USHGA Hang Gliding February 1979

• • • •

Light Control Wide Speed Range Low Sink Rate Great LID Fast & Slow

• • • • •

Extended Cross Bar Negative & Positive Tip Wires Large Diameter Tubing Positive Fixed Nose Camber Fixed Washout

• Quick Set Up • Three Meter Break Down • All Cables & Bolts Remain Intact • Independant Cross & Control Bar Slides With Automatic Deflexor Set Up

PRODUCTJO'lCO:-.FIGURATION PITCH CURVE

1 PERFORMANCE 2STRENGT'H 3 COINENIENCE

4 SAFETY

The Only Glider That Can Provide All These Features

11s ev @rn[s1Jf}j

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Post Office Box 483 - Van Nuys - California - 91408 - (213} - 785-2474 - Telex No. 65-1425

Creating new advances in gliding safety.

You are on our mind When we were the first to offer the hang glider pilot an emergency parachute with 20 lines and a T.S.O. (FAA approved), your safety was on our mind. We were also thinking of you when we designed our proven Positive Opening System and easy open chute containers with a wide variety of mounting options. Windhaven brought security and a second chance into the lives of many pilots.

Now, after many lives have been saved by hang glider emergency chutes, and the concept accepted by pilots around the globe, surveys indicate there are at least 5,000 of you who still fly without! We are concerned for your safety and you are on our minds. Please fly with a parachute. Fly Windhaven!

24' TSO canopy, Positive Opening System, prone container 26' TSO canopy, Positive Opening System, prone container Container colors: red, black, blue, add $4 .00 for custom color Add $5. 00 to substitute supine-fixed wing container for prone container Add $10.00 for optional deployment bag California residents add 6% Sales tax Prices quoted post paid to U.S. only.

$346.00 ppd. $379.00 ppd.

To order contact your local dealer or Send to:

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EDITOR: Gil Dodgen ASSISTANT EDITOR LAYOUT & DESIGN: Janie Dodgen STAFF PHOTOGRAPHERS· W.A. Allen. Leroy Grannis. Bellina G ray. Stephen McCarroll ILLUSTRATIONS; Dave Lawrence CONTRIBUTING EASTERN EDITOR: Paul Burns

ISSUE NO. 73

OFFICE STAFF· MANAGER: Carol Velderra1n Tina Gertsch (Advertising). Wendi Tu111e (Mernbershlp), Kit Skradski (Renewals).

Amy Gray (Hang Ratings)

Hang Cliding

USHGA OFFICERS PRESIDENTLloyd Llcher VICE PRESIDENT' Dennis Pagen SECRETARY· Jon Case TREASURER· Alex Duncan E)(ECUTIVE COMMITTEE Lloyd Llcher Alex Duncan Jan Case USHGA REGIONAL DIRECTORS REGION 1· Joy Raser. Mrchael Pringle f<EGION 2 Jon Cose. Wallace Anderson REGION 3· Tom Mllkie. John Lake. Michael Riggs REGION 4: LucKy Compbetl, Ken Koerwitz REGION 5: none. REGION 6· Jlm WIison. REGION 7· Thomas Holey Ron Christenson REGION 8 Don McCabe REGION Q Dennis Pogen. Bob Mortin REGION 10 Dick Heckman. Jerold Welch REGION 11 David Broyles REGION 12 Craig Movrs.

Horry Sudwischer DIRECTORS·AT-LARGE· REGlON 1 Alex Duncan REGION 2 · Lloyd Ucher REGION 7 OQvld Anderson. REGION 10: John Horris. HONORARY DIRECTOR· Hugh Morton EX·OFFICIO DIRECTOR of USHGA as we are o division of NAA Vic Powell CIVLDELEGATE: Harry Robb.

The United Slates Hong Gliding Association. Inc . is o dlvlslon of the Notional I Aeronautic Associahon (NAA) Which is lhe offlciol U.S representative of the Federo lion Aeronouhque lnterno1ionole (FAI). the worlc;l governing body tor sport aviation The NM. which represents the U.S at FAI meetings. has delegated to the USHGA supervision of FAl-re loted hong gliding activities such as record otternpls and competit1on sancl1ons_ _ _ _ _ __

HANG GLIDING mogoz,ne Is published for hong glidlng sporl enlhuslasts lo creole further inlerest Ir, the sport. by a means of open communication and fo advance hong gliding mefhoas and sofef'( Gontrlbutlons ore wetco(")e Anvorie is 1nv1tect lo contribu te ortlotes. aholos. and ltlusfrottons concerning hong g liding ocflvlltes II the moferlol Is to be returned. a stOmpeo, self·oddressed return envelope must be 9flciosed HANG GLIDING magazine reserves !he right to ed,I contributions , where necessary The Assoclot,on ono publico lion do not assume responslblllty fo1 lhe moferlol 01 opinions of conlributors HANG GLIDING mogoz,ne is publTShed monthly

by Iha Uniled stoles Hong Gliding Assoc,or.on Inc. whose malling address Is P.O. Bot 66306. Los Angeles. Calll 90066 and whose aHioes ore tocotad ot 11312Y, Venice Blvd Los Angeles caur. 90066: lelephone (213) 3Q0·3065 Second cross postage is paid ol Los Angeles. Calif HANG GLIDING magazine ,s printed by S1nclo1r Pr1nt1ng & Lllhc;,. Alhamb,a. Calif The USHGA Is o membec controlled educalranol and scle11flllc o•ganizo Hon dedicated to exploring all facets of ulfrallghl flight Membership Is open 10 anyone ln1eresled 1n fh,s realm of fi1ght Dues lo, lull membership ore $20 per veer (S21 for to,elgn oodreS$9S); subsc:.r,ptlon ,ales o,e S15 lor one yea,, S26 for two years, S36 for lhree years An ln1r0ductory stx·mon1h tnol is ovolloble for S7 so Changes.of address should be sent o,x weeks ,n advance Including name. USHGA membership number p1evious and new add,ess. and o moiling label Imm o recent issue

FEBRUARY 1979

CONTENTS FEATURES

17

WHO'S YOOSH·GAH?

20

A FIRST EXPERIENCE AT CERRO GORDO

by Don Chambers FLYING HIGH: TO BREATHE OR NOT TO BREATHE

by Alon Reeter 30 X 5 150 MILES OF FUN

by More Kenyon HOW A GLIDER REALLY TURNS PART IV

by Dennis Pagen DACRON POLYESTER CLOTH: THE SKIN OF YOUR HANG GLIDER

by Fred Grauboum TUCKING AND BREAKING

by George Worthington ANTIQUE HANG GLIDERS

by John Ballantyne

22 27 30 34 35 42

Article and Photographs

by Tom Mllkie

=

Photographs by Edy Paul

DEPARTMENTS 4 4 12 15 33 46 47 48 54

ULTRALIGHT CONVERSATION INDEX TO ADVERTISERS USHGA CHAPTER NEWS NEWS AND NEW PRODUCTS HIT THAT SPOT by Tom Jensen USHGA REPORTS BIRD'S EYE VIEW by Lauran Emerson CLASSIFIED ADVERTISING STOLEN WINGS

COVER: Steve Peorson, Wills Wing design consultant. test flies Wills Wing's new ultra low twist Omni "Screamer" al Torrey Pines. CA Photo by Steven Mccarroll.

CONSUMER ADVISORY: Hang G liding Magazine and USHGA. Inc.. do not endorse or toke any responslbility to r the products advertised or mentioned editorially within these pages. Unless specificoity exptolned, performance figures quoted in advertising ore only estimates. Persons considering the purchase of o g lider ore urged to study HGMA standards.

Copyright © United Slates Hong Gliding Association, inc . 1978. Alf rights reserved to Hang Gliding Magazine and lndlviduol contributors.

3

ijLTRALl<it1T CONVERJATION

Billboard Reprint Dear Editor, I was very interested in Barry Gordon's comments in the August issue regarding the contract with Piedmont Airlines. I had no idea that people could be that enthusiastic about turning their gliders into flying billboards.

Unfortunately, I cannot share his enthusiasm. I have long considered highway billboards to be eyesores and will consider the flying variety similarly.

Tony Verhulst USHGA #7826

Billboard Rebuttal Dear Editor, I would like the opportunity to respond to the letter by Tony Verhulst in the November, 1978 issue of Hang Gliding. In his letter, Tony drew an analogy between highway billboards and the logos on the gliders of the handful of pilots who have been fortunate enough to obtain sponsorship by corporations outside of the sport, condemning them as eyesores.

Now, maybe Tony is one of those rare members of society who is working at a wonderfully fulfilling job, that he enjoys, for a pay rate that is more than fair and with hours that allow him to follow his leisure-time activities to his heart's content.

If so, I can almost understand his unfair and close-minded stand on the predicament of the rest of us who have somehow had to compromise our virginity in order to make a living at what we enjoy and what we believe in. The shame of it is, we sponsored pilots could find no one who would pay us to fly an all white glider!

The ''eyesore,'' to me, is everyone who would rather be flying more and can't because they're chained to a desk that's not even close to a window.

The "eyesore," to me, is the guy who emerges from that office every night complaining about sponsored gliders, motorized gliders, the competition circuit, the USHGA and everything else that he can't seem to understand because he won't take the time to become informed.

4

Like it or not, promotion is the name of the game. It's the American way and it is survival. Five or six years ago we were considered a bunch of daredevils taping bamboo and plastic wings to our arms and flapping our way from sand dune to beach. Today we enjoy the respect and often even admiration of the entire aviation community.

We have been promoted.

We have promoted ourselves in the interest of freedom from FAA intervention by forming a strong USHGA and HGMA. The former presently advertises its formal sanctioning and promoting of competition and competitive pilots. The members of the latter all use competition to promote their new gliders to the public and because of the resultant growth, have larger R&D budgets with which to investigate the advancement of safety and design in their new lines.

Competition is by far the most common reason for major news media coverage of our sport, and it is largely due to such exposure that we have grown as effectively as we have. Because of this constant promoting we have gained necessary toeholds in securing our right to fly in our national parks, national forests and state parks.

Because of this constant promoting we have upgraded our image to the point where site insurance can be reasonably obtained.

It would take too long to defend the entire concept of promotion on hang gliding, so suffice it to say that we are waging a continual battle for the public acceptance of hang gliding, the accompanying growth and, ultimately, its survival as a sport. The endorsement by major corporations like Piedmont Airlines, E-Z Wider, Usher's Whiskey, Coca Cola, Wrangler, or the growing number of other enterprises who continue to support our sport by using our new image to their advantage in their advertising, is a vote for the continued growth of hang gliding and a vote for the continued use of your flying site in better gliders.

After devoting five years to a dream and then having it come true, to call my attitude "enthusiastic" is an understatement. I'm thrilled! The flyers that I know who proudly display their "billboards" have been in our sport longer and love it a lot more than most flyers could even imagine.

Barry Gordon Waimanalo, Hawaii

INDEX TO ADVERTISERS

Bennett Delta Wing Gliders ..

....... IFC,2, 40, 55

Chuck's Glider Supplies ..

... 51

Crystal Air Sporls ...

.. ...... 8

Eco-Nautics Inc ..

...... 50

Eipper ..

...... IBC

Electra Flyer Corp ....

.. .. 7, BC

Gianlorte .

...... 40

Glider Rider ..

. .. 49

Golden Sky Sails ..

....... 53

Hall Wind Meter ..

... 50

Hang Glider Shop ..

...... 6, 53

Hang Gliders of Cal ..

. ................ 8

Kite Enterprises..

. 50

Laminar Systems ..

....... 53

.. 12

Leading Edge Air Foils ..

Litek.

...... 52

Manta Products ..

...... 56

M Company ..

. .. 40

NAA ..

.... 44

Odyssey ..

.. ... g

Pagen ...

...... 53

. 32

Paragon.

.... 27

Poynter Books ..

. ....... 39

Rotec.

Seedwings ..

. ..... 47

Seagull Aircraft. ...

.. ...... 14

Sky Ship ...

..11

Sky Sports ..

Aero-Innovations ...

.... 21

Sunbird.

13

The Hang Gliders Bible ..

....... 40

Ultimate Hi..

..... 41,50

Ultralite Products.

USHGA ..

.. 16, 45, 53

.... 26

Wills Wing, Inc ..

Windhaven ..

....... 1, 21

... 25

W.O.W. Products ..

Supine is Safer Dear Editor, Let's go for a roller coaster ride, you and l and cousin Bosco who is not so smart and

only gets let out of his strait jacket on national holidays. There it is-the famous Whoop-T-Doo with guaranteed seven-G positive and five-G negative loads and

AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing 1112 months preceding the cover date, i.e. Feb. 15 for the April issue.

HANG GLIDING

sumptuous tuck-and-roll upholstery. After waiting in line for several hours, we get aboard and we sit in the seats under the safety bar but cousin Bosco decides it would be more fun to lie on his belly on top of the bar, in emulation of Superman.

RUMBLE! We're off and here comes the barrel roll and there goes cousin Bosco doing a 17 Yi gainer into the parking lot. After completing the ride, we learn that poor cousin Bosco will never need a strait jacket again because he has broken his neck and is paralyzed from there down.

Don't be a cousin Bosco in your hang glider. If you fly prone, you may never get to use your parachute because you'll be unconscious from slamming up against the keel in a negative-G situation that you could have probably ridden out supine, with no damage to the glider or to yourself except possibly slight bruises across the thighs. It may be true that a prone flying pilot is less likely to be injured in a failed take-off or a less-than-perfect landing, but I would far rather risk a skinned knee than a broken neck. SUPINE is SAFER, and there is no measurable drag difference, and (with the latest harnesses) there is no degradation in control. Additionally, supine is very comfortable, the only choice for duration or distance and requires less control effort due to the extra foot of leverage. Please give it a try.

Steven R. Moore Santa Barbara, CA

Price Discrimination Dear Editor, As a graduate student of economics, would like to comment on several points raised by Jerry Kitchens of Lone Star Hang Gliders in his December letter to the editor.

Although he used euphemistic phrases such as, "if the profit margin were designed in such a way ... ", and "new pricing structures," what was meant was higher prices and profits for hang glider shops to finance better services. This is to be achieved by a rigidly followed suggested resale price schedule. One way this resale price maintenance program is to be enforced (and it would require enforcement) is by lowering the discounts that manufacturers offer to "backyard glider dealers," thus forcing them to sell gliders at close to the suggested price and preventing them from undercutting the shop owner.

Section 2(A) of the Robinson-Patman Price Discrimination Amendment to the Clayton Act states that, "It shall be unlawful for any person engaged in commerce ... to discriminate in price between different purchasers of commodities of like 6

grade and quality ... where the effect of such discrimination may be substantially to lessen competition." Thus different wholesale prices for shops and for "backyard dealers" would not be legal.

Quantity discounts are allowed if justified by lower costs, but such discounts must be offered to all. Enforcement of suggested prices by differential discounts is, therefore, not feasible.

Apart from the issue of enforcement is the legality of price maintenance programs themselves. They are, in fact, illegal under the Sherman Antitrust Act as a conspiracy to fix prices. Individual manufacturers do have the right not to sell to whomever cuts suggested resale prices, but any agreement or understanding among makers to do so is an "implied conspiracy." In view of this, hang glider manufacturers do not have the power to set up any form of ''new pricing structures." Even if such a program of established prices were legal, the results would be uncertain. Higher glider prices would reduce demand, with two possible effects on profits. The reduction in demand could cause total revenues to fall severely enough to lower profits, thereby hurting glider shops, or the reduction in demand and number sold could be more than offset by higher prices, and higher profits would result. These higher profits would be only temporary, however. Each dealer would have incentive to cut prices, and historically, such agreements have never worked, even when some form of enforcement was permitted.

There is an ethical objection to this scheme as well, at least in my own mind.

Hang gliding to me represents flight for those who want to fly. Higher prices, even temporarily, mean that there are people who are priced out of that privilege as a result.

In sum, the "monumental project" proposed by Kitchens cannot, and probably should not, work.

Jim Rice Millboro, Virginia

Hang Gliding Consumer Protection Agency

AT LAST THE CHUTE WE'VE BEEN WAITING FOR!! ADVANCED AIR SPORTS PRODUCT'S(FORMERL FREE FLIGHT ENTERPRISE) 26 ft.

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If it is difficult to get to us, call for your nearest F. A. A. certified rigger.

GET IT DONE RIGHT!

Dear Editor, Question-does hang gliding need a consumer protection agency?

I have been in hang gliding since 1972, an active pilot since 1974, Hang 4, instructor and observer. I own and operate a hang gliding school and business.

When our beautiful sport started, a lot of our shortcomings could be attributed to growing pains in manufacturers and sup-

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porting industries. However, now that hang gliding has come of age, faults that used to be excusable should no longer be tolerated.

I have told my students and customers to be patient for years now. I explained how we all got ripped off by subscribing to magazines that were never published, by buying gliders that claimed L/D's of 8 to I and at best showed 5 to I after purchase, by numerous products and equipment that turned out to be useless like some glider designs, or better yet, the first backpack power packs guaranteed to work.

I believe the time has come that we pilots should let the manufacturers know how we feel. Even our own publication carries ads which are often misleading, almost always exaggerated, and very seldom the real truth.

Gliders which I have ordered with prepayment and guaranteed two to three week delivery as advertised, always take at least five to six weeks to arrive. Guarantees that claim all gliders are test flown can be disproved, when I, as a dealer, find that deflexors are installed upside down, or tubes are reversed, or major parts don't fit.

When two out of ten instruments purchased don't arrive in working order, or when harnesses or parachutes advertised with immediate delivery available take six to eight weeks to appear, it's time to do something.

Are pilots and consumers all turkeys?

How long can low volume dealers or schools operate on excuses?

I hope that USHGA can somehow initiate a truth in advertising campaign. I challenge the industry to clean up its act and pilots to let their organizations know how they feel. Take part in USHGA. The more we put in, the more we will gain in our sport.

Joe Robiller Bethel, Maine

and recline, the glider suddenly entered a steep right turn. I moved all the way to the left side of the bar. Nothing happened. I was turned downwind and suddenly eye level with power lines, no more than 150 feet away.

I had a moment of indecision in which I nearly cut the power and tried to land or fly under the wires. Had I done so one of several witnesses would be writing this report. I decided to fly over the wires and made it - by 20 feet. At this point I was climbing downwind, and decided to buy time by gaining more altitude. I was sure the unintentional 180 was my mistake.

Suddenly the glider again began to turn right. Again I moved my body all the way to the left, and again the right turn continued.

I began to consider the possibility that my seat-attached rudder lines were not operating. Realizing I had no left control, I looked to my left. It looked fine. The left rudder cable is attached to the pilot's right hip. Thank God I forgot that during the flight.

Meanwhile I was crabbing crosswind at 80 feet. I cut the power and dived for the ground. The glider continued its slow right turn and as I landed was almost dead into the wind. The landing was remarkably smooth. As I hit the cut-off switch I looked to my right. There was the left rudder ·control line hanging limp. The knot had pulled through the grommeted hole on the seat.

Quicksilver pilots, check your rudder control carefully. I checked mine, but obviously not thoroughly enough. The powered Quick is a lot of fun to fly.

Phil Allen Miami, FLA

Building Aggression

Control System Check-out Dear Editor, Last week I took my first flight on a powered Quicksilver and it was very nearly my last.

I am a pilot of two years experience flying at a Hang 3 level (intermediate). My good friend, Parks Masterson, had kindly offered to let me fly his glider. After a couple of test runs, I decided to make a long, straight flight into the 12 mph wind.

