flex wing gliders. !Is Robert Trampcnau, has to his crcdil lhc Petrel, l foot·launchcd laminar sailplane, and the Sunsccd, a 197~... J lailkss, diffmor·tip rigid wing in lhc Icarus V

and stabilily testing

complete

load testing. The high performance :ivailahlc complete and in kil form.

thal lhc pilot's suspension line broke during a wing-over and fell of the glidcL His emergency parachulc was deployed lowering him 10 the ground safely in prone position.

Byner in the site of the Renovo Tourisl Daniel will the championships.

JANUARY

' Ill

• •

ing no moving parls.

Uses seem limited only by the imagi11alio11 and inclmk jet powered bicycle and Hying (plat rorm). Rumor it that hang glider pilot sucn:ssfully wing with a king posHnounlcd jet. For more in·

formation contact EMG Engineering Broadway, "'" "'""'"

185!8

NAMF

Some months Francisco flyer was killed when his I /8.inclt, 7x7 stainless steel cahlc suspension f'ailcd in night and pcrlon hack· up The failure of the cable originally atl rilmtcd to electrolytic The pcrlon loop but I he knot. faikd cable splice to National Telephone Supply Company for analysis (on their request). indicates that failure corrosion was not due to but rather to high, rapidly applied load, impact. l sn' t a J/8.incll cable good about 10

If the glider experienced a 10 load wouldn't something else have failcd'I If' at the time of the accident the turbulence was only "moc!erntc," where would a 10 Ci load come from? The key is that the load was due to an impact if you have a falling (accelerating) weight, on cahlc, and try to stop ii instantaneously, the forces can be· come very large. The glider doesn't the force because too short duration. Jt's like Mr. Wizard breaking wooden ruler phJCcd part way under a newspaper by hitling ii sharply. To get an idea of the forces involved took a typical pilot (.lack Franklin) and a typical harness (Ham· mock Harness) and did some testing. We found that if Jack was dropped from a heigh I of approxi matcly feet, free.falling (l G acceleration) until stopped by the suspension system, the result· impact would cable. This implies that if a pilot in a situation where the suspension went slack (because of negative (,'s) and this was followed by a or 4 acceleration (instead of just l like in Jack frce.folliug), forces co11ld he gcnerntccl.

In light of this new informal ion, ii would seem desirable lo relatively elastic pilot suspension ctt .) with (appropriate webbing, substantial safety faclor.

true. In some the glider frame was hmnc-built and had little or no reflex.

I have been flying a Moyes Maxi Mark I for few months now. The glider had swivel tips with floating and fixed washout to begin with, hut increased the fixed washout and replaced the fixed washout batten with a shaped aluminum rib. The rib docs not flutter at high Most Moyes have no washout. I think it would he if the present owners of Moyes gliders put some swivel tips on their wings.

The fixed washout greatly increases pitch positive stability, and docs not hinder handling or formance.

My tip has two cyclmlts. One cybolt attached to the leading edge. One eye bolt is tacl1cd to 7 /8.inch diameter tube that is partially sleeved. The trniling end of the 7/8.inch tube attached to the trailing end or a l/2··inch diamctc1 aluminum cambered and reflexed tube that fits in the scco11d batten pocket l'rom the tip.

There are several different types of swivel tips that rnight work on the Moyes glider Whatever the configuration, the fixed washout should be at leas! 20

questions, they can contact me ('harlic Bmrglmrnn Box I 002

l'or I he

Golden,

Within the past

there have

various

stories and rumors of Moyes gliders locking into stabilized slips and Some of the stories

80401

There is that defined limited tips not bad idea on any Jlex wing, especially low billow ur low twist xliden· or those with heavily cambered sails

fly

TH

L

N

Includes 100.

Hall,

771,

Utal1 84050 .

.JANUARY 1978

Paul Nicholson is an electrical engineer

variomc1ers. Both flow and differential pressure variometcrs can be electronic or mechanical.

the Orion variometer.

an of

If you were to ask any or what his most valuable instrument is, he would probably variometcr'' medmnical enables him

decreases with a in l ). For any altitude there is a air pressure. If we altitude 1hc air pressure decreases. If we lose altitude the pressure increases. Hence, rate of al· tiludc can be determined meas· rate of pressure It is tha1 the static air pressure in which the is be measured. A location on the aircraft where the pressure is not affected the flow should he for the location of the static vent. usually mount the static vent in front of the vertical stabilizer. For behind the instrument vented tube works well.

There are several basic types of vario· meters, 1he method used to measure rate of pressure The three most cornmon arc flow, differential pressure and pressure (altitude) derivative Fig. 1 F'ressure vs Altitude

and contracts as the air pressure out side the flask By 1he airflow from the flask induced Fig.

in warmed resistor, its tcmpcrat urc creased. The ternperturc rise causes in resistance. the resistance

AIR l'LASK

Flow Variometer

METER

AMPIJFIE.H THEl'IMO·RE.SISTIVE FLOW SE.NS0f1

can determine climb.

Flow variometcrs use an external or inter· nal insulated flask and electronic flow altitude cause the flow sensor.

The or balls move up and down in tubes. For a flow rate 1he "float at a height in the tube. meters balance the forces on the ball

G

Dial type mechanical flow variometers use a vane inside a machined chamber to measure airflow. The vane is connected to the dial indicator.

18

Airflow causes the vane to ro1atc in chamber, rate of climb 011 the meter A pair sensitive from the flask in an elcelronic flow vario· meter (sec cit her thcrmist ors heated with an electric current Air the then the

of the two or thermistors measnre rate of climb. electrical flow variomctcrs arc flow V.1 cubic centimeter per minute climb.

Electrical flow variometers have faster response thne and smaller flask volumes. Audio circuits be added to an electronic system.

Internal or external batteries arc but with cur· for an electronic rent power drain can be very low.

Differential pressure variometers measure the difference in pressure between the flask and the static vent. a flask connected to the outside air small leak .

If the flask is raised the pressure inside the flask will than the outside air pressure until the leak allows them to come dif

so.rt.

JANUARY

'.1M/\l.l Cl\l'l l,L/\11Y

l

l

INPUT

fJIFl'lcHENTIAI PRl,SSl,lnF I ll/\NSDUCl:11

Variometer

and con1rollahili1y when it is with D1 control.

With STAB!LATOR 1,1 control, i1 not

shift.

box less aircraft has been on of Mazdas, Darts, VW trailers (in or on),

Elimination of both of match without

at the apex and come out of When extended, teeth. This system works well, but has certain disadvan .. lift

top of

manner. and choice of material, the has been held to 70 lcss-·wcll within the lift and increased present, even when are closed. It was for the above reasons lhat from to small rudders on the upper surface of the This boost in JANUARY 1978

or uncoordinated lmns or d11ralion.

The sleeper the bank and the longer the turn is held, the steeper the dive i1110 which the glider drops (and I he more speed is built up) unless pitch is applied. lack of' understanding of' this rclat has killed more th,m one hang glider pilot. [n om' sense, all turns that do 1101 lead to a terminal dive arc coordinated. ln the properly cxcculcd turn the the turn, while in an l11rn it is applied after lhc turn lo bring the

volvcd in a turn, let involved, and tmls the

turns in number of articles which have been written on the . This article will altempt to take a look at the kine· and mat.ics ( forces in a turn so that the pilot mayhaveabctler of the how and the why of the cm1trol input involved ina cxccutcdlurn Turning almost any uircraft combination of roll axis or keel), yaw about 1he vertical or and pitch (roor crossbar). tation about the lateral ) 1n order 1o visuali1e the it is to have a which you can hold in your hands and rotate about the ap·

to the bank desired bank is achieved, the rolling stops. (We'll discuss the factors which determine the bank and why rnust be banked in order to turn when we discuss the of the turn). has been rolled to the proper bank the actual turn involves a combination of pitch and the relative amounts of each the hank You can visualize it as follows, could lurn your model. If the without the turn al 0° bank would be entirely rotation. II' the were banked al 90°, the turn would involve only To turn, the would be its nose up around the I urn. Thus between 0° that at bank a combination of ch the turn is and yaw. At small bank At steep bank mostly yaw, with little , while al the turn is mostly amounts of' ch it is and yaw. "coordinated" turn is thus one

out" (i.e., necessary to ' to coordinate turn, and why you need tu push out more in a banked turn than in a shallow turn. thal if your model you can is firs I banked, and I hen yaws into I he up, the nose will

you can get as you them shallow and as as you don't hold the turn too hut get inlo trouble banked turns,

how the pilot con· the desired mot ion. arc an interest case because the pilot has almost no direct control over I he yawing motion of the . II thus instrnclivc to take a relatively detailed look al what turn. When the in normal secnding al a constant speed , the in a vertical clircclion at the center of' in line with and pressure, and balancing the forces which vcrt ically down at the center of This balanced system of forces corwit h the situation of line, constant motion, or molion with a con-" stanl velocity. the pilot shil'ls his to the left to initiate a roll lo the lcf't, the center or and hence the of the t ional force moves to the left of 1he aerodynamic force and its acting This