I made a clean, easy take-off and proceeded to climb straight ahead. I was impressed with the stability and controllability of the Quick. Although there was moderate thermal turbulence, I felt quite safe. So safe, in fact, that I reached up to untie the string holding the rigid foot stirrup in place.

As I attempted to put my feet in the stirrup 8

Dear Editor, Here is a candid snapshot of "Tumbles" Grigsby building up his aggression for the competition circuit next year. Swooping down and devouring small snakes and mice certainly seems to improve soaring ability.

The folks at the shop Van Nuys, CA

''World Record'' Rebuttal Dear Editor, I must take exception to the December article entitled "World Balloon Drop." I don't think that the readers know or realize that it is not in fact a hang gliding world record. Russia does not recognize it. Great Britain does not recognize it. In fact no other country in the world officially recognizes this as a world record. I can prove this, if desired, by calling or writing the people in any country who are officially sanctioned and empowered to recognize world records for their respective country.

I enjoyed the article and feel that the flight of Dunoyer was remarkable, newsworthy and notable. It took careful planning and plenty of courage. The article was, I believe, very well written. But it was probably intended to make the reader believe that it was a world record hang gliding flight, officially recognized throughout the world. "Don Davis, Soaring Society of America Representative ...

Davis checked the seals on the barograph ... official certification ... Davis called (and stated that) the altitude record had indeed been broken ... well above the percentage necessary to officially qualify ... claim of world altitude record hang gliders (balloon launch)." These are all direct quotes from the article. They seem designed to convince the reader of something that simply is not true. Davis is simply a member of the Soaring Society along with 15,000 other members. He has no official status in the Society. The Society does have a paid F.A.I. awards (world records, etc.) coordinator. This coordinator said, "We at the Soaring Society know nothing of this matter. Don Davis has no official function with the Soaring Society other than being a member."

The term hang gliding world record should not be bandied around lightly or indiscriminately. It does mean something specific. "The United States Hang Gliding Association is a division of the National Aeronautic Association which is the official U.S. representative of the Federation Aeronautique Internationale, the world governing body for sport aviation. The NAA, which represents the U.S. at FAI meetings, has delegated to the USHGA supervision of F AI - related hang gliding activities such as record attempts." This statement is a direct quote from every issue of Hang Gliding magazine. Our USHGA official representative (for world records) was not consulted or involved in the balloon drop altitude record. If he had been, the idea of official sanction and official recognition would have had to be turned down. There is no provision in the HANG GLIDING

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FAI code for balloon drop world records.

Maybe some feel that there should be such a provision, but there isn't. (Incidentally, there was a reason for not including it in the code. It wasn't simply an oversight.)

OK, how should this matter have been treated to avoid misrepresentation? It's very simple! Call it a great flight, a historic flight, a magnificent flight. You can even call it an unofficial probable world record.

Or you can say, so far as we know, it is a record for this kind of flight. But please, in the name of professionalism, honesty and integrity, please don't call it a world record without adding the proper and accurate qualifying terms.

George D. Worthington San Diego, CA

The pilot was 100 to 150 ft. in the air at the time. If you have even seen the vibration caused by even a slightly out of balance prop, you can imagine the violent shaking caused by a prop with only one blade. The control bar shook so badly that the pilot could not find the throttle or kill switch.

The glider was shaking so violently, he said it -felt like he was being electrocuted. Fortunately, he was flying a stable and well built glider and was able to ride it down and land without damage.

The moral of the story is never use a throttle that is locked in position. No matter how uncomfortable the mouth throttle may be, it is the safest way. Also, I recommend the type of kill switch I personally use. It is a snowmobile type that has the base mounted on the control bar and a pin which pulls out to break the connection.

The pin is attached to one end of a cord with the other end clipped on your sleeve.

This way you need only to jerk your arm in order to kill the engine.

As I have had my flying wires break because of an out of balance prop, and I feel this latest accident could have been caused by the same thing, I can't stress strongly enough how important it is to check the balance of your prop everytime you go out to fly.

Jim (Scruffy) LeMieux Mt. Clemens, MI

Hang Gliding welcomes letters to the editor. Address your contribution to: USHGA, Box 66306, Los Angeles, CA 90066.

Out of Balance Dear Editor, I recently witnessed an incident with a motorized glider which I felt should be brought to everyone's attention. The pilot was flying a 215 Alpha with a Soarmaster unit he had slightly modified. Rather than the mouth throttle, he had a deadman's throttle on the control bar U-tube. He would lock the throttle in a wide open position while flying in order to have his hands free. He also had a kill switch which had to be held closed for a second in order to shut down the engine. I warned him of the danger involved, should he have to abort, but he replied, "We don't abort."

After flying all day without incident, one side of the propeller let loose at the hub.

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CONSISTENCY - Crystal Flight Resort flies nearly 80% of all days. Less days lost to poor winds, and with our eight year lease, we will be consistent for a long ti me.

THOROUGHNESS - We won't just train you to get off the ground.

If you can stick with it, we'll have you flying off an 800 foot mountain, like 50% of our students from 1977. Many students

us after getting the basics from other schools.

EQUIPMENT-We use late model gliders and other equip· ment that were recently considered high performance. Our certified instructors (all of 'em are) can make you think you are full of natural talent.

SAFETY - Our record is superb, and we don't think we need to "knock on wood." We may be the most -conservative school in the country, and we're staying that way.

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10

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IT ALL EQUALS SUCCESS ~ . FLY CRYSTAL HANG GLIDING

eff Burnett launches at Grandfather Min., N.C. -Jim Morton he '78 competition season is over. The glider tat captured the most first place trophies was 1e Sirocco 2! Impressive results when you ~alize that all Sirocco 2's flown in competition ,ere prototypes! The feedback, tips and suggesons we received from our test and competition ilots make the production models stronger, asier to set up, and more responsive. heck out the 1978 Sirocco 2 competition re· ord: First in 7 out of 1O competitions entered. #1 U.S. glider - American Cup - Dennis Pagen st - Moab Int'/.· Malcolm Jones st · Scandinavian Championship st· U.S. Nationals - Dennis Pagen st - Pico Peak (tie} - Tom Pegh iny st· Region 9 Qualifier - Dennis Pagen st· Region 8 Qualifier - Tom Peghiny

Sky Sports offers the experienced pilot the most efficient, computer optimized double surface sail wing available. The inherant stability of the double surface makes the Sirocco 2 a ship that intermediate pilots can climb into and float away with too. Compare the quality workmanship and clean, wind cheating planform of the Sirocco 2.

Match the LID and handling.

Now the winter soaring season blows in. Sirocco 2 weather! The Sirocco 2 will knife thru any winds and smooth out the roughest turbulence. You cannot beat the Sirocco 2 as an all around glider.

An outstanding performer!

SPECIFICATIONS Nose Angle Sail Billow Max. LID Stall Speed Area Pilot Weight Glider Weight Span Leading Edge Root Chord Breakdown Price

165 120 ° 0 0 9 to 1 18 mph 164.7 125-175 lbs.

51 lbs.

33.5 ft.

19 ft.

8'6" 10'6" $1170.00

185 120 ° 0 0 9 to 1 18 mph 185 155·220 lbs.

54 lbs.

35 ft.

20 ft.

9 ft.

11 '6" $1190.00

Quality and experience: A Sky Sports trademark that produces the best gliders on the market. Easy to launch, easy to land and fun to fly! Treat yourself to a Sirocco 2!

In Europe Contact: Para-Fun International Norrebrogade 148, 2200 Copenhagen N Denmark 01 83 8586

Sirocco 1 & 2 HGMA Certified

"1111111....A..,a..VISTA MEDIA ,.,........"-

, 1978

Edited by John Ballantyne Want to increase your club's activities?

How about making some money so your club can buy a new glider or equipment?

These concerns seem to be prevalent in all the USHGA Chapter News letters that I received this month. Look through them for ideas to help you and your local club become more effective.

Students wishing to learn this launch technique must be prepared to pick branches out of their deflexor wires, and are advised to bring a change of underwear shorts to the first lesson.

International Sky Riders Chapter 32 Williamsville, New York November, 1978 Editor - Bill Jehle

Editor's ColumnAbout the Lexington Splash-In held Saturday, Nov. 4, we have some good news and some bad news. The bad news first.

Seems the unfriendly land owner of the take-off site decided he didn't want anybody hang gliding off his property that day, so the meet was called off. The good news was that three of us took off anyway.

Bad news!-those that went to Marina Beach set up and waited for the wind that never came (bummer). Good news!-those that went to Waddel Creek caught the wind shear and had a lovely day soaring (Rats! guess who didn't go to Waddel). Bad news!-those that went to Montara got blown out except for George Pierson who got blown down - into a Manzanita bush (George said he couldn't believe they got that big). Good news!-George and his glider are all right except for minor scratches and some poison oak. Good news again!-George's glider didn't get poison oak.

Saturday, October 28, was the annual Padgham Hill Meet sponsored by the Rochester Club. The Buffalo flyers did very well in competition. Richard Annis and Paul Mance shared the spot landing money.

Don Murphy flew his Antares into a near perfect landing and speared the target with the bowsprit of his pretty new kite. He was disqualified in the formal competition but won the name ''Spearchucker. '' Bill Merker shared the tow launch event honors with Steve Ostertag from Rochester. Bill has developed into one of the top flyers in the area with only a year of flying experience. He has been getting some super soaring flights off Dansville, Hammondsport and Harriat Hollister, and he handles that Alpha like it was part of him. I've been trying to think of a snappy nickname for Merker, but how can you say something sarcastic about a guy who flies regularly, proficiently and is always there to lend a helping hand. Bill is also the subject of our article of interest this month in an interviewby Carl Berger.

When there isn't any wind, (Bob Russer) uses a big hot air bubble and has recorded the first balloon drop in our area on 11/1/78 from over a half mile up. In honor of Russer's skill, we have renamed him "Bubbles." We think this is also indicative of his effervescent personality.

Tom Wirth also balloon dropped on the following day. Tom had two flights. The first was from altitude zero when Tom released prematurely out of pure excitement. The second was from over a half mile up. Tom likes balloon drops and towing.

We call Tom "Lazy."

Bill Jehle has been getting lots of flying in this fall and has almost perfected the "Wee Willie Walker" method of slow launching .

12

Wings of Rogallo News Letter Campbell, California Editor - Peer Suhr

The Ridge Rider (November) Newton Highlands, MA. Editor - Lynn Le Pelley

Flight of the Year Contest The New England Hang Gliding Club has started a "Flight of the Year" contest in which the most unique hang glider flight, in the opinion of the judges, will be the winner. These are not necessarily "Turkey Award" flights, but the accounts must be verified by another person to lend a certain degree of believability to them. The deadline for 1978 contest entries is December 31. There very definitely are prizes involved.

Aerosports Club News (part of Ridge Rider) The Aerosports Club held a hot dog and hamburger day on Monday, Oct. 23. The main purpose of the day's activities was to raise money to help pay for a new hang glider that the club just recently ordered from New Mexico. The new glider is intended to be used by the large number of new club members who are too light to fly some of the club's older kites.

All those new and old club members who couldn't make it to the hot dog day will be glad to know that the day was a complete success. The weather was perfect for both the open air cooking and eating of hot dogs. Despite running short on hamburger

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and hot dog rolls toward the end of the day, the club still earned more than $100.

Although it took some effort to put the hot dog day together, the club has not just been selling hot dogs all week long. Saturday, Oct. 21, many of the night school hang gliding students, along with some other club members, went flying at Claremont, N.H. and there are plans to go again this coming Saturday.

The Aerosports Club has acquired two new kites in the last two weeks. The first, an Icarus rigid wing glider, was donated from a local pilot. The second glider, a Lite Craft, arrived just in time for the First Annual Intercollegiate Hang Gliding Meet and was put to good use.

The meet, the first of its type in the nation, was held last Columbus Day weekend at the Morningside Recreation Area near Claremont, N.H. Bill Blood, an instructor with the University of Lowell Aerosports Club, was one of the main organizers.

Clubs from six colleges-University of Lowell, Colby College, University of Maryland, Plymouth College, University of Vermont and Amherst College were represented.

The weather was perfect all weekend for flying (it only snowed once, Saturday night) and many pilots not associated with any particular club showed up. Quite a few pilots received their new ratings.

Southland Flyer Carson, California Editor • Pete McEvoy Pilot Safety Meeting The Accident Prevention Specialist of the Santa Monica (Ca.) G.A.D.O. (General Aviation District Office) invites you to attend our pilot safety meeting at the Culver City High School auditorium on December 13, at 7:30 p.m.

The program for the evening is Dick Boone, a state-of-the-art glider designer, who will speak on the nature of ultralight gliders and the potential hazards these gliders present and are subject to in the Los Angeles area.

Al Ruggeri, Jr., the Santa Monica G.A.D.O. Accident Prevention Specialist, will discuss the legal side of hang gliding, right-of-way rules, and more. A movie about ultralight hang gliders will precede a question and answer session.

Christmas Fly-in Your club has planned a Christmas FlyIn for Saturday Dec. 23, at the Lake Elsinore flying site. This fly-in is strictly for fun. Ratings will be available from observers with the proper procedures being followed. It is an ideal spectator site at both ends, so bring out those folks who always wanted to see what "you crazy guys do up there."

There will be a $1.00 entry fee for members and a $2.00 fee for non-members.

The proceeds will go towards 1st, 2nd and Turkey prizes. For entry each pilot is entitled to one small bag of flour for a bombing contest and a maximum of two spot landing attempts, the lower of which will be thrown out. Both targets will be 50 feet in diameter with a point being deducted for each foot away from center. All pilots will start with 100 points and be scored from there to determine the winner. The flying portion of the fly-in will end at 2 a.m. to tally points, break down gliders and invade a local restaurant for an early dinner (buy your own) and awards presentation.

The rules are simple and are intended for the most fun and safety. There will be no duration task, no pylons, no speed runs, no aerial ballet, no complex scoring system, no sustained inverted flight and protests will probably be ignored. Helmets must be worn, ratings will be enforced, no littering, no drinking and flying and no taking along a bombardier. That means tandem! Any crash will forfeit all points. Remember, gang, this is for fun. It won't send you to the Nationals.

Don't be left out! If you are a USHGA Chapter club send your newsletter to John Ballantyne at 204 East Imperial Ave., El Segundo, CA 90245.

introducing Now available in four sizes: 150, 170, 190, and 228 sq. ft.

the new 10 meter ship from Sunbird CLEAN, STABLE & STRONG

featuring: " 130-deg NOSE ANGLE • NO D EFLEXERS • 18 FT. LEADING EDGES • 190 SQ. FT. SAIL • 10 METER SPAN

Ask your dealer for a demo flight!

FOR ADDITIONAL INFORMATION WRITE

FEBRUARY 1979

Now from the company with. the reputation for building strong, pleasant handling gliders comes the NOVA. A glider that isn't a revamped '77 or '78 design, but a new, state of the art design engineered with today's flyer and today's flying in mind. Worried about tucking? The NOVA has excellent pitch stability, not only staying pitch positive to very large negatiVELangles of attack, but also possessing a stable slope of the pitching moment curve at these low angles - a very important (and often neglected) characteristic that helps prevent pitchovers. Worried about strength? In addition to the usual HGMA tests, the NOVA's deflexorless leading edge has withstood static loads in excess of 7 Gs and even higher impulsive loads.

SUNBIRD GLIDERS

12501 Gladstone Ave. #A-4 • Sylmar, CA 91342 213-361-8651

13

GU/LIL 1

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n e When you fly a Seagull, the proof is in the performance. We can tell you all about the finest quality materials and craftsmanship. We can brag about our victories (7 out of the top 1J Places at the X Country Classic, including 1st and 2nd, the Altitude Gain Recor and a dozen other such wins).

We can tell you about the year spent designing the new Seagulls, ond another year improving them. About the floating l~eel pocl~et and a totally new applied leading edge pocl~et that dramatically improve the already remarhable performance. New leading edge curves, trailing edge cut, improved cambering ond fully battened sails are a few of the impressive changes.

We've eliminated turnbucl~les, added a new fast tensioner system and devised on entirely new deflexor system for faster set-up and less drag. Less time on the ground and more time in the air.

The Seagull Seohowl~'s traditional mellow handling will let you thermal with confidence, roll into turns with a minimum of effort, soar higher and head out faster at the tap of the lift. The '78 Seohowl~ is o favorite of novice. intermediate or expert pilots.

The Seagull 10 Meter can penetrate the strongest headwind. float upwards in the weal,est thermal and bani~ into tight turns with the flicl, of the wrist. Fingertip control. instant response, ond unequalled stability mal~e the 1OMeter's handling legendary.

At Seagull Aircraft, we design the finest gliders, win some contests and mahe a lot of pilots happy. Gut don't tal,e our word for it.

Fly Seagull. The proof is in the performance.

L

For ordering, information or of your nearest outhoriz dealer, contact, Seagull Aircraft Phone, ( 3021 Airport Avenue, 90405.

USHGA ELECTION RESULTS The ballots from the mail election to select nine Regional Directors with two-year terms, to run through December 31, 1980, and four vacancies to be filled with oneyear terms to run through December 31, 1979, in regions 3, 8, 9 and 12 have been counted and verified by Carol Velderrain, USHGA Office Manager; Michael Pringle, Region One Director and Gil Dodgen, Hang Gliding Editor. The winners are as follows: Region I Doug Hildreth Region 2 Jan Case Region 3 Bill Bennett John Lake* Tom Milkie** Region 4 Lucky Campbell* Region 7 David Anderson Region 8 Harry Taylor** Region 9 Les King Dennis Pagen** Region 10 Richard Heckman* Region 12 Paul Rikert *Signifies incumbent reelected. **Signifies one-year term.

There is a Regional Director position still open in Region 12, as the person voted in for the one-year term has declined via a phone call made to him on 12/14/78 by the office.

Ballots for this election have been placed in a sealed envelope, to be kept for two years, unless ordered to be opened and recounted by the Directors.

Official tallies of ballots are available on request. Please include a stamped, selfaddressed envelope.

AEOLUS FLIGHT SCHOOL Groton Hills Recreation Area, which is the site of one of the largest hang gliding schools in the United States, was recently purchased by Aeolus Hang Glider, Inc. Aeolus intends to continue the operation of the Aeolus Flight Training Center, as well as manage the ski operation at the 93-acre site.

Aeolus Hang Glider, Inc., which currently manufactures hang gliders in Westford, MA, was incorporated in September of 1975. The Aeolus Flight Training Center soon followed in November of the same year and has grown at a tremendous rate every year since. Almost 2,000 new students EBRUARY 1979

signed up to take the hang gliding course in 1978. The school is open every Saturday and Sunday, and persons interested can contact Aeolus Hang Glider, Inc. at Box 3252, 14 North Main Street, Westford, MA 01886 or phone (617) 692-3189.

PARA CHUTE SYMPOSIUM The American Institute of Aeronautics and Astronautics will host the biennial Aerodynamic Decelerator (parachute) and Balloon Technology Symposium from March 5 to 7, 1979, in Houston, Texas. Sixty technical papers will be presented and there will be a tour of the Johnson Spacecraft Center.