YAW

JANUARY 1978

rate. Rolling out of the bank to reduce the airspeed will tend to maintain the turn rate. Rolling into the turn to airspeed will q11ickcn the turn more than pulling in lo increase If the turn already properly coordi11atcc! and I hv pilot wanl', to or the turn he musl adjnst the hank angle and pitch 1ml ,inrnltaneously to maintain coordina tion.

foils lo push out enough ror given hank ""'·,vu,.,·,1 involves moving toward the to reduce tile bank, and/ high side of the the notices the nose airspeed building up, he should push out, roll out of the turn slightly, both. the pilot notices the airspeed t hc coming up, he should steeply and/or in a bit. that in a turn the pilot has oplion or adjusting airspl:cd through pitch control, roll control, or both. Which mcthucl the pilot chooses depends 011 whether lw maintain the glider Pushing Olli to will also quicken I he turn

gravitational force.

any uniform accelerated even I hough the speed conslant, because the direction of motion Iinuously changing, and physicists define acceleration as change in the

lmk (speed) or dircclion or lhc velocity, or

both.

Figures four and five show how 1he aero. dynamic force musl and as Ilic bank angle so !hal its 11pward componcnl will c<mtinuc Io balance the or gravily. Tims and larger bank angles provide grcalcr and greater centripetal c'liangcs in the dircclion of turns. Using some simple ma1 hcmatics we can I hat I he bank angle determined by the speed ol' the glider ancl the radius or the lurn. Higher speeds nnd smaller radii (quicker turns) require steeper bank angles. I you can also in. creasing in increasingly steeply banked turns. The loading merely the ratio of the acrodyna.mic force to the gravitational force, or Olle divided by the cosine ol' the hank angle. Varions listed on the diagrams for the hank angles.

Vinally, you can undcrs1and the need to push out in the 1urn, and why the stall speed up in n turn. out causes the glider to at angle of attack, which is whal provides Ihe necessary increase in the acrodyamic force. As the hank angle goes up, the required increase in you to higher angle of al tack ror a Since you're at u higher angle of a!tack for any given airspeed, the stall angle of a1· tack reached at higher airspeed. The the bank the higher I he stall

perCormam:c in turn, with which turn can be properly entered, coordinated and adjusted in part on !he relative degrees or and ctwmrrng that the glider exhibits in pitch, roll and yaw. glider which overly roll stable will he hard to roil into turn will to be held in the tum its inherent tendency to roll ou1 glider with''''''"'""'"' yaw will have to be held in cxc:cs,,1vc bank angle and slipped through lhe turn to mainlain rolation. with

spin I cnclencics may be an easy one wil h which to ini1iatc but he diffirnll to cont ml once begins. with too lilllc roll stability in combina1ion wilh ,,,,1.1111u 111ay exhibit in slip induces such a m,·n···'"' in speed oft he outside wing Ille roll, which the slip, which aggravates the large par1 or lhc mt of' designing really !'lying glider achieving 1he harmony between control, stability and clamping in the modes.

Turning in actual flying conditions often requires cons1ant adjustmenls and corrcc· tiom the pilot tries to minimi1c altit11clc loss and maximi1c I he use of lift. The sink rate will increase in a turn, the amoun1 of inncasc depending 011 tile bank angle. Shallow bank angles produce small increases in sink rate, but also give rise to wide, slow turns tliat take long tirnc to com· plcte. ilJJ'JlS in sink ralc, bul allow for quick<:r The best compromise to minimize allitude loss in still air is bank angle of aboul In thermals, lhc hank angle on the size, strength distribulion of Iir1 or the !henna!. I smooth thermals without apprc·ciatily st rongcr arc ma)(imi1cd wi1h wide, slow, shallowly hanked turns.

Snnlll, strong Ihcrmals, or Ihcrmals with small, strong maximized wilh tiglier, more steeply banked !urns.

Variomcters and allimctcrs useful tools here. a of time th,~y'I! let know lo what worth your while to tighlcn yom increased sink rate for Turns in thermals require constant adjustment, !he pilot widens and tightens his on 1he st rongcst lift. C',nT,,,etirn"

whose ions to the is1ics or his glider, changing situalion immcdialc, automatic ancl correct It advantage lo lw glider with mellow, predictable, well·harmonizccl flying charnctcris1 ic.,. Some of' I he newer slighl ly di fl'crcnt lcchniquc,, with to common to hear pilots of I Ile higher aspect, low twist designs talk abou1 using lhe i11er1ia or their body lo initiate or augment yaw control by "!wisting" the co111rol bar in lhl'. dircclion want the to I urn. This technique less ef'fcclivc with Dldcr designs, due to amounts of yaw and damping.

The ability to a properly ordinalccl turn the most basic and essential skills acquire. I.earning to do good !urns ma11cr ol' understanding 1hc mechanics of the turn, mai11taining an arnlc of in· night variables such airspeed, bank nose atti1ude, body position, etc. ancl 111111! your movements familiar and natural 1hosc involved in walking across room. The ward is lhc achicvcn1cn1 of na1urnl, bird. like flying ability, which sets your conscious mind free to Iota! apprccialion ol' the profound beauty of free soaring

derived an In relationship between bank angle, !lying spcccl and turn radius. The chart below represents the results of few sample cn!culations. objccl to minimi1.c sink rate or maximi1c climb rate with to the This is achieved by obtaining minimum possible sink rate through the air, while f'lying in 1hc s1nmgest lift Minimizing sink ralc 1hrough !he means slowly possible with the smallcs1 bank I )sing the charts, you can thill slowing down lias two benefits. reduces sink rare and allows for tightt:r turns (to stronger lift) at !'latter bank

18mph

100 ft.

!8°

100

26mph

100 ft.

30mph

100 ft.

l

0

ft 50 ft.

ft.

ft the

The pilot who rormancc out of his in these conditions will be the one who is most intimately familiar with handling charact

18mph

ft.

22mph 26111ph

2()0 f1.

20{) ft

30mph

ft.

l

0

17

0

JANUARY

Fl

per line.

Figure angle of st::l!c ihat for a

shows lip

Wood's propeller will deliver its maximum

and diameter.

propeller that ii

40

Hang operate at the ground, a condition which permits tmhulcncc and wind shears to have large on stability and on control effectiveness, Turbulence and wind shears near ground part or micromctcorology, subject sufadvanced so that some culations can help 10 establish initial for safe flighL at the mruiniitl1dc of the loss in the last of descent in wind, and looking at the nitudc of the of loads 011 vchick that

of obst met ions

I()

ti

;\I

'.\()m

avoids

tcnmc>rill'lly lighten the lift

which arc

utilized to

(f\H.:'IU\)

turn out to he beyond the sal'c 10

for all but the most conservative ideal downwind or nmst be unkno'Ams in particular in particular weather condition, hang glider not a safe device wi1h which to probe the limits of m1cnimeteorcilog1ca1 knowlc:c!n,e.

Hang

low

wing loadings, and spend a large

1imc

near the ground in hilly terrain and moderate to strong wind conditions, This combim1,. tion of factors creates for dents, a potential which sa fc1 y record when one vehicles the stall, and not

1111•

and downwind hills or on 1cc slopes must avoided.

When lnrbu!enec strong, fast its on the and in I his paper.

of an obstacle, will he eddies and sccomfary flows. this that so many one cannot begin to describe them all. The situation becomes even more complex when one notes that atmospheric s1ability also can have and deleterious in f'luence.

Stability aloft can cause breaking and lee rolls associated with rnountain st imnlatc with the in producing and turbulence.

Behind a wide, downwind wake, with some 1ransient eddies lllOV· upwind, in bubble of heights in length. lurbulcm:e will be found even much further downwind. !11 the eddy the w>llnr'd\T

get a feeling for 11ie sort of wind variations 10 lift well It without saying that hang gliders, which depend on gravity or acceleration for maintt:nance of their airfoils and

in which turlmlencc glider. probabilities of par

reels on

of low wing

carmot be flown condusiou thal a hang glider cannot he flown fcly unless the wine! shears and turbulence than its lowest night

great deal of al·

To generalize, avoid anything or even smoothly, from flat downward slope To define "clh•H'"" top such if the radius than about 4·80/o of I he the flow will brcuk gerous wake. with the rounding of front bodies. if the rmmding

often utilized ,;rnni1111>. lurn out to be for but the

downwind of

an

most conservative

The best rule in winds under JO K. If you in stronger conditions, should note:

vehicle. manifestation of the medrnnism.