A session on modern personnel uses of the parachute will be chaired by Dan Poynter and Scott Hamilton. These papers will include The Wings of Man, The Theory of Freefall Flight, by Pat Works of RW Publishing Co., Personnel Harness/Container Design, by Jerry Meyers and Tom Mele of The Altitude Shop, Round Personnel Canopies and Pilots' Emergency Parachutes and Then and Now, by Alan Levinson and Wilson Rudd of GQ Security Parachute Co., The Development of "Heavy" (Life Support) Parachute Hardware, by Don Beck of DJ Associates, Parachute Requirements in Hang Gliding,

by Ed Vickery of Sky Sports, Factors and Tradeoffs Affecting Ram-air Parachutes Designed For Civilian Personnel Applications, by Mike Higgins of the Air Force's Flight Dynamics Laboratory, WrightPatterson AFB and Commercial Parachutes, by Jim Reuter of Pioneer Parachute Company.

This symposium will be of interest to every sport parachutist and it is a requirement for anyone working in the field. The site of the symposium will be the King's Inn, Nassau Bay, Houston, Texas. To reserve rooms, call now toll free: (800) 325-3535.

For more information on the symposium and the AIAA, contact Mrs. Irma Glass, American Institute of Aeronautics and Astronautics, 1290 Avenue of the Americas, New York City, NY 10019.

DIAMOND POWERED MEET The Diamond Powered Ultralight Meet will be held at the Perris Valley Airport,

Perris, CA, March 31 and April 1, 1979.

Details will be coming, or contact: Joe Diamond, P.O. Box 724, Balboa, CA 92661.

SOUTHERN CALIFORNIA REGIONALS The Southern California Regional Qualifying Meet for the 1979 U.S. Nationals will be held May 19, 20, 26-28, 1979 at Pine Flats/Crestline, CA. Advanced (Hang 4) rating required. For more information contact: Laverne DeJan at (714) 796-1658, or Tom Milkie at (714) 998-2154. Application required by April 30, 1979.

HANG GLIDERLESS FLYING

Recent announcements by the Transcendental Meditation movement may deal a deadly blow to the hang gliding industry. These photos, sent to us by Donald Arney, a Canadian hang glider pilot and TM devotee, demonstrate what the movement refers to as the TM Sidhis, or "supernormal abilities." Here a gliderless TM pilot demonstrates the ultimate in free flight.

According to Arney, the Sidhis are remarkable performances described in the Yoga Sutras of Maharishi Patunjali, who lived about 2,500 years ago.

15

• Subscription to a complete magazine on the sport of hang gliding with important information on new products, sites, glider defects, accident reports, competition, new techniques and activities • Personal liability insurance • The support of a national organization which promotes and supports hang glider pilots in almost every activity • Watches over government regulation such as that of the FAA, U.S. Forest Service, national parks, etc., and represents hang glider pilots in these matters • Acts as the primary voice of hang glider pilots to the FAA. aircraft groups, other pilot organizations, etc. • Is a representative of the National Aero Assn. as a member of the Federation Aeronautique International (FAI) to represent hang glider pilots in the World Aviation Organization • Sits on the CIVL subcommittee of the FAI to establish competition rules. record

and manufacturers in competition through promotion of the competition results and the promotion of individual meets • Coordinates and publishes dates of all competition to avoid conflicts • Represents the U.S. in competition with foreign teams • Provides insurance for site landowners and clubs • Investigates and provides information on all types of liability insurance • Acts as a negotiating body for the development of insurance policies and the reduction of premiums • Develops legal requirements for site landowner liability protection• Supports the Hang Glider Manufacturers Assn. through requirements for certified gliders at competition and through promotion of HGMA goals • Alerts the members to unsafe techniques or equipment• Promotes the technical advancement of the science of hang gliding through publications and seminars • Provides

procedures, safety codes and other regulations of the world body • Recognizes flight achievement through promulgation and publication of U.S. records • Recognizes and records state records • Publishes unofficial records and notable record attempts • Is the official body for presentation of records to the FA/ for establishment of world records • Recognizes flight achievement through the Otto Lilienthal Awards for significant flight achievements • Gathers. analyses and publishes data on U.S. and world accidents to encourage safer techniques and equipment • Prevents accidents by encouraging pilots to match their skills with sites through the pilot proficiency rating system • Prevents loss of sites by providing site managers with the pilot proficiency system and its management • Allows pilots to fly foreign sites by providing them with a uniform and timely rating system, rating cards and lists of rated pilots • Provides the clerical support of the rating system, examiners, observers, exams and continual update of the system • Provides for rating of tow and motorized hang gliding • Prevents unethical or unsafe training through a national program of instructor certification and training • Supports hang gliding schools through the promotion and training of instructors in the certification program • Manages the instructor certification program through issuance of cards, publishing lists of certified instructors, beginner and advanced instructor certification clinics, appointments and removals, investigation of instructor accidents and continual update of the system • Manages a national system of hang glider competition • Publishes a uniform and timely set of competition rules for general use • Manages a regional qualification competition system for selection of top pilots to attend the national championships • Conducts the national championships to determine the top pilots in the U.S. • Selects and sponsors a team of U.S. pilots for competition in the World Championships • Provides support, defines rules and helps manage the World Championships through the CIVL Subcommittee of the FA/ • Sanctions other competitions and supports the safety and well being of pilots participating • Promotes the pilots

interested persons information or, motorized hang gliding and sources of equipment • Establishes a codE of ethics for motorized hang glide1 manufacturers • Establishes a safety code for motorizec hang gliding • Encourages and manages motorized hon, gliding to prevent conflicts between hang gliders and moto1 gliders over sites, equipment standards, etc. • Alerts thE members to unethical or unsafe business practices amon, motor hang gliding manufacturers • Promotes the exchangE of ideas and advancement in the sport through national fly-in: and competitions • Establishes a fund for development and protectior of hang gliding sites • Promotes local clubs through the USHGI Chapter Program, advertizes their existence to new members - , promotes their news and coordinates activities • Sells most majo • books on hang gliding and related subjects, log books, accessorie, and USHGA emblems, pins and decals • Promotes manufacturers dealers and schools by acting as a point of contact for the press, interested publi, and new members. distributing lists of hang glider businesses • Conducts semi annual meetings of a National Board of Directors for the continual review an, revision of all activities • Conducts elections, and publishes results for , democratic national body • Promotes the correct use and image of hang glidini in educational institutions • Rewards non-flight outstanding achievements i> hang gliding through the Ed Gardia trophy • Makes recommendations to th, NAA concerning award of special awards in aeronautics • Is constantly awar, of the ever-changing status of hang gliding and is continually introducing program where they are needed in the interest of hang glider pilots THE USHGA DOES NOT: Spend money on its president or directors. Then are no salaries or expense accounts. Directors pay for all their own expenses The only paid personnel are the office staff, the editor and assistant editor ' Receive any government support • Maintain an expensive office • Spen, money promoting competition • We depend on the help of our members an, volunteers.

WHAT DO ES THE

usHGA DO...

:------------------------------------~ JOIN THE USHGA TODAY! : : SUPPORT THE ORGANIZATION THAT SUPPORTS YOO

:

I I I I I I I I I I I I I I I II

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THE UNITED STATES HANG GLIDING ASSOCIATION, INC.: Offers a $500,000 pilot liability insurance policy which NOW COVERS MOTORIZED HANG GLIDING, as a part of full membership.

Offers SITE INSURANCE to USHGA chapter clubs at low rates. Write for details.

Publishes HANG GLIDING magazine, the only publication of its kind. Beautiful color photography. Our new SUBSCRIPTION ONLY CATEGORY allows you to receive just the magazine if you prefer.

D I apply for membership in the United States Hang Gliding Association, Inc. as a full member

• • •

with all benefits. (Renew/New, circle one) D I would like to subscribe to Hang Gliding magazine only. (Renew/New, circle one)

I

I include my check or money order as follows:

/

D $20 FULL MEMBER ($21 foreign) -· As a full member you receive 12 issues of HANG GLIDING magazine, pilot liability insurance, and all USHGA membership benefits.

D $15 SUBSCRIPTION ($16 foreign) for one year.

D $26 SUBSCRIPTION ($28 foreign) for two years.

D $36 SUBSCRIPTION ($39 foreign) for three years.

D $7.50 TRIAL SUBSCRIPTION ($8 foreign) for six months.

NAME

PHONE

ADDRESS~~~~~~~~~~~~~~~~~~~~~~~

AGE

I CITY~~~~~~~~~~~~~~~~~~~~STATE~~~~~1 I

J

ZIP - - - - - - - - - - - -

Send check or money order to USHGA, Box 66306, Los Angeles, CA 90066.

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0 H-

•

Article and photographs by Tom Milkie

The president of the USHGA got up from his teak and mahogany desk and turned toward the tinted glass wall overlooking Los Angeles. One of his telephones, inlaid with ivory replicas of Lilienthal gliders, began to ring, but he let his secretary get it. "It's the FAA," she interrupted, "and they'd like your OK on the plans for the new Sioux City Airport." But Dave was still pondering the details of the Hang 5 study in his hand and the cumulus clouds above. "Never mind that," he said, "have the Undersecretary for Hang Ratings catch the next plane to LA-these Hang 5 requirements aren't right yet-and have my car brought around, I think it's soarable ... " Is this how the USHGA operates? Not quite, but a lot of members have misconceptions about just how powerful the "YOOSH-GAH" (rhymes with "moosh-gah") really is. When something is done wrong, or too slowly, many people think it is due to bureaucratic bungling. In fact, if something isn't done, it's probably

Carol Ve/derrain, USHGA office manager

FEBRUARY 1979

because there's no volunteer help to get it done (and because of bureaucratic bungling). Now, I will set you straight, and give the inside story on how the YOOSH-GAH really works ...

In the Beginning ..• Chaos ruled the Earth. Insane people were jumping off barns. When two of them met on the same barn, it was a news event.

When three of them met, it was probably Otto Lilienthal's birthday. When four of them met, they formed a club. One of these first clubs was the Southern California Hang Gliding Association formed back in 1971. But with the booming interest in "hand" gliding, and the thirst for knowledge about this new happening ("what do you do when the wind stops?"), people from all over the U.S. and the world sent bags of money to California and joined the SCHGA. The club soon felt it had to change its name to the United States Hang Gliding Association. Later, a new charter was adopted establishing regions throughout the U.S. and electing directors

from each region. The headquarters was, and is, in Los Angeles, but the scope of the "YOOSH-GAH" is now completely national.

The Power and the People The USHGA is run, to a large extent, by volunteer help. The organization is really quite simple. The President is elected by the Board of Directors, from among the Directors, (sort of like the Pope). The other officers-the Vice-President, the Secretary and the Treasurer-are elected similarly, and with the President, make up the Executive Committee. The Directors are elected for two year terms by the members, with half the terms expiring each year.

There are 20 Directors, representing 11 regions (allocated by member population).

In addition, there are five Directors-atLarge, elected by the Board. These positions are usually filled by active members, Directors who have recently moved, officers and former Directors who have goodlooking wives. The representative to the National Aeronautic Association is also a

Janet Meyer, pretending to do work

17

voting Director, because he's suave. The Directors meet at a semi-annual meeting to decide USHGA policy. Between Board meetings, the Executive Committee also gets a chance to bungle things. The Board may also vote by mail (or femail) ballot.

Besides the responsibilities of attending the Board meetings, the Directors are also irresponsible for the USHGA involvement in their regions. They are responsible for organizing instructors' clinics, appointing Examiners, organizing the Regional Qualification Meet and getting blamed for late magazines. Directors are the focal point for the USHGA activities in their regions.

Directors are not paid and must pay for their own transportation to Board meetings, and for their own postage and phone calls. (The representative to the world organization, CIVL, also foots about $2000/year in expenses.) As a result, few people end up running for Director. Winning candidates often receive only a handful of votes, because of the lack of interest by candidates and voters.

current committees. Most of the committee business is conducted during the two days of the Board meetings when the Board adjourns (when the bored adjourn).

The Board meetings are held in different locations throughout Golden, Colorado (and the U.S.). The next meeting is scheduled for Feb. 17-18, 1979, at Golden Sky Sails, Golden, Colorado. These meetings have always been open to interested YOOSH-GAH members. Since the meetings are very important to the operation of the USHGA, Directors who fail to attend two Board meetings in a row are removed from office. Directors who fail to attend three meetings in a row are elected President. Copies of the minutes of meetings are available from the USHGA office.

The Front Office The YOOSH-GAH maintains an office at 11312Y2 Venice Blvd. in Los Angeles. It is located one block west of the San Diego Freeway, just above the Chiropractor's office and Liquor Store. Members are welcome to drop by. You can pick up a lot of free information, and buy back issues of the magazine or hang gliding books.

Since the beginning, Carol Velderrain has

been duped into remammg the office manager of YOOSH-GAH. She manages the five girls who "work" in the office: Kit Skradski on membership renewals, Amy Gray on hang ratings, Tina Gertsch on accounts receivable, Wendy Tuttle on new members and Janet Meyer on magazine advertising. Working with quill pens and a steam-powered mimeograph machine, they manage to keep the office going. To keep down expenses, everyone is required to bring a piece of coal to work everyday to heat the office.

The Rag Hang Gliding magazine is published by the USHGA, but many people have a misconception of what "publishing" is. Gil Dodgen and his wife, Janie, are the Editor and Assistant Editor, irrespectively. There are no other employees on the publishing end of the magazine. They gather (steal, beg, or write) the material and have the articles typeset by a typesetter (a Benedictine Monk with a very small brush). Headlines, captions and George Worthington's bylines are also prepared, and the whole mess is glued onto cardboard in the Dodgen apartment (and glued onto the Dodgen apartment). These completed boards are

Wendy Tuttle, looking tor those lost member records

The USHGA hires a number of employees. The office staff of about six tend to administrative matters such as membership renewals, hang ratings, printed matter, public inquiries, magazine billing, etc. The magazine staff of two does the publishing of Hang Gliding.

The real power of the USHGA rests in the committees. For most matters, the committees come up with the actual plans which the Board, for the most part, approves.

Committee chairpersons (responsible for finding seats) are usually Directors, but any YOOSH-GAH member can join most of the committees. See the chart for a listing of 18

. ~. /--:-------:..,-----:-,----:----------~~~ I V'v-\ E.. vv.

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HANGGLIDIN

delivered, with the photos, to the printer, who photogra phs them to produce metal plates, then print s and binds the magaz ine.

The magaz ines a re then sent to a mailin g house which prepares them for mailin g (labelling, so rtin g, bundling and mutilatin g

by Z IP order). Because of a ti ght budge t , articles are rarely paid for, and are usually writ ten by volunteering members, again.

The centerfold and cover photos arc not only donated, they a re paid for b y adverti sers. So, if you'd like to see yourself in a ce nterfold, it ca n be arranged.

The Sting The YOOSH -G AH is able to maintain it s programs by st ic king the memb ers eve ry year. There are about 8,500 USHGA members or sub sc riber s to Hang Gliding.

But dues only account for about ha! f oft he income . Magazine advertising, merchandi se sa les, hang rating fee s and bribes also pro vide income . The expenditures consist mostly of magazine printing and mailin g expenses. These ex penses are covered by magaz ine inco me and a share of the dues.

The dues income also covers other ex penses which don ' t have their own funding . A s shown in the diagram s, the current income

exceed s expenses, helping to cover past losses and provide ca pit a l for future pro gram s.

The Bottom Line The YOOSH -G AH is not the large , mon ey-hun gry bureaucracy that a lot of pilot s think it is . It is a small, money hun gry bureaucracy , an d needs voluntary help to do anything. There is no "powerelite" as there arc in ma ny other sport s, where se niority a nd politics determine how thin gs are run.

In other countries, the national organization receives a lot more support than the USHGA ge ts from it s members. Except for advertising, th e manufacturers provide little support of the USHGA. One president of a large manufacturer of hang gliders is not eve n a member!

So, if so mething isn ' t done at the na tional level , whether it is ob taining insuran ce or organizing a co mpetition team, it is probably beca use you didn't volunteer to do it. If you would like to help so lve the problems of th e USHGA, contact your loca l Director, a co mmittee chairman, or th e USHGA office, and put the YOO in YOOSH -G AH! ~

The venerable old USHGA mailing label equipment.

INSURANCE

DUES AND SUBSCR IPTIONS

SITE INSURANCE .

CO NTRIBUTI ON S, INTEREST. MISC

OFFICE & PAYROLL. LESS MAGAZINE EXPE NSES

NAA DUES

CO MPETITION SA NCTIONS ADVERTISING HANG RAT IN G FEES

MAGAZINE EXPENSES PAID FROM DUES

MAGAZINE SALES

EXPENDITURES (dues only)

INCOME (all sources)

USHGA EXPENSES AND INCOME (1977-1978) FEBRUARY 1979

TOP TO BOTTOM: Tina Gertsch , pulling postage on her hand. Kit Skradski, typing very efficiently without paper. Amy Gray, caught rip ping up hang ratings. Assistant Editor, Janie Dodgen , searc hes the file s for an important piece of typesetting, while Editor, Gil Dodgen , catches up on the latest news.

19

Fl

E CE

E IE GO

EAT

by Don Chambers

On a Sunday in early June, 12 pilots assembled atop Silver Spur Peak, Cerro Gordo. This was to be my first flight from here. The first to launch that day was Trip Mellinger, followed by Gary Patmor. Both found lift early and worked up to 12,000 ft.

ASL. They headed out along the spine of the range. They appeared to maintain their altitude well as they approached ominous New York Butte 10 miles away. They seemed assured of getting around it.

In talking with the remaining pilots I found that most felt it was best to fly straight out and go around the formidable plateau between take-off and New York Butte. Several gliders flew out to the valley together. Some were able to locate incredible lift. We watched them circle in 1,000 ft./min. lift and rise 5,000 feet in one thermal. What a sight, backdropped by the immense Sierra Nevadas and snow-capped Mount Whitney.

The emotion and excitement were high, as I helped Jerry Katz, the last of the group, and prepared to launch. The winds were gusty and strong, blowing between 20 and 30 mph. At first the air was broken and turbulent, but once in the sanctuary of a thermal all was well. I was overwhelmed to find the core increasing in strength to 1,000 ft./min. and then even up to a 1,500 ft./min. What a sensation to climb so fast.

This is the only way to travel. My thermal

20

topped at 12,000 ft. ASL and I headed north along the spine. The air had become incredibly smooth-no sink or lift and a strong tailwind.

As I approached New York Butte I began to lose altitude. I spotted a white SST in a large canyon trying to get out of the plateau to the foothills below. He would not make it because his path was upwind. I was much higher, so I felt this could not happen to me. I should be able to find another thermal from here. I continued to sink and noticed a second kite, this time a Quicksilver, who launched just before me. We each had a choice; to shoot for the west face crossing the plateau, or turn back and try to squeak out along the canyon using ridge lift. I went for the west face, but at the end I sank too much and had to pick a landing spot in the trees. I just managed to mush it over a pine and drop it down in a clearingwhat a relief. I packed up the kite and hiked to the west face only to discover a launch impossible and no route through the canyons looked certain to get me out.

I decided to go south. I hiked for an hour over three steep peaks, each a hopeful launch site. Finally I decided I could safely launch from the third. Launching was tricky. I waited until it calmed down to 20 mph. It was very intense, but I was able to sustain along the ridge making my way upwind for a mile to the high point. Now I

had to use my very best ridge soaring skills to maintain in the trashy, strong, quartering winds in hopes of climbing high enough in a pocket of lift to clear the short valley between me and what looked like a clear way down to the valley floor, only three miles away now. The headwind was very strong and I needed a lot more altitude to clear the valley.

It was now 5 pm. While continuing to soar, I looked around to see if I could spot any of the other pilots who were down in this area. They spotted me, and so did the search group, who was driving up the canyon road looking for us.

A most memorable thing started to happen. As I soared the highest point, a large band of smooth lift-either a localized wave or a large thermal bubble-lifted me another 700 feet up and halfway across the valley that I needed to cross. I flew as fast as possible to clear the end of the valley, and even with the altitude I had gained, I just cleared the edge by 50 feet.

Seeing that I could clearly make my way down to the road at the base of the mountain, I began yelling to release all the excitement I now felt. The winds were still very strong and the challenges were not all met.

But, I had been challenged in more ways than I ever had in all my flights before, and succeeded. What an experience!

....

HANG GLIDIN<

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Don Chambers flying in the X-C Classic at Bishop, CA.

-1 N VATI

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EBRUARY 1979

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21

FLYING HIGH!

Alan K. Reeter is a 31-year-old biomedical engineer and engineering consultant from Tucson, AZ with a Master's Degree in Electrical Engineering. He has been an active hang glider pilot since 1974.

One of his many flights above 14,000 feet was a 4-hour and 50-minute, 72-mile flight on his 180 "Oly" at Don Partridge's X-C Classic, most of which was above 14,000 feet. He flew nearly two hours of that time above 16, OOOfeet and his maximum altitude was 17,800 feet.

Reeter's experience with flight began about ten years ago with sport Jumping and flying powered aircraft. During his stint in the Air Force he attended pilot training and spent most of his time flying the F-4 Phantom jet fighter. As an additional duty, he taught classes in aviation physiology to aircrews. He holds a Commercial/Industrial/ Multi-engine pilot's license, and as a sport jumper has been awarded both the SCR and

scs.

Pilots whose goals include high-altitude flying should understand how the thin, cold air will affect their minds and bodies. We are more severely affected by high altitude than are other pilots, because of the physical exertion of hang gliding and the exposure to cold. The oxygen-poor, freezing air at high altitude can reduce reaction time, degrade judgment and increase fatigue. However, knowledge and preparation can help pilots cope with these problems.

Flying to a high altitude can bring on a number of potentially serious physiological problems including:

1. Barotrauma - pressure or pain in the sinuses, teeth, intestines or ears.

2. Evolved gas disorders - decompression sicknesses such as the "chokes" and ''bends.''

3. Pulmonary Edema - fluid in the lungs.

4. Hypoxia - not enough oxygen.

5. Hyperventilation - upsetting the body's acid/base balance by breathing excessively deep and fast.

For the hang glider pilot, the first three ailments rarely occur, unlike hypoxia and hyperventilation. In this article, I will only discuss the latter two.

HYPOXIA Our lungs are constantly absorbing oxygen and expelling carbon dioxide. The oxygen is consumed by our tissues and carbon dioxide is released. Certain levels of both of these gases must be maintained in the blood (as we will see later). At high altitude, prob=EBRUARY 1979

To breathe or not to breathe

by Alan Reeter lems begin when we cannot take in enough oxygen to satisfy all our needs.

Our bodies do a fine job of compensating for changes in air pressure below 10,000 feet, but above this we slowly and surely become oxygen deficient (see figure 1). Between 10,000 and 15,000 feet, hypoxic effects will slowly increase. However, at these altitudes, healthy, resting bodies should be able to partially compensate for the lack of oxygen. The distress phase extends between 15,000 and 20,000 feet where bodies can no longer adjust and we rapidly become more hypoxic. During the critical phase - 20,000 to 25,000 feet - we cannot obtain enough oxygen to prevent incapacitation, unconsciousness and eventually death. Exercise (such as hang gliding) and other stress decreases our ability to compensate for hypoxia and will lower the altitude at which symptoms may appear.

Hypoxia affects the brain more severely than it does any other organ. It's not surprising that impairment of brain function causes most of the symptoms. We almost immediately begin to lose the ability to detect that we are hypoxic. Staying at 15,000 feet for one hour will significantly decrease mental proficiency and short-term memory (see figure 2). It might be helpful to imagine an IQ scale attached to your altimeter, which would be labeled 120 (smart) at 12,000 feet and decrease to zero (moron) at 25,000 feet.'

Generally, pilots become better at recognizing hypoxia after they learn what to look for. The subjective symptoms (those felt by the hypoxic pilot) are usually fewer in number and somewhat different from the objective symptoms (those noticeable to a non-hypoxic observer). Both sets of symptoms increase with altitude and time at altitude. Subjective symptoms' may include: 1. euphoria, 2. apprehension, 3. headache, 4. loss of concentration, 5. dizziness, 6. fatigue, 7. nausea, 8. tunnel vision, 9. tingling, 10. air hunger (usually a very subtle feeling), 11. numbness.

Although a pilot may not notice any of these "feelings," he can usually identify at least one or two. The subjective symptoms vary a great deal from individual to individual, but tend to remain the same for each person. However, an individual's altitude tolerance may change from day to day. If you know your personal symptoms, that knowledge becomes a tool to use for evaluating yourself during any future flights.

The objective symptoms show up more often and, depending upon altitude, include: I. cyanosis (lips and fingers turn blue), 2. increased respiratory depth, 3. mental confusion, 4. poor judgment, 5. loss of muscle coordination, 6. euphoria and belligerence, 7. unconsciousness (permanent brain damage closely follows this).

2. Every symptom on this list was reported to me at least once during an informal survey at the X-C Classic.

I. This does not properly take into account the time spent at altitude.

5.4

25,000 Critical Phase:

20,000 Distress Phase:

15,000 Altitude

(feet)

I/

comprehension unconsciousness physical strengthtt cardiorespiratory lailure death

judgment immediate memory coordination

Compensation Phase:

!!

judgment insight immediate memory

confusion

headache

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tt

8.6 headache

+ 10.1

10,000

5,000

Indifferent Phase: Okay

Figure 1

6.7 Atmospheric Pressure (psi)

White Mountains

12.0

Objective Symptoms of Hypoxia

23

Figure 2 Decrease in Normal Immediate Memory During a Slow Ascent 100 >,_ 0

ce E E Cl) ,_~ 0

2 2

._ ce 90 Oij ~ Cl)

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E

Adapted from: McFarland, R.A., "The Effects of Oxygen Deprivation on the Human Organism," B.A.C. Report 13 Bureau of Air Commerce, May 1938

E

80

70 5,000

10,000

15,000

20,000

Altitude (feet) Notice the difference between what the pilot may think is happening and what is really happening. For example, the pilot will not usually see that his fingers are blue.

A hypoxic person is usually much worse off than he thinks. In the 1800's, teams of scientists studied hypoxia by observing each other on high altitude balloon flights. Many of their early reports fit into the category of, "I was okay, but everyone else was passing out." Any subjective symptoms should be taken seriously.

Unconsciousness does not occur suddenly, but steals over a pilot gradually. As a pilot becomes more hypoxic, he progresses from being stupid (usually above 15,000 feet) to being an arm-waving vegetable (usually above 20,000 feet). At some point in between, he would no longer be usefully conscious; that is, he would not be mentally capable of helping himself out of the situation. The Air Force calls the amount of time that an average, resting individual can remain usefully conscious the ''Time of Useful Consciousness," (TUC): At an altitude of 25,000', the TUC is 3-5 minutes; 22,000', the TUC is 10 minutes; 18,000', the TUC is 20-30 minutes.

Cold, physical exercise and other forms of stress significantly reduce our tolerance to altitude. If a pilot does ten deep kneebends (in an altitude chamber!) at 25,000 feet, his normal TUC of 3 to 5 minutes 24

drops to I to I Yi minutes. Unfortunately, we don't have good data yet on how well cold, hard-working glider pilots tolerate altitude. We do know that we will become handicapped by the effects of hypoxia much more quickly than our stickpushing friends will sitting in enclosed cockpits.

Poor physical fitness, poor diet, alcohol, drugs and smoking also decrease altitude tolerance. These either reduce the tissues' ability to utilize oxygen efficiently or reduce the blood's oxygen-carrying capacity. The carbon monoxide from smoking may reduce an individual's tolerance by 2,000 to 5,000 feet (see figure 3). (At sea level, we can only eliminate half of the carbon monoxide in the blood every four hours.) In addition, altitude increases the potency and side-effects of many drugs and of alcohol.

Being health-minded and physically fit significantly improves altitude tolerance.

Acclimation does not usually occur unless you remain at high altitude for long periods of time - usually days. An hour or two a day at altitude will not significantly improve your tolerance, except that you'll probably be in better physical shape. Fliers living at 5,000 feet or higher may have some advantage over those living near sea level.

Unfortunately, high altitude acclimation is more easily lost than gained; spending only a couple of days on the beach will do it.

Although the body will naturally increase

its respiratory depth with altitude and exercise, you should not consciously use special breathing techniques, such as "pressure breathing," to combat hypoxia.

There are two reasons why these techniques do not help. First, as atmospheric pressure decreases, water vapor begins to displace oxygen in the lungs. As a result, increasing air intake at altitude produces proportionately less oxygen uptake than it would at sea level. Second, breathing harder is work which increases your oxygen needs. In short, the increased oxygen demand will more than offset any oxygen gain. As we will see, these special breathing techniques may also contribute to hyperventilation problems.

Setting a maximum altitude limit for yourself is a good idea, but it's a decision that you should make before you fly. Sticking to the decision is sometimes difficult, even for experienced pilots (Isn't that right, George?). The FAA requires that pilots go on oxygen at 12,500 feet (if at that altitude for 30 minutes or more), and that all aircraft occupants be on oxygen by 15,000 feet.

I would never recommend an altitude limit for someone else, as there is great variation among individuals. Some people seem able to function above 25,000 feet and some have died of hypoxia below 19,000 feet (this does not include those who have died in crashes caused by hypoxia).

However unlikely a hypoxic death or injury would seem in a soaring sport, all of us should be conservative: misjudgment at 200 feet above a 14,000 foot mountain could be serious.

For the most part, a hypoxic pilot will recover almost as fast as he descends.

Often, he will have aftereffects, such as a headache and fatigue; these may affect performance upon landing.

HYPERVENTILATION

Hyperventilation often accompanies, and is mistaken for, hypoxia, though it requires different treatment. Although carbon dioxide (CO2) is a waste gas, it is also used by our body to maintain the blood's delicate acid/base balance. An excessive respiration rate will cause more CO2 to be blown off than is produced. Before long, the resulting deficiency will lower the blood's acidity below the normal range. At first, this will improve the blood's ability to carry oxygen.

However, the decreased acid will also cause the blood vessels feeding the brain to constrict and reduce the amount of oxygen being delivered. In other words, the brain gets HANG GLIDING

less oxygen as hyperventilation increases.

Below 10,000 feet, we must expend a considerable amount of breathing effort to experience the symptoms of hyperventilation.

In high altitude flight, hyperventilation may easily occur. The low atmospheric pressure that decreases the blood's oxygen content also increases the ease of expelling CO2. While breathing at a normal rate, the pilot will already be close to a detrimental acid/base balance. An increased breathing rate from excitement or anxiety can easily bring on the negative symptoms of hyperventilation.

Because hyperventilation decreases the oxygen reaching the brain, its subjective symptoms are similar to those of hypoxia: I. euphoria, 2. dizziness, 3. nausea, 4. faintness, 5. tingling coolness, 6. muscle tremors, 7. numbness. If a pilot continues to hyperventilate or increases his respiratory rate, he may lose consciousness.

Because hyperventilation is often caused by and exists with hypoxia, pilots will not be able to tell whether the symptoms are induced by hyperventilation or hypoxia. For this reason, the Air Force teaches its pilots one procedure for both problems; they are told to breathe at a rate and depth of normal or slightly less than normal. This will control excessive loss of CO2, but it will not significantly reduce the intake of oxygen.

If this procedure or any other conscious change in respiration reduces the symptoms, then the pilot was probably hyperventilating. In the November, 1976 issue of Hang Gliding magazine, Trip Mellinger tells how he overcame the symptoms of "hypoxia" with controlled breathing. Since then, I have heard many similar stories from other pilots. We have probably underestimated the contribution of hyperventilation to high altitude symptoms.

SUMMARY You can reduce the effects of hypoxia and hyperventilation in several ways: Before flying - 1. Be in good physical condition, eat well and exercise; 2. Avoid smoking (completely) and alcohol (at least on that day). (Sex has not been identified as being detrimental to altitude tolerance.); 3.

Be careful with medications, whether prescribed or not. Ask your doctor about their effects at altitude; 4. Dress for the cold. Remember: cold stress lowers altitude tolerance.

In flight - 1. Expect the altitude symptoms to appear between 10,000 and 15,000 feet. This will vary from individual to individual and from day to day; 2. Minimize physical exertion, if possible. Learn to relax; 3. When symptoms appear, monitor

your breathing. Breathe at a normal rate and depth; 4. If symptoms progress past being barely noticeable, descend! Never push it, even if you're below what you consider your maximum altitude. The symptoms will decrease as you descend; 5. Be conservative and leave yourself room for judgment errors at altitude and during descent. Hypoxia and hyperventilation may leave you fatigued and could affect your landing. ~

Bibliography I. ATC Study Guide P-V4A-AS-SW U.S. Air Force, April 1977.

2. Guyton A.C., Textbook of Medical Physiology, 1971.

3. FAA Federal Aviation Regulations for Pilots, part 91.32.

4. Randel, Hugh W. (editor), Aerospace Medicine, 1971.

5. Runyon, Tom, "High Altitude Pulmonary Edema" Glider Rider, page 25, 1978.

6. Stanley, J.J., "The Effects of Hypoxia on Endurance and Coordination of Skiers," Skiing Safety 11, 1978.

7. Robinson, Douglas H., The Dangerous Sky, 1973.

8. Ruch, Theodore C. (editor), Physiology and Biophysics, 1960.

100

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2

4

6

8

10

12

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Altitude (1,000's ft.)

Figure 3 % Blood's oxygen carrying capacity for non-smokers (A),

light smokers (B), and medium-heavy smokers (C) at various altitudes.

Adapted from: Physiology of Flight AF Manual 161-30, 1953.

FEBRUARY 1979

16

You may have noticed that a bird, during his landing approach, avoids throwing a drag chute.

The bird, instead, will cleverly drop and flair his tail. He can then spread and retract this device so as to control the amount of drag needed in order to land on that fence post. So why hasn't anyone yet thought to use the otherwise idle legs of the hang glider pilot for this purpose? Many probably have, but the first on the market are FLAP CHAPS. FLAP CHAPS are easy to put on after your harness, Velcro tabs secure the waist band and side flaps.

The knees are open behind for knee hangers. They will not interfere with your running, and will pop loose in case of a snag. The best of all is that they are cheap at $21.00 a pair from FLAP CHAPS, W.O.W. Products, P.O. Box 2118, Santa Cruz, California 95063.

25

Theres more to ~erformance than a goocl glider.

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Pilots have the option of soaring in standing, seated or prone positions. A standing position enables the pilot to plunge into an aggressive, controlled take-off run and later prepare for a final approach to landing.

While in a seated position, the pilot maintains a lower center of gravity which allows greater glider control in turbulence and while thermaling. Pilots locked into prone position possess a positive relationship with the glider for maximum comfort.

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It comes equipped with a dual range switch that provides a choice of sensitivities for mild and strong lift conditions. A super sensitive audio delivers the quickest possible response to lift. And, a damped visual dial permits easy reading and a slight averaging effect.

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3

1

F FU

ILE

by Marc Kenyon

Cross country flying provides quite a thrill for those adventuresome pilots who have a tendency to get bored making passes at the same 'ol local site. So when five members of the Sky Wackers, a Virginiabased hang gliding club, ventured atop Big Walker Mountain in Bland, Va. on Oct. 8 and found soarable west-northwest winds, with scattered Q's, a decision was made to "go for it."

The first three pilots in the air were Rod Pendry in a Stratus V, Dave Higgenbothem in an Oly 180 and myself with a Phoenix 6C. Fred Straccia lunched in a Stratus V but was unable to catch the sometimes elusive lift. Meanwhile, the fifth pilot, Randy Newberry, was busily setting up his Falcon V. As I hovered above, I watched Fred hopelessly scraping, trying but getting smaller. Then Rod passed by me and shouted, "Let's go for it." I banked hard right and shouted back, "I'm right behind you'' and the three of us were off to what was to be, for me, my most enjoyable and memorable flight ever.

It was now about 2 p.m. and the thermals were really beginning to pop. My vario was pegged on several occasions. Being the last of the trio I was able to "see" the thermals as the other two pilots entered them, and thus had a little better advantage on working them.

With the quartering wind of about 20 to 25 mph aloft, we had no problem making headway. The ridge lift was adequate, but the thermals really made the flight possible.

On one occasion, while coring one of those boomers, I looked up and to my surprise saw a sailplane circling with the three of us.

Rod did a wingover for the newcomer who responded by dipping a wing back at us several times.

The panorama of the Virginia countryside was just unbelieveable from our antage point. The autumn leaves of bright, varied colors, the farms, streams and a crystal blue sky dotted with cumulus clouds ere so beautiful that it was, in a sense, almost hypnotic. At one point in the flight I FEBRUARY 1979

can remember thinking to myself, "I wish this one would last forever.'' Of course it didn't, but the memories always will.

We terminated our flight just short of a large gap that I believe we could have cross••,····•:.•·,•• ·•·:''f;>.>.•

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back for Bland when someone suggested that we take one last look at the ridge in case anyone else was coming. Sure enough, we sited a glider on the ridge and watched its progress to the gap and a safe landing.

Being too far away to recognize the glider we speculated, but our guesses proved to be wrong, for when we rounded the turn at Route 100 we saw, to our amazement, Fred with his glider. He had hitched a ride back to the take-off and gotten off again, and this time he had made it!

The day was complete. We had done what we said we would do and we had all done it together. A super ending for a super flight. ....

LEFT TO RIGHT: Marc Kenyon, Dave Higgenbothem, Randy Newberry, Fred Straccia and Rodney Pendry

ed with a little more perseverance, but, for myself, the large pasture next to the hard road, with a few houses around, was too inviting to pass up. I had had a wonderful flight of about an hour and a half, covering a distance of almost 30 miles. I was tired from working thermals, and was still recovering from a broken hand (skate board accident) which had begun to ache somewhat. It was time to go down.

My landing was routine. After unhooking I watched the sky for other gliders but none were sited.

The friendly landowner allowed me to make my phone call back to Bland where our loyal driver Mike, waiting by the phone, answered on the first ring. An hour later I had packed my glider on the van and was enjoying a beer as we proceeded to find the other two. When we located them I was shocked to see Randy with them. He had made it alone, about 45 minutes behind us!

This was indeed a thrill but I couldn't help wishing that Fred had been with us.

Everyone and everything loaded, we started

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HOW A GLIDER REALLY TURNS Part IV © Copyright by Dennis Pagen I can recall an entirely different form of hang gliding a few years back. This was the era of the standard Rogallo. Besides easier setups, shorter flights, more flapping and tree landings, turning itself consisted of less finesse and more crank and bank. Indeed, very few pilots were aware of the need to perform efficient turns. The gliders we flew were such "lead sleds" that soaring required a head-on gale careening up a steep slope. A thermal was simply another patch of turbulence to be negotiated with caution.

Matters have improved. Today's hang glider pilot has access to sensitive, responsive machines capable of being flown with subtle inputs. To take full advantage of a modern glider's controllability, a pilot must have an understanding that comes from study and a skill that comes from practice.

In this four-part series on turns, we have provided the material for study. You must provide the practice.