PYlrPm1•1v bad condition

I would momentarily this much, followed rm1ctc>mlly

ideal sites."

new gc1ieration rccils,:ov'cnmg the subject. One can and will inevitably learn a lot about pracl ical rni,:rn,rm:tc<Jrc,lo1r,y from How· ever, 1he hang research I ool for is safe, since each new data for the the limit represents pilot~

l. Turbulence in the air in from the ocean. Such air should be much safer than the air comparahle topographic features of inland.

Torrance Beach, California, if moved two miles inland, would make far safe

men a. down.

immediately downwind

sharp

P.H. Jr., "Operational a Universal Turbulence Measuring A""·'·' F,, !\,'~ Paper No. 66,364, J 966.

This equation has dimensional constant of proportionality, It was derived for a rigid, non. pitching vehicle. **William H. Phillips for a Rogallo wing in his and Experimental of the Control of Hang Gliders," ol' the Second Intern. Symp. on the Technology and of Low Speed and Motorlcss Flight, 11 1974. also for single surface straight wing vd1icle, a.1pcc1 ratio which value can be used in these equations to handle such alternate

vehicles.

JANUARY 1978

the TSO'd harness for hang pilots becomes available.

With the advent of EPS several different parachute deployment systems have evolved. They arc to reduce open. ing time, handling of the parachute and help prevent entanglement of the canopy with the . The two the Positive System and the

rncnt

You should learn the

and c11,:adlvant:agc:s of both from the manu. facturer to aid in deployment procedure.

The bridle line can be connected to the at the base of the king post, the end of the keel, or directly to the pilot hook. ing the bridle into the pilot's harness carnbiner. By hooking the bridle line to the haralways attached ness earabiner the pilot to the while in the harness. emphasi;r.c the of c01,mc:c1dircctly to the harness.

A pilot recently hooked into his sw;pc:ns1on loop before flighl The EPS was also hooked into the suspension loop but not directly to the pilot harness. In the glider suspension loop failed. The and FPS descended separately. The second pilot's harness connected directly to the EPS, suspending him in descent after deployment of the parachute~ when his suspension loop failed. locking carabincr on the harness can also reduce the chance an inadvertent detachmenl from the or The is an emergency and should

not be used reason to feel safe doing unusual maneuvers in glider. The EPS is not intended to be used in practice or fun. Deployment must be in an emergency only. If an emergency occurs I hat may lead to an it is recommended to lake: to reach a clear and solution.

Relax Define the pnJI.Jtem Determine the solution 4. Carry out the solution If the first solution docs not work, something new. There arc four basic cmcr· gcncics that can dc 1,cl,:m: 1 Stabilized Structural Midair collision Medical (i.e., Out of these should formulate with each orn:.

Take a stabilized dive for cx,cim,pl,~: I. your so that the chute docs not deploy between them.

Move opposite side of bridle line let chute fall individual and diffcrellt. Basic,11ly l. Open hand while holding the chute with !he other, in the of system its

handle.

Throw it from the hard as you can.

If the glider spinning, throw the parachute into the direction of the spin to il from wrapping around the 4. If you wrapped up in the dear enough and throw the chute back out. Never up.

In medical emergency chances arc that you will be in and level flight. Open the cont aincr the best you can and let the chute fall away from the glider.

One nmst take the best care of an II is recommended to repack the 120 days. I\ packer should repack your chute. can through local plane port, drop zone, or your to sunlight can deteriorate the canopy material. 50% dct,'.r· ioralion may occur in as little as JO homs of direct sunlight. The pilot sho11lcl the EPS for deterioration, mildew and It also recommended to tape the para· chute bridle line to the harness sw:pcns1ion rat her I han on velcro tabs. Sewing across the tubular hridfe line will sign(!"/· cantly weaken it.

The parachute be coming standard equipment for pilots and make your icncc.

Contact: IVIAI\JT A ,. ,,,,,uuu 11\JC. '1647 14th Street Oakland,

41

500

94606 Dealer ,n,.,11111·"'" invin1d

JANUARY 1978

just

on the lee side Since Avalon island, the wincls were now concerned about engine power me time to check it out and the beach in front of the town was the best bet, even the was downwind. off, dive for air five feel oil the water with my heart in my mouth with my kill switch and '. Not the best but Ihere I hands with the welcomed me the What followed aflcr that a visit to th1: local constables office about my visit, an to the fire chief for his that were broken the confusion of my arrival, and back to the beach to ,000 from "How come the didn't crash when the 'to "Weren't you nervous'"/ No, my friend.