This final installment explains some of the variations on a turn useful for different situations. These are by no means all the types of turn control possible. Notably absent from this discussion are wingovers and snap turns, which are more appropriate for experts with plenty of airtime as well as a thorough knowledge of glider dynamics and structure. It is necessary to learn the basics before you start trying more difficult maneuvers. Experiment with the following turns until they become second nature. The rewards are more airtime and winning flights.

THE MAX TURN To hasten your achievement of bird-like flight, you want to produce the most efficient turns possible. What is an efficient turn? The answer depends in part on the situation. If you are turning in a thermal, you want to stay near the core, but you don't want to turn so steeply that your sink rate is increased too much. If you are running a pylon course, you want to do a turn that will lose you the least amount of altitude. On the other hand, a turn at the end of a soaring pass requires a flat, smooth turn without leaving the lift band.

To get a general idea of turn efficiency, we need to establish an important point: the 30

more slowly a glider flies, the smaller the turn radius can be for a given bank angle.

The reason for this is the radius of a curved path must be increased as the velocity around that path is increased, in order to maintain the same centrifugal force (a given bank angle must have the same centrifugal force or the bank angle will change). Now, a small radius turn is desirable since it will be easier to stay within the core of a thermal and a given turn will cover less distance, los\,,vEAK

To remedy a stalled or nearly stalled tip, a pilot can do one of two things: he can quickly pull in (to lower the angle of attack of the entire wing, including the stalled tip) or roll into a turn. As we saw in Part III, rolling into a steeper bank effectively lowers the angle of attack which will, of course, unstall the wing.

If a pilot pushes out too little in a turn, a slip will result. In this case, a loss of altitude occurs because the glider accelerates downEDG- 1=.

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ing less altitude.

The factor limiting how slowly a glider will fly through a turn is the inside tip. This is the portion of the wing that is flying at the highest angle of attack. Consequently, to turn as efficiently as possible, you should push out until just before the inside tip begins to stall. You will then have completed a "max turn." It is interesting to note that a glider with flexible tips will be able to turn with a smaller radius, since the inside tip will wash out more, allowing the pilot to push out more so that the entire glider is flying at a higher angle of attack.

We should progress one more step and ask ourselves what happens if a pilot pushes out too much, or not enough! The first situation results, simply enough, in a stalled inside tip. The glider then rotates into the turn and starts to spin or falls off a wing and recovers, depending on its inherent stability. In either case, the result is a loss of altitude.

ward and to the side due to unbalanced forces. To remedy this uncoordinated form of turn, simply push out more, or roll out of the turn, to increase the angle of attack.

The chosen action depends on whether you wish to maintain your present bank angle or flatten it out. Smooth, coordinated turn controls will prevent this mistake from happening, although it is necessary to know how to make the above corrections, since turbulence can stall a wing or knock you in-· to a slip through no fault of your own.

THE HOT BUBBLE TURN We all dream of launching off a 400-ft. hill on a calm day and venturing into a thermal that takes us to 7,000 ft. or so. Well, the secret to a flight like this is luck, fortune, chance and good turning ability. You must turn to stay in a thermal, but turning too much causes excess sink rate which of course, defeats your purpose.

To be a good thermal flyer, you have to HANG GLIDING

improvise, hunt and hope. Thermal cores can be elusive (only a small percentage are the ideal ''vortex ring'' - most thermals are lumpy with several strong lift areas) and erratic, so you must alter your turns and techniques continuously. However, a few basic rules and guidelines for turning in thermals can be applied.

First, the size and strength of the thermal determine the bank angle. If a thermal is very small, it will be necessary to turn very tightly to stay within its bounds. This follows a law of diminishing returns. As the thermals get smaller and your turns get tighter, your sink rate with respect to the air increases so that at some point you are no longer going up. Obviously, the smaller thermals will have to be very strong to be useful.

A rule of thumb is to use from 20 to 30 degrees of bank for smaller thermals, and 15 to 20 degrees for those that are larger.

An occasional 45-degree bank can be used in a very small, powerful core. Near the ground, individual thermals tend to be smaller and stronger, so the greatest bank angles will occur at lower altitudes on any given day. Of course, you must be wary of banking too steeply if turbulence is strong.

If you watch soaring birds very carefully, you will see that they rarely complete a large number of 360's consecutively. They are always altering their bank angle, turn radius and direction. You will do well to follow their example - they are the experts. The best overall thermalling plan is to level out (widen the radius) when lift is increasing and steepen the bank when lift is decreasing. This method centers you the fastest in the strongest lift as well as accounts for drift and varying cores. Figure I shows a flight following this method in a hypothetical thermal. As the pilot enters the thermal he happens on the strongest core so he continues to fly straight. As he passes out of the core, he notes a decrease in lift, so he turns. As his turn continues, he enters a secondary core so he straightens out. Continuing this procedure, he gradually centers himself in the strongest core and is rewarded with a 5,000-ft. altitude gain. What nice surprises await those who do their homework!

THE OPTIMUM BANK A hang glider (unpowered) gets its energy for motion from gravity (converting potential energy to kinetic energy). In level flight or in a turn, it must be falling with respect to the air. As the weight on the glider (wing loading) increases, so does the rate the glider sinks through the air. We saw in Part III of this series of articles that the apparent weight of the pilot and glider increases due to centrifugal force in a turn. This pheFEBRUARY 1979

nomenon is termed G loading and can be readily felt when turning with a glider, automobile, motorcycle, skateboard or skis.

G loading increases with the bank angle.

You will feel twice as heavy at a 60-degree bank, four times as heavy at a 75-degree bank and more than 11 times as heavy at an 85-degree bank - the latter bank angle far exceeds the structural strength of most hang gliders. These figures hold true for a con-

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turn or a series of turns (for example, a common task in tow meets is completing a maximum number of 360's). What bank angle will provide you with the least amount of altitude loss per turn? From our previous discussion, we know that the steeper we bank, the faster we sink. However, the more shallowly we bank, the longer it takes to complete the required turn, so the gain in sink rate is not realized. You can see this by imagining trying to complete a 360-degree

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stant, coordinated turn. Bank angles much greater than 85 degrees can be achieved in wingovers, but these maneuvers do not pull high G loads because the bank angle is continuously changing and centrifugal force does not build up. Consequently, the general flying speed, stall speed and sink rate of the glider (in a direction perpendicular to the wing surface) must increase along with the bank angle (see figure 2).

To achieve the increased speeds necessary in a turn, the nose of the glider angles slightly downward and to one side. This downward tilt is greater for steeper banks so that a helical path is described through the air. Figure 3 shows this path for two different angles of bank. Note that the higherbanked turn has a smaller radius, but a steeper downward spiral. This aiming of the glider slightly downward along with the increased sink rate is the cause of the net increase in vertical sinking speed in a turn.

We can derive an equation to describe the sink rate of a glider in a turn, but the result would not be meaningful to most readers.

However, with a little interpretation, we can learn a valuable lesson from this discussion.

Imagine you are required to make a given

turn at a one-degree bank. Your sink rate would be not much more than that of level flight, but the flight path would cover more than I Yi miles before a 360 was completed, and thus, you would be well below the altitude normally required for a 360.

The fact is, the altitude loss for a given turn is determined by a term in the abovementioned sink rate equation that contains the product of the sine and cosine of the bank angle in the denominator. Thus, a bank angle of 45 degrees will provide the least loss of altitude for a given turn. A

SHp.JJ_O,Vv ---ru RN Fl-tG-~

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31

lesser bank angle will certainly cause you to sink more slowly, but turns take longer. A steeper bank completes the turn more quickly, but loses more altitude.

Generally, you will want to turn shallower than 45 degrees in thermals when there is no premium on completing a turn in any particular length of time. In a speed run or in sink, you will want to turn more steeply (up to a 60-degree bank) to get the turn over more quickly, then compensate in a straight glide for the extra altitude loss, if necessary. Making decisions such as these is part of the challenge of flying.

shown in figure 5. The glider will respond about half a second later with a slow yaw turn. A glider with a pulley system is particularly sensitive to this type of control, since the turn is due to the aerodynamic imbalance caused by the glider flexing. The length of the side movement depends on how much bank and turn you want to initiate. You can even use this method to quicken your normal steep turns. Experiment and have fun.

All experiences in hang gliding should be acquired for the net result of enjoyment.

There is no other reason for humans to try ~ \ ) ! CK

FLAT TURNS A special situation exists when ridge or thermal soaring in light, scratchy lift. In these situations, slow, flat turns are in order to minimize altitude loss. Several methods may be applied. First, you can try to yaw your glider around by putting some yaw action in your hanging body (this is more effective for prone and supine than for seated). This is shown in figure 4. A pilot wishing to make a left turn starts by swinging his body in a clockwise direction, then pushing himself to the left as in 4 (b). His body's inertia combined with the drag on his left side will apply a torque to the glider which will yaw it to the left. The normal adverse yaw (which is greatest at low

coNTl<.01- SAR..

speeds) will be reduced and the glider's yaw-roll coupling will complete a slow, flat turn.

The above turn method allows a pilot to turn without pulling in on the control bar.

There is another technique which accomplishes the same thing more efficiently (since a body turned sideways to the airflow creates extra drag). This is the punch turn.

One way to perform a punch turn is to move to the side slightly, then push out and back with a sudden jerk.

A better method is to simply give the control bar a sudden jerk to one side, returning quickly to the center. This movement is

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But hang gliding is getting more complex and a pilot on a cross-country flight needs more than a variometer. So . . . we have designed the PARAGON FLIGHT PAC that will do it all. It comes in two models, FLIGHT PAC 14 and FLIGHT PAC 9, including a variometer and you can add all the instruments that you require for your kind of flying. The PAC 14 has a variometer and room for at least four other instruments. The PAC 9 has a variometer and room for three more instruments.

32

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to become bird-like except for the aesthetically pleasing sense of freedom and release. This four-part series covering the many aspects of turning a hang glider was intended to provide the background knowledge to further a pilot's progress to complete familiarity with his glider in the sky.

Once the mechanics of flight controls become automatic, our minds will be free to reach skyward. I can't think of a better obsession. ~

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fill, THAT SPOT

BY TOM JENSEN

Start: Everything is cool.

Start: Everything is cool.

Spot moving toward you (you're too high) 1. Slow to min sink or 2. Do shallow slippy turns or 3. Drop body and speed up.

Back on target

Chainlink fence with a guard dog on your side. The sign says, "Fence charged with I0,000 volts."

Spot moving away from you (you're low) 1. Streamline body 2. Speed up to max L/D 3. Squeak over obstructions.

Back on target. (Dog waiting for next pilot)

Dacron Polyester Cloth: The skin of your hang glider

by Fred Graubaum The art of sail making is complex and demands knowledge and skills. It has become one of the most skilled trades. It demands virtual perfection to satisfy the many design, safety and quality requirements.

Years back, the hang glider pilot was able to handle a standard Rogallo with minimum flying skill. He now needs the fine skill and art to control and guide his high performance glider, bird-like through the sky in gracious execution. Man, restless since the days of Icarus through the days of Otto Lilienthal, has tried to accomplish a bird-like flight and has never been closer since hang gliding.

The sail maker of today, building doublesurface sails in their three dimensional shapes and forms, becomes an artist in his profession. This is merely an indication of the complexity that has come into the sail maker's art. However, all skills of pilot, designer and sail maker combined would not have amounted to anything if it were not for the creation of the material that makes the skin of your hang glider-dacron polyester cloth.

At the present time, this fabric is superior

to all synthetics, stabilized for dimensional stability,* high abrasion resistance, low porosity and no shrinkage with age.

To rest all rumors on this miraculous fabric, I have tested different colors in 70 tests of elongtion under different tensions, residual length after tension release and tensile strength.

Material tested: 3.8 oz./yd. 2 Howe & Bainbridge, Inc., stabilized dacron polyester sailcloth.

The tests were made in accordance with the Federal Textile Test Method No. 191,4108.2.

Strength and elongation, breaking; textile.

Using the Tinius Olsen Testing Machine 600 lb. scale, jaw separation 4.5 in./mi., split drum.

The 3.8 oz.I yd. 2 polyester test samples were cut parallel to the warp 3 inches wide with an overall length of 60 inches. Cut edges were not seared. A 12 inch length was marked on the specimen, then installed for testing and tension applied. The elongation under each tension was marked on the specimen. After being exposed to the 200 lb. tension, the test samples were released

from the testing machine. The 12 inch marking, applied prior to the testing, was then measured for residual length. For the tensile strength test three samples of the same color were tested.

Look at the average tensile strength, which amounts to approximately 1,584 lbs./ft. 2 Now think of the approximate load you are applying to your glider; less than 1.5 lbs./ft. 2 In some situations you may experience loads up to 5 G's. That means 7.5 lbs./ft. 2 It takes 1,584 lbs. times your glider's sail area in pounds to rupture the sailcloth; one thousand times the normal load and 225 times more than the most extreme condition. The consistency in tensile strength between all colors is within 10%.

As for the elongations and residual lengths, consider that all applied tensions need to be multiplied by four to equal one ft. 2 area; loads which only grommets experience during impact on crash landings.

We are fortunate to have the quality and consistency of this wonderful dacron polyester sailcloth which helps to make our great sport safer. ~ *Di111ensional stability was illlroduced by Howe & Bainbridge, Inc., with a 11111/ti-ton heat setting process.

RESULTS OF TEST SHOWN BELOW:*

ELONGATION

RESIDUAL LENGTH

APPLIED TENSION IN LBS. MATERIAL COLOR PURPLE

25

50

75

100

200

3/16

9/32

15/32

23/32

1-11/16

LT. BLUE

3/16

BLACK

3/16

9/32

11/32

5/8

1-1/4

ORANGE

1/32

3/32

3/16

11/32

1-3/16

RED

WHITE

LT. GREEN

3/32

1/32

1/16

9/32

3/16

5132

5/32

15/32

9/32

11/32

9/32

23/32

1/2

9/16

15/32

1-11 /16

1-9/16

1-1/2

1-3/16

BREAK POINT

AVERAGE BREAKING STRENGTH

AFTER STRETCHING MATERIAL UNDER 200 LB. TENSION

376 379 368

374.3 LBS.

718

388 403 424

405.0 LBS.

7/8

406 402 404

404.0 LBS.

9/16

371 411 403

395.0 LBS.

7/16

367 417 401

395.0 LBS.

1/2

384 390 378

384.0 LBS.

11/16

424 412 408

414.6 LBS.

13/32

* The tests were conducted with the friendly support of Pioneer Parachute Company, Inc., Manchester, Connecticut.

34

HANG GLIDING

TUCKING AND BREAKING

by George Worthington In the October, 1978 issue of Hang Gliding, there is an interview with Rich Grigsby regarding his accident at Azusa Canyon. While flying, his glider tucked and broke in the air. The interview gives a very detailed account of the accident. But it doesn't mention the make or model of the glider involved. Why? Stories are spreading all over the United States, between pilots, about tucking accidents and accidents in which gliders are breaking up in the air. Yet it is seldom that any reference is made in print about these accidents. Why? Years ago, when Hang Gliding magazine was called Ground Skimmer, there was a policy of listing all of the serious accidents on a monthly basis. This policy has fallen by the wayside. Why? It is true of course that about once a year R. V. Wills gives as full a listing as possible about the serious hang gliding accidents of the preceding 12 months. I believe this is a vital service which he renders to all hang glider pilots and my hopes are very strong that he will continue this service. It is not my aim to duplicate what R. V. Wills does.

However, I feel that there is a pressing need to examine the facts regarding two specific categories of accidents which have seemingly been on the increase during the last six or nine months. These are tucking accidents and also cases where gliders simply break up in the air.

During the entire history of aviation there have been many examples of accidents which have cost countless lives, which were part of the price that had to be paid for increased performance. An example of this was the inexplicable loss of three British jet powered Comet Airliners from 1952 to 1954. (They were the first commercial jet airliners.) The Comet was then grounded, pending a full investigation. Fragments of one of these airliners were recovered at the bottom of the Mediterranean Sea. Scientists and engineers painstakingly sorted, identified and pieced together the torn pieces of metal. They found that the aircraft's cabin had disintegrated as a result of metal fatigue, caused by repetitive cycles of pressurization. Manufacturers all over the world were thereby able to build aircraft structures able to withstand the demands of pressurization. The problem was cured and progress continued.

These accidents weren't hushed up or FEBRUARY 1979

buried from view. They couldn't be. The public wouldn't stand for it. They were widely publicized in the news media all over the world. Corrective and responsible action was taken even though it cost some manufacturers and airlines millions of dollars in lost sales and revenue.

We must ask ourselves if these ideas and methods are not just as valid in the area of hang gliding.

I am not a scientist or an engineer or an aerodynamicist. I am simply a concerned pilot who feels that some pilots' lives are being unnecessarily risked and lost. I don't believe that enough people are taking corrective action.

The way to solve any problem is to get all the facts obtainable and examine them. We don't have the money, manpower or resources to do the kind of investigation that was done on the Comet. But we can at least make a start by publishing and promulgating the known facts. This is my intention in writing this article.

I am well aware that many manufacturers and others are studying this problem. I am impressed with the safety record in hang gliding. When one considers all the problems involved - the freedom for anyone to make and market a hang glider, the total lack of government interference in the manufacturing process and in the pilot training process, the relative newness of hand gliding, etc. - the high degree of relative safety which we do enjoy is, to me, really amazing and wonderful. But it can be even better. One way of making it better is to have the best possible method of notifying pilots of recent accidents. This should be done on a monthly basis. The news of accidents should not be supressed because someone will lose money by their promulgation. Reporters of our local and national hang gliding publications should be instructed to dig out all the facts on all the serious accidents every single month.

In order to start somewhere I have taken my pad and pencil and asked more than 50 pilots for any information they may have on all tucking or breaking accidents within their knowledge. My list undoubtedly contains flaws. Memories are not perfect. Time and money does not allow me to make a more thorough and complete investigation.

Nothing has been held back or supressed from this list. All of the pilots I talked to

were very much in favor of the idea of gathering and publishing a list of tucking and breaking accidents, and doing it now.

In order to keep a proper perspective, we should remember, I think, that the causes of tucking and breaking accidents are never known in complete factual detail. There are too many variables. Some pilots alter their gliders. Some gliders are damaged by previous accidents or by car top carrying or other handling situations. Some pilots are inexperienced and might thereby be one of the prime causes of the accident. Some pilots cannot refrain from seeking, testing and finding the aerobatic limitations of their gliders. (To a degree, I am in favor of this.) Some pilots are terrible show-offs.

Many of these things can be the primary cause of a tucking or breaking failure.

However, other primary causes can be poor and inadequate testing of the new higher performance designs, or the use of slightly imperfect but cheaper cable, or slightly imperfect but cheaper tubing, or slightly imperfect but cheaper construction methods, or lack of proper quality control in the building process, or lack of pilot handbooks detailing the do's and don'ts of rigging, repairing and flying a particular model.

The problem is complicated. But it is not enough to say, regarding tucking and breaking, as one editorial did, that virtually all models of gliders have at one time or another tucked, tumbled, slipped, luffed or broken. To my way of thinking, that merely sweeps the problem under the rug. And in fact it may be basically incorrect. There are very popular models of which I can't find any recent incidents of tucking or breaking.

Of all the accidents occurring in hang gliding, those involving tucking or breaking in the air are of most concern to me. I feel that most of the other accidents are caused by pilot error. There is a huge difference between those caused by pilot error and those caused by design deficiency or structural weakness. The latter category is somewhat similar to the Cornet jet airliner catastrophes. No matter how skilled and cautious the pilot, the accident will happen.

I have also noticed one very significant difference between the Comet tragedy and our tucking/breaking accidents. In the latter, I feel that the pilot has much more influence in causing the accident. Certainly, pilots 35

who perform hammerhead stalls and very steep wingovers with hang gliders are taking greatly increased risks of having their kite tuck or break. It is vital to note, however, that there are undoubtedly some cases where the pilot has taken every reasonable caution. His kite is undamaged, he is not in a rotor, he is flying in conditions normal to the area, he is alert and sober and he is very experienced in turbulence associated with thermal activity. And yet his kite tucks and breaks, or simply breaks in the air. We can't be totally sure which cases are which.

All we can do is gather the available information and make educated guesses as to whether the kite or the pilot caused the problem. I would encourage every hang glider pilot to study the list and find out if his glider is involved in these accidents. If he feels that the information suggests that his glider has had a number of inexplicable or unexplained tuck or break incidents, he should try to investigate, on his own, much more in detail that I have done.

For example, I fly a 10 Meter, which has been involved in some tucking accidents, as you can see from the list. I made a special investigation of each of those incidents.

After doing so, I became convinced that the 10 Meter, with negative cleflexors and with defined tips, is as safe from tucks and breaks as I can expect a glider to be. As extra insurance I incorporated the recommended modification of the manufacturer by beefing up the fixed washout bar and moving it to the next inboard batten. I'm satisfied that my glider is safe in all the conditions I can expect to encounter at Cerro Gordo, which is my favorite flying site. If I owned any of the gliders contained in the list which seem to have a number of inexplicable tucks or breaks, I would also investigate, as thoroughly as possible, each of the tucking/breaking incidents in which it has been involved. I would talk to the pilots. I would talk to the manufacturer. It

would not be proper, in my opinion, to make any recommendations to you concerning specific models. Each of you must make your own personal investigation and use your own personal judgment. It would, however, be dishonest if I didn't tell you my own personal conclusion for my own personal flying. I will not again fly certain models which are on the list, particularly in turbulent conditions. However, I have not made a personal investigation of the situation in the cases of each of those gliders.

I have gathered a list of tucking/breaking incidents. It is admittedly incomplete. It has unintentional errors. It was the best I could do under the circumstances. I feel it is better than no list at all. I feel that my list is a very small but necessary response to the problem. Others, especially Gary Valle, are devoting intense energy and time to this problem. I feel that we need their devotion.

I believe that they (the designers and certification people) will solve these design and structural problems. In the meantime, please gather and study the incidents of tucking/breaking on your particular glider.

I do not blame manufacturers for trying to minimize the publicity about the incidents and accidents in which their ships are involved. I would do it also, if I were a manufacturer. Economic survival is a powerful and unavoidable stimulant. So whom do I blame if publicity about accidents is minimized or suppressed? I blame us. I blame the pilots. I blame the publishers. All of us must insist that tucking and breaking accidents, in particular, be published each month in our hang gliding periodicals. It could save lives. It will save lives!

The list that accompanies this article has been reviewed extensively by the magazine staff Numerous deletions, additions and

corrections have been made. Where extenuating circumstances were involved, they have been noted. Where more thorough detail is known, it has been included.

The difficulty in gathering these data cannot be exaggerated. Every attempt has been made to seek corroboration where facts were not clear.

Errors will certainly remain, so we solicit any and all information that is pertinent.

We hear rumors, of course, of more incidents, particularly foreign. These are almost impossible to verify. However, we are interested in any reports that may add important data to our bank. Trends may emerge as more pitchover incidents are studied. It appears, as an example, that slow flight in turbulence may not be wise.

The danger of structural failure from higher flight speeds, in turbulent conditions, may be less severe than the danger of the larger angle of attack changes experienced by a glider flying near stall.

We solicit reports from our readership on these and other accidents. The Sachez accident in Spain is still unclear, as are two other foreign incidents. These are both in Brazil and involve Claus Schmaulsburg and an unnamed pilot in Sao Paulo, allegedly flying an Olympus.

Unfortunately, R. V. Wills tends only to receive accidents that involve injury or death, so we must try to piece together this special category from other sources. Please address any accident reports concerning pitcho vers or structural failures to USHGA, P.O. Box 66306, Los Angeles, CA 90066. Please be as specific and thorough as possible and include the names, addresses and phone numbers of any other people who are infarmed on the accident.

After receiving more information an amended list will be published, including any corrections for this list and any new reports. -Ed.

PITCH OVERS GLIDER

PILOT, LOCATION AND DESCRIPTION

Alpine II

Jeff Fogelman-Elsinore, CA. Pilot was probably in turbulence. He had overtightened outrigger deflexor wires, and taken out some dihedral. At high speed glider nosed clown to vertical, then tucked and broke.

Chute was slow to open but did open. Pilot unhurt.

Alpine I

Bob Shock-Soboba, CA. Pilot flew in and out of clouds. He dived out of one cloud into turbulence on lee side of hill. Wind velocity 30 mph. Glider broke while past 90°. Leading edges broke, part of sail tore loose.

Pilot had no chute, broke wrist on landing. A different source said glider didn't tuck but rolled upside down and broke.

Alpine I

Dave Bailey-Santa Barbara, CA. Glider flying normally when nose pitched clown further and further until glider became inverted. Glider stabilized in inverted flight until it hit a tree. Pilot unhurt.

Alpine

Mike Mitchel-Torrey Pines, CA. Wind strong from north. Pilot making landing approach. Had turned into wind, low at high speed. Simultaneously leading edge broke and glider tucked, then did a forward somersault.

Pilot injured critically.

36

HANG GLIDING

GLIDER

PILOT, LOCATION AND DESCRIPTION

Cirrus II

Kurt Zobel-Crestline, CA. Pilot states he was dumped out of a thermal. Glider pitched down as right wing dipped to a 110° inverted attitude. Pilot fell into sail/control bar. Left leading edge broke, glider spun, flipped and right leading edge broke. Pilot used chute, which worked. He suffered badly bruised back ribs.

Cirrus lII

Rick Daley-Francis Peak, Utah. Thermal conditions. Glider tucked and broke. Pilot landed in snow patch and suffered a mild concussion.

Cirrus III

Bernie Woffard-Quito, Equador. Glider tucked and broke exiting a thermal. Pilot seriously injured.

Cumulus SB

Jim Thompson-Parker Mt., CA. Tucked and broke. Pilot unhurt. High winds and turbulence reported.

Cumulus SB

(?)-Torrey Pines, CA. Wind was from the north. Pilot was flying downward, fast and low in landing approach. Glider tucked and did forward somersault. Minor damage on landing. Pilot not seriously hurt.

Fledgling I

Rick Martin-Oosyoos, Canada. Tucked. Glider had been rebuilt. Pilot killed.

Gryphon

(?)-European Championships, 1978. Seventeen-year-old pilot doing hammerhead stalls. Tucked, broke negatively. Had chute, didn't use. Landed between two cable car cables. Both sides of glider were held up by the cables. Pilot's body went between. Unhurt.

Highster

Bob Jester-Reno, Nev. Glider tucked and broke. Pilot deployed parachute. Unhurt. This glider did not have floating tips.

Kestrel

Juan Garcia-Denmark. Hit rotor, tucked, did two forward somersaults. Glider did not break. Pilot kept on flying.

Mariah

John Brant-Palomar Mt., CA. Glider was hit by turbulence from behind and apparently broke negatively.

As glider began to pitch down pilot successfully deployed parachute. Uninjured.

Mariah

Rich Grigsby-Azusa Canyon, CA. Pilot was thermaling, in relatively turbulent conditions in front of ridge.

Glider's nose dropped quickly and tucked. A leading edge snapped, then the crosstube broke. Glider dived into ground. Pilot used chute which deployed at last second and was unhurt. This glider employed graphite battens which demonstrated significantly reduced positive moments at low angles of attack.

Mariah

Rich Piccirilli-Elsinore, CA. Pilot was trying to descend rapidly. He made numerous steep spiral dives.

Glider either tucked and broke or broke and tucked. Pilot had chute, but was too low to use it. Glider hit between two rocks with pilot suspended. Unhurt.

Mariah

Gary Patmor-White Mtns., Owens Valley, CA. Pilot was thermaling in strong turbulence at 12,000 ft. ASL with the ground vertically 1,000 ft. below. Glider nose pitched up violently. Pilot initiated turn. Glider tucked and tumbled forward several times. Pilot was pinned to underside and was slow in getting chute out. Prior to impact chute partially opened. Pilot's back was injured, ankle broken, face lacerated.

Olympus 160

Jim Swartzlander-Elsinore, CA. Tucked and broke. Uninjured. Pilot had overtightened deflexors and lowered washout setting in floating tips.

Olympus 160

Dan Tierney-Mt. Elden, Flagstaff, Ariz. Strong thermal activity at an infrequently flown site. Moderate turbulence. Glider trimmed near stall. In straight and level flight between thermals the glider tucked. Leading edge, keel and floating tip broke. No chute. Survived.

Peregrine Owl

Rex Baldwin-Montana. Tucked and broke. Pilot unhurt.

Phoenix 8

Bruce Galloway-Laguna Mt., CA. Glider was built in Canada, and had no defined tips or reinforced leading edges. Wind was about 15 mph at take-off. Pilot was flying out in front of ridge in relatively smooth air when a gust seemed to pitch nose up 45°. A following gust seemed to pitch the nose down into a dive that passed vertical. Pilot pushed out on control bar but glider remained in dive for about 400 ft. Suddenly glider pulled out and while doing so the right leading edge broke, the right crossbar failed, then the left leading edge broke.

Glider did outside loop and flat spun. Pilot, while pinned to crossbar, deployed chute and touched down to a gentle landing.

Phoenix 8

Steve Reeves-Lookout Mt., TN. Glider reported altered by pilot, may have forgotten to hook up cable tensioner. Pilot was 300 ft. above ridge and 100 ft. to the rear of launch. Got some strong "down," pushed out, stalled, tucked and broke. Injuries fatal.

Phoenix 8

Dave Rodriguez-Point of the Mountain, Utah. Pilot's supine harness was 12 inches too long. A stalled launch caused him to end up in rotor behind the ridge. Glider tucked, did four quick successive tumbles.

Leading edges broke. Pilot received spinal fracture.

Phoenix 8

Lyle Cogbill-Magazine Mt., Ark. Thermal conditions. Other gliders flying nearby. Glider was l ,000 ft. above ridge and out in front. In level flight, the glider nose pitched down into vertical dive, then, after a loss of 100 ft. nose tucked under past vertical. Glider then pitched up through 180 degrees sharply, ripping control bar out of pilot's hands. Glider made whip stall and pitched down to inverted position. Leading edge broke.

Glider entered tail slide and spun rapidly, 1,500 ft. to the ground. Glider hit in trees with pilot's feet just touching ground. Unhurt. (Pilot reports that glider previously seemed to have tendency to pitch "drastically" nose down when coming out of a thermal.)

FEBRUARY 1979

37

GLIDER

PILOT, LOCATION AND DESCRIPTION

Seagull 10 Meter

Greg Henzie-Telluride, Colo. Glider tucked, then came out and pilot was able to control it to a safe landing.

Glider had no negative deflexors, which are part of the washout system. Kite had no defined tips.

Seagull 10 Meter

Bob Keeler-California. Pilot was running test flight for Seagull. He was trying to induce tuck. Glider tucked, did two outside loops or tumbles. Sail slid on frame. Pilot made landing in ocean. Unhurt.

Seagull 10 Meter

(?)-Northern California. Glider tucked, tumbled and broke. Original prototype with no negative deflexors.

Pilot flying in rotor. Hit trees, cracked ribs.

Seagull IO Meter

(?)-Norway. Pilot doing whip stalls. Glider tucked and broke. Glider was shipped back to factory and tested.

Could be tucked trying to duplicate Norway whip stall incident. Washout hardware was modified. Same pilot could not induce tucking from whip stall maneuver. Norwegian pilot seriously injured.

Sirocco I

Marino Sachez-Spain. There are differing reports on this incident. One source says glider tucked and broke, another that it simply flew into the hill. Gusty conditions. Pilot launched, turned 180° and flew over back side of hill. Seriously injured.

Sirocco II

Bill McKeller-Telluride, Colo. Strong turbulence. Other pilots in the air. Tucked and broke. Glider fell like a leaf. Pilot unhurt.

Sirocco I

Stewart Soule-Haines Hill, N.H. Pilot had altered glider by tightening horizontal and bottom deflexor wires as tight as they would go. This was prototype with no defined tips. On earlier flight pilot said, "I can't control glider." Tucked and broke. Injuries fatal.

SST 90

Mike McClane-Mt. Wilson, CA. Took off on leeward side of mountain in wave conditions with 60 mph wind blowing over top. Climbed 2,000 ft. in less than a minute, encountered violent turbulence. Glider inverted and broke. Pilot sustained broken bones.

SST IOOB

Rick Garrett-Soboba, CA. Thermaling 1,500 ft. above takeoff. Glider either rolled upside down or tucked while in slow thermaling turn. Leading edge broke. Glider spiraled down. No serious injuries.

Sun Prototype

Dan Montgomery-Albuquerque, N.M. Pilot reported to have altered glider. Flying at 500 ft. in mild turbulence. One wing lifted, glider dived, tucked and broke. Injuries fatal.

Sun Swift

Bob Van Wagoner-Telluride, Colo. Tucked and broke. Landed in tree. Unhurt.

Sun Swift

Wells Baum-Escape Country, CA Glider was prototype. Tucked and broke. Pilot unhurt.

Sun Swift

Brian Jensen-Colorado. Tucked and broke. Pilot unhurt.

Sun 10

Greg Rossell-Francis Mt., Salt Lake, Utah. Pilot was thermaling. Glider nosed straight down, tucked and broke. Pilot hit only large snowbank in area. Unhurt.

Wills XC

Jeff Bline-Elsinore, CA. Turbulence created in take-off area by north wind rotoring off secondary ridge.

Glider tucked, tumbled and spun. Right rear leading edge failed. Pilot landed in heavy manzanita bushes and was uninjured. He opted not to deploy chute as glider remained controllable and rate of descent was low.

Wills XC

Dennis Hibdon-Redhill, CA. Glider pitched over exiting thermal. Glider did not have floating tips. Leafed in. No serious injuries.

STRUCTURAL FAILURES GLIDER

PILOT, LOCATION AND DESCRIPTION

ASG18

Lee Sterios-Fort Funston, CA. Pilot was test flying glider for owner who felt it seemed to want to tuck.

Glider dived steeply, was near vertical, pulled out sharply and broke. Injuries fatal.

Cal Glider MK II

Roger Moeder-Dog Mt., WA. Pilot was doing steep wingovers. Leading edge broke. Glider flipped on its back, the other leading edge broke. Glider spun and landed in 12 inches of water. No parachute. Pilot suffered sprained ankle.

Cirrus III

Lee Shurie-Lookout Mt., Colo. Smooth air. Pilot was doing steep wingovers, went into steep dive, pushed out, nose pitched up to vertical. Glider "tail slid" and fell inverted, broke, tumbled three times, landed in tree. Pilot unhurt.

Dragonfly MK II

Dusty Stapp-Cucamonga, CA. Crossbar failed. Injuries fatal.

Dragonfly MK II

Ben Factor-Santa Barbara, CA Pilot tried to do a loop. Crossbar failed. Injuries fatal.

Moyes Midi

Brad Phillips - Warren Dunes, Mich. Kite stalled, followed by extended dive. During recovery control bar failed. Control bar was reportedly home made and had been bent and straightened before accident. Pilot unhurt.

38

HANG GLIDING

GLIDER

PILOT, LOCATION AND DESCRIPTION

Moyes Maxi

Roland Davies-Lookout Mt., Georgia. Pilot was doing past-vertical wingovers. Glider's nose pitched up and over to inverted. Pilot fell into crossbar. Injuries fatal.

Olympus 160

(?)-Hawaii. Pilot had made "unauthorized" alteration of crossbar. He made a sharp high speed pull out.

Crossbar failed. Injuries fatal.

Phoenix 68

Charlie Regio-Tucson, Ariz. Thermal conditions. Leading edge failed. Spun in, landed in only tree in area.

Pilot unhurt.

Phoenix 68

Chris Swanson-Soboba, CA. Mild thermal conditions. Leading edge failed in level flight. Crossbar failed.

Flat spun from l ,000 ft. Glider impacted in soft, sandy area. Pilot broke bone in shoulder.

Phoenix 68

Richard Smith-Sierras, Owens Valley, CA. Very turbulent. Leading edge failed in level flight. Kite tumbled, flat spun, and headed for mountainside at high speed. Pilot used parachute. Unhurt. Bennett reports that this old model 68 had hardware and rigging modifications by pilot.

Phoenix 68

Jerry Jacobson-Sylmar, CA. Glider either broke and tumbled or tumbled and broke in thermal conditions.

Airborne witness reports hearing leading edge break and seeing glider spin down. Pilot landed in bush and was unhurt.

Phoenix 6

Frank Lyon-Lookout Mt., TN. Pilot had made two previous flights in glider that day. He claimed no modifications had been made to glider, however, there was a sailpatch in area of breakage. Pilot flew straight out 30 ft. and right wing folded just aft of crossbar junction. Glider landed in trees. Pilot unhurt.

Phoenix 8

Jack Carey-Point of the Mountain, Utah. Strong thermal conditions. Glider pitched up on one wingtip, then pitched straight down. Right leading edge failed. Glider spun in steep spiral dive, tumbled and broke further.

Pilot used parachute and was unhurt.

Phoenix 8

Don Krueger-Latrobe, Penn. Airport. Glider was land-towed into the air. Pilot released in smooth air and flew straight for some distance. While making turns at 800 ft. a leading edge failed near tip. Glider did wingover and the other leading edge broke. Glider dived to ground. Injuries fatal.

Phoenix 8

Chuck Baneau-Crestline, CA. Leading edge failed while in slow thermaling turn. Pilot unhurt.

UP Spyder

Scott Neunam-Cucamonga, CA. Kite was thermaling. Crossbar failed, kite spun, injuries fatal. One witness reports seeing glider invert first. ~

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I

Ever dream of having an old Chanute biplane or a bat-shaped Lilienthal glider-gracefully sliding into the air and smoothly soaring that ancient craft thousands of feet above the "super ships" of today?

I have. In fact, I had dreams of having one as a "spare" so that when the flying conditions were not soarable I could glide into the landing area with a relic of the old days-sort of like an antique car buff who wheels his vintage Hudson to the Country Club's covered entrance.

I even went so far as to investigate the flight characteristics of the Chanute biplane (c.1904) only to find that its sink rate was 42

similar to that of a wounded goose and its glide ratio looked like a sales graph of the Sun Swift. So I amused myself with an East Riser instead, but the dream persisted.

One day last July, while I was diligently laboring over bent control bars which were heartily misshaped by beginning Rogallo students (remember how it was?), a guy, Edy Paul, came into my hang gliding store and began to reveal a plan for building three old-time gliders for Hollywood. He said this production company wanted three gliders-a Lilienthal monoplane (c.1889), a Chanute biplane (c.1900) and a Wright box kite (not factual). Furthermore, these gliders were to be built and delivered in

E

three days. He didn't know how much they would pay, but he wanted to buy some tubing from me.

Well, I lived around Hollywood for a while and know how few of these projects are for real. I also knew a guy who was going to rocket boost his Rogallo, a guy who was building an inflatable plane from truck tire intertubes and a guy who was going to pedal power a glider which had more wing span than a DC-9 (oops, sorry Mccready).