News team had been in the chase boat with Rob Recd the event coverage for and they to watch on television when we got back to the mainland that night. The television almost fun the l the her came about .. well, that's another dream. ~

minute check before take·off for Catalina, Note fog, Mfl)DLE: Cruising under pnwer.

BOTTOM: On the beach at Avalon, OPPOSITE equipped with gap cover fuel under power on level ground, CENTER HIGHT: The Windhaven CENTEFI

Trip assembling tlte Easy

BOTTOM

Gear down on final,

BOTTOM RIGf/T: Instrument panel. Photos courtesy Wind/Jav1m,

and tried to lake i1 that I'd done started to get worried when weeks and it still wasn't better. In fact, it continued to get worse. It had been almost month lhc had and i! had on,rl,rnl'lv

and curves of the is increased on some part of the in time nPrin,1P1ir,1· of the discs, which of the cause the disc to nr,ntrm1P called When this

medication hadn't referred rnc to The

discs.

back up after , you may he candidate for serious baek trouble. What's worse than that the symptoms you notice that don't even realize in yonr back. to

n~

38

cord pressure will and 3). The in the

my

and believe me, One afternoon in the fall of noticed that I had a the hack of my left I pay too much attention to ii and in the mc,rnmg The next weekend it and it was a little more intense and a llttle I assumed that I'd muscle somehow. Since the was located in the back of my

that

the llgam1ents Too can cause them lo tear, which results back stiffness and cn1m1pmg

it

the the first

rurltm:·ect disc IJHll:!Jl;U

nCfVe.

may is 11rlhr1!t1s or osteoarthritis. This Cl,rmagc means that the other the load of the namu,gen to further lifted

or it may po:ssi'blv cystitis, which frequent urination or in urination.

There JANUAl<Y

nlCilll w:cy lo pd, 1111 :1 qlilb

Erwin CIVL

third annual Plenary

tnring and to the

Acrona11tiq11c Internationale.

Dan Poynter, serving his second term President organized ancl chaired the meeting with of Bertrand Larcher, Dircctcur serving as the Administrative Adviser.

14 countries with official delegates having nonvoting privileges, and 1 country with voting observer, attended the meeting to continue the positive growth of this newest avia, lion division of the world federation of aeronautics, the FA! which founded in Paris 14, 1905.

Austria

I rcland

Fm nee

Italy Japan Sweden Switzerland

Great Britain Norway South Africa Spain

Liechtenstein Luxembourg Netherlands

Nine delegates had attended and represented their countries at the two previous meetings, hut This six of the dckga1es were new from last lack or continuity of some delegates had been evident in the committee work during the year, and required some orientation of the scntativcs during 1he Committee Work hut all the new delegates proved to be to present the qualified and countries that rapid standardization of manufa\>·

wide overview difficulties of our relatively new national status of and its volun1ecr representative individual enough directors. It lo offer his lime a considerable amount of money lo attend national international meetings in an effort to prove I hat our sporl can organize itself in a manner that will assure its survival in the of puhlic airspace and other environmental facilities in competition with other wcll-·cstablishcd sport and commercial interests.

Jn accordance with FA! administrative procedures, we have now established rather detailed documents to control the following sport and competition programs: L World Records Delta Qualifications World and Conlinenlal Championships 4. Operational Rules for International Competition Hang Cllic!cr Manufacturing Standards Flight Schools and Training Accident Data Analysis 8. An FA! Diploma Hang Gliding The material

by USHOA for rnost of programs in Cl since most of Ille countries in the world some measure of government control in their hang gliding each country must

freedom from probably not in other co1mtrics.

is

freedom that must be preserved by the conscientious efforts of the Directors of USHOJ\ to problems inherent in each phase of growth of hang gliding and attempt to

apply the minimum guidance and/or controls protect th<' rights of others without stifling the trnc spirit of the freedom of individual night.

In attempting to establish basic standards, find some countries pursuing their somewhat narrow national interests just do some Regions and groups in the USA. It not easy to indivichrnl satisfaction now for lhc modify projected henefit of the larger vision of lhc future, even 1ho11gh some of our inertia may sclf. dcfcating. of the items on lhc agenda represent problems, and these items presented at the July 197'7 board meeting of USIICiA for disrnssion to the views that should be presented at the meeting by the delegate.