Furthermore, I knew Edy Paul was in the car customizing business, not hang gliding, and that the Wright Brothers probably never even had a box kite.

It was an unlikely project, so I sold him HANG GLIDING

LI E

all the bent downtubes that I could scrounge and promised something about going to see him a few days later.

Three days passed before I actually ventured into his auto shop to discover the skeletal beginnings of the Lilienthal glider.

Edy had somehow found complete plans for this and the Chanute biplane. I took a few pictures with my trusty Instamatic 110 and promised to be back in the following days.

Two days later when I checked in on him I saw no gliders at all-no surprise to me.

These guys with big ideas hardly ever stick it out to the finish. I was wrong again. Edy patiently explained that the gliders were FEBRUARY 1979

by John Ballantyne Photographs by Edy Paul

finished and delivered. That's when I felt the first indications that I'd missed something good. Having not actually seen the gliders though, I remained somewhat skeptical while Edy told me he had been hired to go on location as technical advisor for the filming. All I could do was wait for the pictures which he promised to take.

During the 13 days of filming, during which the gliders were suspended from a crane, the fictitious box kite and the Chanute biplane were destroyed in planned crashes.

Because this movie, filmed by Sun Classic Productions as one part of a 22-part series, called Mark Twain's Young America, is

CLOCKWISE FROM OPPOSITE PAGE BOT· TOM: Chanute's glider was flown in the light winds near Lake Michigan. Jim Halty pilots a Lilienthal replica from a crane. Edy Paul's replica of Chanute biplane c 1900. Parallel bar weightshift control similar to early modern hang gliders.

Fictitious Wright Brothers' box kite. Landing approach on the crane.

meant to tell the story of early aviation, I suppose it would be historically accurate to crash them, although I really wish audiences could enjoy safe successful flights.

The Lilienthal glider was kept by the studio for a movie museum and when Edy returned with a carousel full of slides I couldn't help being envious of his project.

One thing is for sure-you can bet that I will keep an eye on him in the future and be looking forward to the next project. .,...

43

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_ _ _ -THE COMPLETE OUTFITTl~G ANO SOURCE BJOK FOR HANG GLIDING. by Michael Mendelson History. ,noJels. accessories. publ1cat1ons. organizations. ~chools. sites _ _ _ _ -FL'/. THE COMPLETE BOOK OF SKYSAILING. by Rick Carrier Basic mlormat1on on techniques and 1nstruct1on --------HANG GLIDING AND SOARING by James Mrazek fl1gl1t theor1 and meteorolog1ca1 data ___ --HANG FLIGHT. b\' Joe Adleson and 8111 W,11,a:ns Tnird ect,1,on flight ,nstruct,on manual 100 pages _ _ _ ---HANG GLIDING. by Dan Poynter Re1,1sed ed1t1on The oas,c handbook for skysurf,ng ____ -~--MAN-POWERED FLIGHT. by Keit11 Sher1•11n h1slor1 and 'llodern flying technology design and cons1derat1on - - - - - ~ - HANG GLIDING ANO FLYING CONDITIONS by Dennis Pagen M1crometeorology for p1lols 90 illus by autcor NOT SHOWN· -~~--HANG GLIDING !,NO FL YING SKILLS Dy Oenn,s Pagen A complete instruction manual for beginners to experts -------GUIDE TO ARIZONA. by Wilson Baker 50 pages Siles rnaps and cond1t1ons for flying in Arizona ______ -GUIDE TO ROGALLO FLIGHT BASIC. by Bob Skinner ano Rich Finley A handbook for beg,nn,ng pilots 30 pages __ - - HANG GLIDING. THE FLY1%EST FL YING. by Doe Oedera P,ctor1a1 h1slory. p1!ol comments Pnolos oy Stepnen McCarro11 _ __ _ ---MANNED KITING. by Dan Poynter Handbook on low-launcc flying

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8-14

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COMPETITION AND CERTIFIED GLIDERS What requirements should be put on hang gliders in USHGA competition?

By Tom Milkie

As the 1978 National Championships got underway at Hyner View, Penn., I, as director of the competition, was enmeshed in a controversy which has yet to be resolved. As per rule 3.4.3 of the 1978 USHGA Competition Rules, "The HGMA Certificate of Airworthiness shall be required ... " for all gliders entered in sanctioned competition. In consideration of this rule, the officials had disallowed a number of entries, unless the pilots could obtain other gliders possessing the certification.

Some models of the Sky Sports Sirocco, Chuck's Glider Supply's Falcon 5 Y2, and the Bennett Phoenix 12 were not allowed in the competition. I ended up spending more than five hours on the phone on this matter.

And, ironically, the loudest complaints were from Bill Bennett and Chuck Slusarczyk-the manufacturers who had most strongly supported the requirement for HGMA certification at last year's Nationals! To explain the whole situation, it is necessary to go back to the beginning of hang gliding ...

In 1973, there were more than 200 manufacturers of hang gliders, and they were all making the same model, copied from 46

NASA drawings or Eipper Flexi-Flyer plans. There were some accidents in those years, but seldom could the strong, stable, "standard" gliders be blamed. As designs progressed, however, some manufacturers argued about the structural integrity of gliders by other manufacturers, and the Hang Glider Manufacturers Association (HMA) was formed. A specification for glider construction-listing the sizes of acceptable tubing, the proper alloys of aluminum, and other such detailed requirements-was drawn up. But such specifications are quickly outdated and are quite arbitrary, which contributed to the eventual downfall of the HMA.

By I 976, hang glider designs, and what the pilots were doing with them, were getting quite radical. Pitch divergence at low angles of attack and the infamous ''luff dive" were becoming well-known. Structural failure was not unheard of. Manufacturers saw the need and a new Hang Glider Manufacturers Association (now the HGMA) was formed. Gary Valle did extensive work drawing up a performance-based certification requirement for hang gliders.

These requirements required testing of the completed glider to determine strength, stability and control, yet did not specify how or with what the gliders must be built.

In January, 1977, as a measure of support for the newly-formed HGMA, the USHGA Board of Directors voted to require certification of gliders in all sanctioned competition, per a request from the HGMA. But it wasn't as easily done as said. It took a lot of testing to complete the HGMA requirements, and many manufacturers couldn't get much done, or didn't try.

When it came down to the Nationals in Heavener, Okla. that summer, very few manufacturers had done much and the organizers were faced with a dilemma: disqualify most gliders or change the rule.

Almost all entries were allowed to fly.

Manufacturers who had done some work on certification were allowed to fly, as were gliders classified as "prototypes" and foreign manufacturers (Moyes) which were exempt from the U.S. system. A number of bitter arguments followed for months, indicating that pilots and manufacturers totally supported the requirement for certification.

To add evidence to the situation, one glider allowed to fly at the 1977 Nationals without certification was involved in some pretty hairy dives, which indicated possible pitch divergence problems.

In August of 1977, the HGMA held its annual meeting at the Telluride Invitational in Colorado. A motion was made there, later approved by a mail ballot, to clearly define the meaning of a "prototype"

glider, to avoid some of the problems which occurred at the Nationals. This "prototype rule" as it became known, defined "prototype" as a glider of which three or fewer have been fabricated, which has one-foot high letters on it saying "PROTOTYPE," and which is owned by the manufacturer and not available for sale. Since the HGMA is in no way a part of the USHGA, this definition, as worded in the motion, was a recommendation to the USHGA for use in competition, the HGMA volunteering to resolve any questions.

As 1978 rolled in, the requirement was clear, and a lot of manufacturers were building test rigs and testing gliders. As a director of Region 3 (Southern California), I was particularly aware of the impact of the USHGA requirement on the manufacturers since our qualifying meet was to be the Palomar Open, originally scheduled early, in March. Again, when the planning was being done for the Nationals, I also received a lot of requests for information, indicating a lot of hurried certification testing in time for competition.

Unfortunately, most of the regional meets did not (or were not able to) require certification since they had a lot of problems just running the competition. But for the Nationals, the requirement had been printed and distributed many times. I had personally written letters to pilots who had qualified for the Nationals with uncertified gliders. The USHGA rules, which had been available since March, 1978, do not contain any mention of a "prototype rule," and prototypes were not allowed at the Nationals.

It might have been a lot easier to enforce the rule if other sanctioned meets had also enforced it. The Masters of Hang Gliding meet at Grandfather Mountain, N.C., in September, I 977, supported and enforced the requirement for certification. Hugh Morton's decision made the Master's the first meet to require the certification. In 1978, however, the requirement for certification included the "prototype rule," allowing the as-yet-uncertified Bennett Phoenix 12 to enter. The Manufacturers' Invitational at Telluride has never been sanctioned by the USHGA to my knowledge. Nevertheless, one would expect the manufacturers' own meet to require certification on entered gliders, but apparently none was required.

Now that I have given the story about requiring certification, I will now suggest that we should not require it ... at least in part.

A lot of other sports have gone the route of requiring a standard, for the purpose of safety in competition. But such standards can, with time, dull the incentive for innovation and reduce the opportunity to HANG GLIDING

I propose that gliders in the National competition (but not the regional qualifying meets) be limited to gliders possessing an HGMA Certificate of Compliance (certification), that the HGMA be asked to prepare a written guide for contest safety directors itemizing allowable and disallowed modifications to production gliders for the gliders to retain their certification and that the following types of gliders be allowed in other sanctioned competition, with limitations imposed by the competition director: 1. Gliders manufactured before the initiation of the HGMA program (July 1977) which have appeared to be adequately

safe through the glider model's flying record.

2. Prototype gliders, as defined by the HGMA. 3. Custom-built gliders, with restrictions imposed by the contest director.

4. Gliders possessing an HGMA Certificate of Compliance.

(Note: The Safety Director may also require other evidence of the good condition of a glider, and the USHGA rules also require a minimum of five flights and one hour of air time on entered gliders. The above proposal is a modification of the proposal originally submitted to the USHGA Board of Directors in July, 1978.) ~

like fun, in spite of being crazy. I Bird's Eye View looked was feeling a little queasy and it didn't take

finally found a hill about ten miles away that was perfect - no rocks. I had had a few months of kiteless peace, and the older fears had faded. We went out to our new hill one day, I set up the kite and hooked in, and I flew. It was as easy as that. I went back up and flew again. It was fantastic. It was just what I thought it should have been many months, aches and pains earlier. I was hooked. I was also about to become a mother, and restricted to ground level until September.

I'd better go change some diapers. Hang in there. ~

demonstrate and compare a new concept.

This is not a problem yet in hang gliding, but hang glider development is too young to be cutting off innovation. On the other hand, directors of competitions need as much "insurance" against unsafe gliders as possible. And the USHGA has an obligation to support the HGMA certification program. I would like to propose a change in the USHGA policy, to be voted on at the February Board Meeting in Golden, Colorado. (Ironically, I presented a similar motion at the USHGA Board Meeting prior to the Nationals, but the motion was tabled pending further consideration and solicitation of opinions.)

Learning to fly

by Lauran Emerson People are always asking me how I learned to fly, so I'll set the record straight.

In the spring of 1974, my brother Raym called up from Colorado. He said, "I've just done something that you wouldn't believe. You've got to try it." I'd heard about hang gliding, and I told him to get a kite and bring it up to Montana as soon as he could. Hugh thought we were crazy.

"That's got to be the most insane thing I've ever heard of," he said. "Imagine hanging in a big kite and jumping off a hill to glide to the bottom." That was his general feeling about our plans. He wasn't going to have anything to do with it.

Raym showed up with a 17 ft., rainbowcolored Sun Standard a few weeks later.

Hugh was working straight shifts for a few days, so Raym and I and our friend Susan went out to scout for a training hill. Raym had taken some ground school and had two flights under his belt, so he knew what to look for. We found a hill, got permission to go on it, and set the kite up. Raym put on the harness and showed me how to do it run, fly, land. It was a breeze. I couldn't do it, though. Didn't dare hook myself in. I ran a lot, and the kite flew, but I stayed right where Mother Nature had put me, with both feet firmly planted.

Hugh got off work in a few days and we all decided that the hill beside our house was actually a pretty good place to fly. It's a little rocky and there's a barbed wire fence running along the bottom, but it's plenty steep and faces the prevailing wind. Out we went, and Raym took a flight from about 150 feet up, just to show us what it looked like.

That was the beginning. Hugh thought it FEBRUARY 1979

much for Hugh to convince me to let him have the first try. He donned some thick leather motocross pants, knee pads, padded gloves, heavy jacket and helmet. We all huddled around him at the 10 ft. level of the hill. Raym was the teacher: "OK, Hugh.

First you pick up the kite and make sure it's pointed straight into the wind. Hold it so it's flapping just a little bit, then run as fast as you can. Whatever you do, try not to run into the fence ... " That was ground school.

Hugh picked up the kite, ran as fast as he could and cleared the fence by about 30 feet. He landed out in the middle of the wheat field at the base of the hill. He was hooked. We took the kite back up and set it up on top and his second flight was from there, about 250 ft. AGL. That's how I learned to fly. I didn't. My husband did. I was furious. I was too scared to function whenever I got ready to take to the air. Raym decided the kite was too big for me, so in a few weeks I had my own 16 ft. standard. r have no idea how many individual attempts I made to take off in that thing, but the summer and fall of 1974 merged into one long take-off attempt. I hated it. I wanted to fly, but I hadn't bargained for this. I prayed for Hugh and Raym to be working so they couldn't take me out to get a few more bruises. Every attempt was the same. After I learned that running in place was no substitute for moving along the ground, I made fast runs.

Every time, I'd hold the nose low as I'd been told to do. Every time, I'd run for about 30 feet and land for about 150. Every time, I'd add a few more bruises to the growing collection. I had a sprained ankle. I had scabby knees. I had bloody hands. I had had it.

Winter saved me that year. It was bitter cold and only the birds were flying, heading for warmer territory. We spent some time scouting for a better place to learn and

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HGMA MEMBER (full certification in process)

Cl) Sophisticated, yet Uncomplicated Tne New SENSOR 210. Best all around Sensor yet. Affords very docile handling with an ex· cellent sink rate and LID. Aspect ratio 6.5, full camber sail, available in 5 sizes. For the inter· mediate.

SENSOR 411 INTERNAL CROSS BAR. An ele· gant union of art and science. For soaring achievement and pleasure. Tireless thermaling with a fast and efficient cruise speed. Under development since Sept. 76. Patent pending cross bar and new full round tips, 80% double surface, aspect 8.5, available in 4 sizes. For the ultimate adventure. You owe it to yourself to find out more. Write today, info pack free.

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Dealers inquire on letterhead.\..X)tJtJaK7/Jt§S Contest & Professional flyers (805) 682-4250 inquire.

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47

CLASSIFIED ADVERTISIN(r

SEAGULL 111-Z. 17 ft. Excellent condition. l hour flight time. $550. (213) 860-8278.

you. Top of the hill, overlooking Fort Funston. 10 Hillside Blvd., Daly City, Ca. 94014. (415) 756-0650.

SEAGULL SEAHAWK 170, 1977 Custom Colors, Clean, Low hours $650. Kevin (313) 764-!073.

ELSINORE VALLEY HANG GLIDING CENTER certified, experienced instruction, sales for all major manufacturers and repair facilities. Call (714) 678-2050 or stop in at 15870 Grand Ave., Lake Elsinore, Ca.

SST 100 B Blue center, yellow, white wings. $550. Firm.

Bruce (404) 378-9720.

SUPER SEAHAWK 170, Good condition with prone harness. All white No VA. (703) 243-2179, $750.

THREE NEW STANDARD PLIABLE MOOSE HANG GLIDERS, 17, 18 and 19 foot. Best offer. Tony Anderson Bus. (817) 645-0871. Home (817) 641-7612.

UP DRAGONFLY 180, Excellent condition, with cover must sell. $550. (714) 541-8218.

CONSUMER ADVISORY: Used hang gliders always should be disassembled before flying for the first time and inspected carefully for fatigue - bent or dented tubes, ruined bushings, bent bolts (especially the heart bolt), re-used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with non-circular holes, and on Rogallos, sails badly torn or torn loose from their anchor points front and back on the keel and leading edges. If in doubt, many hang gliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect.

Rogallos ALPINE EUROPA 185 sq. ft. Red/Black dbl. surface.

Excellent cond. Factory maintained. (213) 991-0037.

CAN'T AFFORD A NEW OR USED GLIDER? With only 10% down we will finance the balance or take anything in trade. IOOJo off of any new glider, power pack or parachute with this ad! Contact LEADING EDGE AIR FOILS, INC. (303) 632-4959.

WILLS WING SST 1008. Custom sail, in perfect condition. $800. Extra control bar plus miscellaneous brand new color $100. Swing seat and harness, make offer (213) 332-7385.

WW SST I !OP, Great Condition, Clean Rainbow Colored Sail, Pacific Gull prone harness, helmet, total $600.

Call Chris, Day (919) 227-1469, Night (919) 227-2868.

Rigid Wings CATTO 49er. With trailer with or without mac IOI, Hub & prop. Slightly damaged. Business ventures leave no time for repair or flying. I work nights, call anytime before 3:00 p.m. Make offer. Bob Terhcne (316) 455-3477, Oxford, Ks. FLEDGLING A. Excellent cond. Many extras. Will deliver anywhere. Price negotiable. Call Tom. (916) 345-2115.

FLEDGE B. With Kasper wingtips. Prone, twist-grips.

All bags. $850. Tom Lappas P.O. Box 42203, Las Vegas, Nv. 89104.

FLEDGLING B casper rudders excellent condition new bag $600. (503) 647-5263

CAN WE HELP YOU GET INTO THE AIR? Do you want to fly, but are short of funds? We will trade anything to help you fly. Contact Delta Wing Kites & Gliders, (213) 787-6600.

ICARUS 5 Perfect condition blue and white w/Box. Great for adding power. Asking $500. Call Steve (805) 962-0474 Santa Barbara, Calif.

CIRRUS III $600. OL Y 180, $800. SEAGULL lll-Z, $250. SEAGULL Ill, $150. Call Bob Edwards 225-5184 or 259-6034 (408).

POWER RISER Well made, Low airtime, willing to work out trade for hot flcxwing. Cincinnati, Ohio. (513) 941-5137.

CLEARANCE SALE - Three PHOENIX 8 Regs. $400. $500. Super 8 sail cuts. Updated pro trimmed. Immediate delivery anywhere. (213) 369-5335.

QUICKSILVER "C" $800. Call (408) 255-5184 or 259-6034.

CUMULUS 58 (medium) $500. U.P. Cloud harness, windhaven chute w/zipper attach $250. Bell Helmet SI 5.

All for $700. All equipment in excellent condition. Call Steve (415) 841-2678.

FLEDGLING II B, Never flown, used as a showroom exhibit. $1,200. (512) 451-3395.

VJ with motor - $2,500. (312) 664-8155.

Schools and Dealers

DRAGONFLY MARK Ill Orange, gold-black LE. $450/best offer. (213) 368-5335.

END OF YEAR GLIDER SALE, New 224 Condor $1100. OLYMPUS 180 new $950. Used gliders, UP SPIDER 192 $300. Custom sail, windows $800.

PHOENIX 6C Jr. $500. PHOENIX 8 reg. custom sail windows $600. PHOENIX 8 Reg. $500. PHOENIX 68 Jr. $400., SUPER SEAHAWK 190 $750., SUPER SEAHAWK 170 $700. SEAHAWK 140 $500., CUMULUS IO 19' $600., CUMULUS 5 LG. $450., CIRRUS 3 $500. All gliders sold thru shop are completely disassembled and all worn or damaged parts replaced.