Most of the first day of the Meeting devoted to commit tee work sessions. The Sporting Section 7 Hang nliding which the rules, rcg11latim1s and contains om programs must be coordinated guidance and approved by an International Technical it approved the General attended by representative

JANUARY

able world-wide,

I

(

\

'

''

J//l/f/

I'.)\) I

f

111111 'II(

/\1 '( , I( j, l,

( ;/\

/( ;: ) / [

J

ll )( )()

tions in International Competition, Equivalent ratings must provide at least these minimum standards, Delta Bronze Badge qualifica1ion is now lishcd follows: J, I\ distance of 1101 than kilomclcrs shall be flown over course marked by two pylons not less than one-half kilomclcr aparL Five flighls of not less than minutes each, Five landings within meter circular area, One landing over a 10 met er barrier, within a landing of 50 meters, Della Silver Badge remains the sarne I distance nol Jess than 50 kilometers country, must be flown in altitude not than 1,000 musl he gained above lakt:-o/T duration flight hours or must be achieved, 4, All three requirements may he pcrforrncd scparalcly on the same flight, Delta Gold Badge requirements an> established as follows: I, Open Distance Onc,,Way of 300 kilometers must be flown in cross country, Open Out-and,,Rcturn in gular course of 200 kilometers, Final design of the International Bronze, Silver and Gold Badges has been approved as a circular wreath with triangular Delta outline and superimposed upon iL Bronze, silver, and gold enamel coloring will distinguish the three categories Badges should be available in the spring of 1978, Each National Club,,,,thc USHGA in the U.S. will have the responsibility fm distrih11tion of Della Bronze to their c:ompclilors the final list of Competitors in the 1976 World Championships at Kossen, Austria, and for all Bronze Badges thereafter.

FA! will initiate an FA! Registry, and will tribute the Delta Silver and the firsl 50 FA! Della Gold Badges, After that, each National Club will procure and butc the Badges, The Chapter World and Conlincntal Championships in the Sporting Section 7 Hang Gliding being to lain only lhe Administrative Regulations which have been modified lo conform to the new Sporting Code, Section l Master Code which applies to all the aviation divisions in FAL A new document titled "Local Regulations" will contain the technical and operational rules and regulations govern all international petition, This dornmenl will contain much the the Competition and will not approval with four period of validity, Tims, will be able to improve and modify this nf regulations annually required to with the rapid development of hang glider and flight techniques in competition, The election of Cl VL officers rcc:og,m;'.etl seniority and contributions in committee work the past year, President d'Honnem ·- Dan Poynter, CIVL President Roman Camps, Spain President Harry Robb,

President

Austria, World Championships probably in the of Scrltc1nb,~r first 10 Minimum sile standards are to

by CIVL for subsequent Championships, No formal bids have been for the World Championships,

rhc

nautic Association, Although world organization, has the primary rcspomibility for lhc c011dm:t of World Clrnmpionships in hang gliding, ii is moving lo acccpl responsibility for Ihe interchange information and for lhc establishment of manufacturing and operational standards which will assure the possible all individual pilots

this. for chairman

OUr OWn OnVPf'nino

and been comr,ct!lH)ns all !hat time. We know crnnp,cti!i011s in this no idea of which abroad arc important, and not enough notice about those that may be.

All we can is that the important, whether it's recognized or Morton to not, and written to

ask if he'll consider an international entry next year.

After tasks in spread over a of Wood emerged League ct1:amp1cm,

Brian British

. Third Bob Calvert, Bob Bailey and Oraham Slater These arc all pilots and the other names ,iclrnow,.

"Like any or them, point to luck him hut we ended the first with a fair ranking of com1,ct1 .. in Britain, reports Brian of the Compcliti01rCommit1cc.

/>hoto by Tony Fuell

Clouds Flight

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44

JANUARY

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JANUARY 1978

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48187. (:31:J)

1

MID-WES'!' SCHOOL OF BANC GLTnlNG. All levels of i1rntruction located % rnHe from w·arren Dunes, one of tlw best. training in the U.S.!

Dealers include: Jeipper-Formance, Wing, AJ. lrntross, and Come fly 1

before

l(l) 42G .. :lJOO.

taking 8, Olympus,

1

WESTARKI Call or write the professionals. Part.,,, brands I new and uHed), gl idem, all school, available. Dealer

:ll on Cr and, 1"t..

NEW YOIU< PENNSYLVANIA

SOUTHEAST MICHIGAN llANn GLIDJms Dist. for Wills dealer for ],;Ject.ra and and Clcmcns, 48045.

lessons, clm,mroom and on ni11n11fact11r--

ll O,l 1 (2 lf\ l

NORTH CAROLINA

'l'ENNf•;SSEE

Gl ,IDEHS, INC.

for

tic which will high, it is the dune on th<' East. Coast. We have taught. over 7 ,GOO folks !Al fly of all from tlrn soft sand

MONTANA

ARMADILLO AVIATION Check out the now modolfi SKYLINER. lrlfitruct.ion Service Pc,,.snru•s Write or call for product information. (S17) 62fi.J991, Azle Ave., Ft. Worth, TX. 7fi10C. ELECTRA-FLYEH llISTR!BUTORS. South Mid. Corp., lWM Now LONE

RI. NEW T!AMPSJlllU:

at :j mountains: and Pleasant. ML USHGA Instn1dion and Hpecia1 free information kit. Don 891l, North Conway,

LONE STAR HANG nLmERS Electra Flyer, Sky and lJFM.

7601:l. (817) 4(J!J.fllfi!)

INC.

l ,HI to()k lo tlw .rn 11kt' <1 li11d' 1\ 1\'g11l.11 (,ll'd! \\"hdl d\ 1 \(lll do l\iWll \()II k.illwr·, 1vpLHt·d' ]!(11\ .ihrn1t

hll!lldll \'Olli

ll',1ti1(>r<, ln,,k lwlk1 lh,rn 11· 1<11

1w11

g\l!J ( ()llW 1,,

11 Ofllll!S /\Ill IIYl~IC 1111;1111< /\N11 IO~ICII, 1111\N YOII 1\1<1. M/\Ylll YOU 1,J11D lltTlrn

llwk<1tlw1

( l<Y',l ·\I

',l'()kl', 111011d1", 11ll11dlh

',Vl\Ht' th,it ,\ ll\1ng hurn,it\ 1wr·d·, It ,Pu r1eed 11t•11 1!·lv\ l1d I i\·1·1. ',k\ ,\lh<1t1\1•,•, Hl'li

((1fnlWI (\I YOlJll /\II< SPIii} /\SI< Yl'llll

1\1,~1rn 111,.m11 1111

/7()(5 h\• IIJfA•

1881

JANUAf·N 1978

card to read from

Cift mrd to rmd from

Name

UTAH

powBr centor of and information a<1ap1,at10r1s, We sell com-

RiRers and

Wingrs too, Call or

"''"''"'·· · f'ernando Rd,, Sylmnr, (2] ,l) ;367 18Hl. AERONAUT CUSTOM EMBROTDJ<:Rl~ll PATClrnS, Ono pince

WYOMINC1 CENTRAL WYOMING HANG GLIDERS, Dealer for Electra USHGA Ol,serv"r & lnstruc tion, '748 ,John SL, Casper, WY, 82601, W07l 26fi-7292,

6ticl06, Los METAL LICENSE PLA'!'E FRAMES RATH!m HE HANO GLl!HNG" White lettering on

$4,00 nanc11mg. (:a!JJorrmms add 6'Y, 90066,

and [lox

ROCKY MOUN1'AIN ,JOH.'l!/1 Colorndo, Idaho, Mon· !

Free details 3650

TYPE: Wills Wing ing ndges wit11 rcil panels WHERE

arounrl c/o Grace

2 L 1977

NC 2llll04

1:i, 191/ $100 l111wa1d l Moreland, Pl1oenix, A111ona fl5001l l'l1onc (602) ll3:H\931

Discounts lo Clubs 80ARTNG MAGAZINP,,

JANUAF?Y 1978

III Iii

Iii

Iii

' Dual sensiri· or extreme conditions the for

in tained with no exterior be turned off for visual Streamlined for minimum

More ruc1cui1d a hi meter

temperature co1mi:1e111sation

Velcro wrist Made in Switzerland

Visit your local dealer for a demonstration or write

has

designing and sewing developed the most on the market. every special need.

for

Many manufacturers thEi sensitivity their gliders to that A small qlider. Quick, gliders. Well, the Oly yet it has performance often better than gliders 30 tn abilities are less than true Hang :v, the lift you can prot1ably Qet float in smooth and roll dampened

If

Wilh Incredible Only Ono Choice Olympus.

a

small

Cl!OllD,

J'liF,Jil)!lMlm TUBULAII llA'rTl•:Ns.

UN[

ion. absorbs breaking down layer , re due i ng enerqy the inner l i

POLYURI.TIII\NL COMIORT LIN ING Iles

for comfort and a

fit.

-,,;.Jlj..-,,,,,-··· VINYL

COVERLD CIIIN srn/\PS for well comfort.

LEATHER ACCFSSORY to hold

r 1·i nes for lffl\VY RUll8El1