Gliders are test flown before delivery. MONARCH SKY SAILS, 1916 E. Home Ave., Fresno, CA 93703 (209) 264-6880.

MANTA MIRAGE (small) EXCELLENT Purple, Blues, 3 bags Price harness, Bell helmet, Van Racks $900. (713) 453-4188.

OLYMPUS 160. Like new. Beautiful rainbow colored sail, dark blue leading edge. Includes bag. $850 or offer.

(213) 835-4583.

PACIFIC GULL ALPINE I, w/keel-pocket, triple deflexors, prone harness & Brock Parachute included!

Good condition - Asking $700. (714) 493-2505 Bob. After 7 pm.

SEAGULL Ill 18' $400. SEAGULL lII 19' $450. Both excellent condition. Phone (714) 528-4121 or (714) 528-0832.

48

FREE FLIGHT OF SAN DIEGO. Expert instruction utilizing modern, safe equipment. (714) 560-0888.

HANG GLIDERS OF CALIFORNIA, INC. USHGA certified instruction from beginning to expert levels. All brands of gliders, a complete line of instruments & equipment arc available! For information or catalog, write or call: Hang Gliders of California, Inc., 2410 Lincoln Blvd., Santa Monica, Ca. 90405. (213) 399-5315.

HANG GLIDERS WEST-DILLON BEACH FL YING SCHOOL. We sell and service all major brands, parts, accessories. USHGA certified instructors, observers.

Free lessons with purchase of a wing. After the sale, it's the SERVICE that counts. Hang Glides West, lOll Lincoln Ave., San Rafael, Ca. 94901. (415) 453-7664. Hours 10:00 - 5:30.

MONARCH SKY SAILS - New shop serving central California. Dealer for Seagull, Ultralite Products, Delta Wing, Electra Flyer, Eipperformance, Manta. With other major brands available. Complete service available and most hang glider accessories in stock. Complete lesson program from Beginning through Advanced.

1916 E. Home Ave., Fresno, Ca. 93703. (209) 264-6880.

SOUTHERN CALIF. SCHOOL OF HANG GLIDING Largest and most complete hang gliding center in Los Angeles. Featuring Bennett, Seagull, Electra Flyer, Sunbird, all other brands of gliders available. Come demo.

'78' model gliders today! Beginner to advanced instruction with USHGA Certified Instructors. MOTORGLIDING - Sales, demos and power instruction available. 5219 Sepulveda Blvd., Van Nuys, Ca. 91411.

(213) 789-0836.

MISSION SOARING CENTER Dealer of Seagull, Eipper, Manta, Sunbird and Electra Flyer. With other major brands available. Fly before you buy. End blind loyalty. Demos available. Complete lesson program.

USHGA certified instructors, observers. 43551 Mission Blvd., Fremont, Calif. 94538.

THE HANG GLIDER SHOP - For the largest in stock inventory. USHGA certified flying instruction and much, much more! Call (213) 943-1074. 1351 Beach Blvd., La Habra, Ca. 90631.

THE HANG GLIDER SHOP - is now the region No. 3 distributor for the Stratus 5 built by J. L. Enterprises.

We are looking for a limited number of dealers - call: (213) 943-1074.

WIND HA VEN HANG GLIDING SCHOOL, INC. Serving Southern California. Complete line of gliders, beginner to advanced instruction. USHGA certified instructors. Write or call, Windhaven, 12437 San Fernando Rd., Sylmar, Ca. 91342 (213) 367-1819.

ARIZONA THE BEST IN ULTRALIGHT SOARING EQUIPMENT AND INSTRUCTION. U.S. Hang Gliders, Inc., !0250 N. 19th Ave., Phoenix, Az. 85021. (602) 944-1655.

ARKANSAS WESTARK! Call or write the professionals. Pans, gliders, all major brands (new and used), flight schools, accessories. Catalogs available. Dealer inquiries invited.

Sec Larry Edwards, 3!09 Grand, Fort Smith, Ar. 72904.

(501) 782-3456.

CALIFORNIA

This year, somewhere, a hang glider pilot is going to tow up, catch a thermal, and fly out of sight. It may be you. Be prepared ro

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Kite Enterprises Tow System Complete with floats $225 with large floats for heavy gliders $230 Top Release for 2 point bridle sold separately $ 75 Boat Release with carabiner S 30 Kite Enterprises 2 point pulley bridle S 30 Send Sl ,00 for information package.

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ARCADIA AIR SPORTS. Featuring Sunbird, Eipper, and Bennett (other brands available). Personalized instruction in small groups. Lesson programs based on the USHGA Pilot Proficiency Rating System. Certified experienced instruction at all levels. 519 Santa Maria Rd., Arcadia, Ca. 91006 (213) 447-SOAR. CHANDELLE San Francisco - Featuring Seagull, Manta, Eipper, Delta, Electra Flyer, with all other brands available. We stock new gliders, as well as a complete line of parts and accessories, PLUS a full repair facility! USHGA certified instruction: basic, intermediate, and advanced lessons available. 20 years of combined experience qualifies us to do the best job for

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HANG GLIDING

11---------------------------..-----------------------... and anyone who's ever wished for feathers. I Statistics show that more birds, and birdmen, enjoy GLIDER RIDER than any other hang gliding magazine in the world. And with good reason. We offer THE BEST in hang gliding news, features and instruction. But now that we're the recognized leader of the flock, we're not going to rest on our tailfeathers; we're going higher. In coming months look for the most in-depth reporting in the industry on glider safety, accessories and manufacturers' practices. And keep an eye on our revolutionary Rider Rating System, the only meaningful professional pilot ratings in existence. And, as usual, we'll take you around the country and the globe for the best flying sites and fastest competition results. Notto forget our coverage of the ever-growing motorized phenomenon. So don't be afraid to leave the nest. Subscribe to GLIDER RIDER today and discover what you're missing.

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W.O.W. (WINGS OR WHEELS) SANTA CRUZ. Distributor for WILLS WING gliders and accessories.

Sales and service for all major makes. Demos always available for sale. Complete USHGA certified flight instructors and observers. Downtown Santa Cruz, Locust at Pacific Garden Mall, 95060. (408) 423-4442.

CONNECTICUT

77th No. 109, Shawnee Mission, Ks. 66214.

TEK FLIGHT Products, Inc. Featuring Electra Flyer and Sky Sports. Also a complete line of pans and accessories in stock. Personalized lessons by experienced USHGA certified instructors. Call: (203) 288-5430. TEK Flight Products, Inc., 2583 State St., Hamden, CT. 06517. Or call Ben or Alegra in Winsted, (203) 379-1668.

VOYAGEUR'S. Distributors for J.L. Enterprises (dealer inquiries invited). Dealers for Eipper, Wills, Sky Sports, Sunbird, Moose, LEAF, Windhaven and Chuck's Glider Supplies. The only complete sales, training and repair facility in the greater Kansas City area.

USHGA certified instructors and observers. 5935 Merriam Dr., Merriam, Ks. 66203. (913) 262-661 l.

CANADA

FLORIDA

HANG GLIDING SCHOOL OF THE UNIVERSAL SPORT ... Our specialty ... Hang gliding lessons, sale of gliders (Seagull Aircraft) and glider repair. USHGA certified instructor - John Szirony, P.O. Box 227, Yarrow, British Columbia, Canada (604) 823-4273.

MOTORIZED HANG GLIDERS OF FLORIDA-North Florida, Georgia dealer for Manta kits, ready to fly.

Easy Riser, Landing Gears. Largest stock of kites and accessories in the south. Free instruction for our customers. Financing available. Information $4. Box 50961-H, Jacksonville Beach, FLA 32250 (904) 246-2568.

THE AURORA COMPANY - Distributor for Seagull Aircraft, UP Inc., Manta, UFM, Soarmaster Engines, Harness, varios, parachutes, and all hang gliding accessories. In Vernon call John Huddart, 542-8098, Victoria-Les Sairsbury, 382-0004, Vancouver-Robin Pedersen 922-7275, P.O. Box 91176 West Vancouver, Canada V7V 3N6.

COLORADO LEADING EDGE AIR FOILS, INC. USHGA Certified instructors. Distributors for Chuck's Glider Supplies, Sunbird and Bennett. Dealers for Electra Flyer, Wills Wing, U.P. Easy risers, Manta and Seagull. 331 South 14th St., Colo. Spgs., Colo. 80904.

GOLDEN SKY SAILS, featuring Delta Wings, Electra Flyer, J & L Enterprises, Leaf, Manta, Mitchell Wing, Peregrine Aviation, Seagull, Ultralite Flying Machines, Ultralite Products, and Wills Wing. Our well equipped shop specializes in expert repair and custom work. Huge inventory of parts and accessories, including Chandelle and Sun replacement parts. Power packs are available.

A complete harness line. Fast mail order service. We offer regular, advanced, high performance, and tow gliding lessons. All USHGA Certified Instructors. Mountain flights up to 5,300' vertical. Ratings available. We use the most modern techniques and gliders, as well as twoway radios between instructor and student. Located just west of Denver at the foot of Green Mountain. Call or write for free information. (303) 278-9566. 572 Orchard St., Golden, Co. 80401.

l'"'l •::i i

GEORGIA ATLANTA USHGA certified beginner and novice training using wheels and radios for your safety. Rentals, sales, service. UP - Bennett - Wills - Electra Flyer -UFM - Soarmaster - Seagull - Manta. AHG, P.O. Box 48163, Doravllle, Ga. 30362. (404) 458-4584, 448-3516.

MASSACHUSETTS Try a FREE practice run at Aeolus Flight Training Center, Groton Hills Ski Area, Groton, MA. Aeolus instructors can teach you to fly safely and easily, and are certified by USHGA. Open Saturdays and Sundays.

Weekday instruction by appointment. To enroll, contact AEOLUS HANG GLIDER, INC., Box 184, Littleton, Ma. (617) 486-8278.

MICHIGAN

. ~

WHITT WINGS-Atlanta's MAJOR hang gliding school. USHGA Certified instructors and observers.

Ratings l thru 4. Georgia distributor for C.G.S. and C.G.S. Mo-Glider power-pack, also UFM, Electra Flyer, Soarmaster, Bennett, Wills Wing, and Seagull, Call or write: D. Whittington, (404) 923-0531 or Jeff Rees, (404) 874-0718 - P.O. Box 13206, Atlanta, Ga. 30324.

IOWA THE FOUR WINDS! New and used gliders. Power units and complete powered flex wings. Dealer for Bennett, Manta, Soarmaster (we take trade-ins). USHGA Certified instruction with flight simulator Hang Ratings I-IV. Come see our showroom. It'll be love at first flight! 2708 Mt. Vernon Rd. S.E., Cedar Rapids, IA 52403. (319) 365-6057, 366-3989.

KANSAS MONARCH FLYING MACHINES-Your Kansas City area source for all major brand gliders, power packs, parts, accessories, USHGA Certified Instructors. Call Jim, (913) 268-6254 or Rick, (816) 763-3129. 10301 W.

AERO FLOAT FLIGHTS. Motorized hang glider specialists. Dealers for UFM and the proven Moody power package. We are developers of the Safety-Pro harness and 10 C.G. adjustment harness plates. IMMEDIATE DELIVERY ON EASY RISER! P.O. Box 1155, Battle Creek, Mi. 49016. (616) 965-6455.

ECO-FLIGHT HANG GLIDERS - Distributor for Seagull's "Seahawk" and "]Om" in stock. Dealer for UFM "Easy Riser". Complete stock of parts, supplies, instruction using Seagull's new "Seahawk," sail repairs.

USHGA certified instruction. 1168 Ross St., Plymouth, Mi. 48170. (313) 459-4545.

THE HALL WIND METER

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A precision instrument for the serious pilot.

Rugged, dependable and easy to read.

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$18.50 postpaid in U.S. Foreign add $1.00.

Prone bracket $5.50. Seated bracket $4.50.

Seated

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Box 771-M, Morgan, Utah 84050 Dealer Inquiries Invited

C.O.D. Phone Orders Welcome (801) 829-3232

THE ULTIMATE HI BAR HARNESS ALLOWS THE PILOT TO SOAR IN COMFORT FOR HOURS BY DISTRIBUTING WEIGHT EVENLY THROUGHOUT THE HAJolMOCK, THERE ARE NO PRESSURE POINTS IN THE HAMMOCK WHICH IS SUSPENDED FROM 2 BARS, ONE AT EACH SIDE OF THE HARNESS, THESE BARS ARE PREDRILLED AND BY MOVING 2 SUSPENSION BOLTS THE PILOT IS ABLE TO SELECT THE BALANCE HE PREFERS, THE BAR HARNESS LOCKS INTO PRONE POSITION WHEN THE PILOT STEPS INTO THE STIRRUP AND HE WILL REMAIN PRONE EVEN IN 'l'URBULANCE, TO LAND HE STEPS OUT OF THE STIRRUP AND SITS IN THE LEG STRAPS, THE PILOT CAN CHJ\NGE FROM SEATED TO PRONE AND BACK AGAIN DURING FLIGHT,

* Comes complete with D-rlng, knee hangers and stirrup. * S1x sizes; standard, large and extra-large in regular length or long.

* Available ln a rainbow of colors. * Custom fee.tures available.

To order, send your height 1 weight and color choice.

-~~ -~~ -~~ $ l.95 +6% CAL TAX

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Price: $95

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FAR ABOVE THE OTHERS. The Falcon 51 , is far and above, the most advanced high performance ship in today's hang gliding market. It oiiers the increased high performance needed for today's hang gliding yet retains the stability desired by all pilots.

The Falcon 5 1 • enjoys an incredibly wide speed range, having been clocked in excess of 50 mph to elate, vet also maintains an excellent sink ;ate. The 3 1 , made a speed run dt Lookout Mountain in Chattanooga, Tenn. to the point and back in 45 minutes. {This time would have walked away with second place at the Great Race') Consider these facts when looking at your next for first) high performance glider.

Nose angle... .. ..... 108 degrees Stall speed.. .. .. 18-22 mph depending on wing load ..... 9.5 plus LID .... .. ...... 200 f.p.m.

Sink speed .. :'v\aximum speed .. .... 50 mph plus '>ail Billow .......... 0 degrees

WORTHY

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The Falcon 5 1 , is the result of exhaustive studies on drag reduction.

It's bdsic computer designed planform is similar to that of it, predecessor, the Falcon 5, but that's where it ends. The Falcon 5112 incorporates the easy handling characteristics you've come to expect from Chuck's gliders, plus greater speed range and control cdpabilities.

Since the introduction of our MoGlider power pack, response has been outstanding. Popular acclaim doesn't mean we're standing still though. For instance, we are now getting 85 to 95 lbs. thrust . . and that's just the beginning.

Other features that make the CGS MoGlider power pack unique include: • Easy Riser mounting (Rogal lo mounting on the way) • Belt drive, gear reduction design • West Bend engine • Welded 4130 chrome moly steel engine mount • Large diameter 42" laminated, clear varnished prop • Four (4) bolt mounting • Eight rubber mounts to isolate engine vibration from airframe • Muffler is standard equipment • Faster takeoffs and climb rate due to more efficient, large slower turning prop • No wing amplification of sound • Weight of complete engine package is 23.5 lbs.

There's more, but space won't allow us to tell everything. The complete price of the CGS Mo-Glider~ including engine, propeller and accessories is $920. When you take to the sky, don't settle for anything less than the best.

The CGS Mo-Glider power pack is the thrustworthy engine you can count on in the air and on the ground.

As usual with Chuck's Gliders, the entire package, including the quality built Falcon 51 2, baggie, Quikite setup and negative deflexers is priced at a low $1100. For more detailed information, call or write to Chuck's Glider Supplies. Find out foryourself that exceptional quality and performance do exist in one glider ... the CGS Fdlcon 51,,_

For further details call or write Chuck's Glider Supplies. ®

"'DDES NOT INCLUDE GLIDER

CHUC~') GLIDER S'UPPLIES' 4252 PEARL RD. CLEVE., OH 44109 (216) 398-5272

THE HANGAR - Certified instruction, competent repair service. Serving the northwest with a large stock of gliders, parts, accessories, and 5 years experience.

(406) 542-2725. Rt. 2 Mullan Rd., Missoula, Mt. 59801.

NEW YORK AERIAL TECHNIQUES - at Ellenville. The east coast's largest hang glider shop. USHGA Certified instruction, dealers for all manufacturers, most equipment in stock from our tremendous inventory. A.T. is where it's up ... Rt. 209 - in Ellenville, N.Y. 12428. (914) 647-3344 or 783-6751.

NORTH CAROLINA MID-WEST SCHOOL OF HANG GLIDING. Subsidiary of U.S. Moyes, Inc. USHGA Certified Instructors. All levels of instruction - foot launch, tow, and motorized. Located 314 mile from Warren Dunes. We are the oldest school and offer the most professional training in the mid-west. The owners placed 1st and 2nd in Open Class and 2nd in Class I at the '77 U.S. Nationals.

We sell and service all brands of kites and motorized units. If you're thinking of moving up - check with us first, your used kite may be worth more than you think.

Come fly before you buy. 11522 Red Arrow Hwy., Bridgman, Mi. 49106. (616) 426-3100.

MINNESOTA NORTHERN SUN HANG GLIDERS, INC. Distributors for Electra Flyer, Wills Wing, Eipper, Manta, Mitchell Wing, and UFM Easy Riser. USHGA Certified instructions. Owner/managers of the Hang Gliding Preserve, soarable ridge with tramway lift.

When in the north country stop by and test our line of gliders and enjoy the sites. 628 W. Larpenteur Ave., St. Paul, Mn. 55113. (612) 489-8300.

MISSOURI MONARCH FL YING MACHINES - St. Louis' only answer to the serious hang glider enthusiast. We deal all major brands of powered and foot launched gliders, parts, accessories and repairs. Call Tim at (314) 962-5735. 3 Marblehead Dr., Brentwood, Mo. 63314.

MONTANA FLY WITH BEAR TOOTH HANG GLIDERS, 543 Yellowstone Ave., Billings, 59102. (406) 248-4383.

TEXAS ARMADILLO AVIATION. Motorized fixed wings (CA-15 now available). All brands - power units - accessories. Call or write for prices. "We have your wings". 703 North Henderson, Ft. Worth, Tx. 76107.

(817) 332-4668.

ELECTRA-FL YER DISTRIBUTORS. South MidWestern distributors for: Electra Flyer Corp., UFM Products, Sky Sports, Seagull Aircraft. Now accepting dealership inquiries. Call or write: LONE ST AR HANG GLIDERS, 2200 "C" South Smithbarry Rd., Arlington, Tx 76013. Metro. (817) 469-9159.

COME FLY JOCKEY'S RIDGE! If you live east of the Mississippi and want to learn to fly a bang glider safely come to Kitty Hawk Kites. Wilbur and Orville came here to learn to fly. Gliding into the soft Atlantic breezes from Jockey's Ridge is an experience which will always be remembered. Thirteen stories high, it is the tallest sand dune on the East Coast. We have safely taught over 7,500 folks to fly - people of all ages. Hang gliding from the soft sand dune is a major factor in the outstanding safety record of Kitty Hawk Kites, the East Coast's largest and finest hang gliding school. We offer several lesson plans all the way to advanced training in the mountains. Ask about our Fly /Drive Package which includes airfare, car rental, motel, meals, etc. If you need a glider, select one while you're here from our large inventory. We carry the safest and best performing gliders on the market from beginning/intermediate to high performance. Send $2.00 for poster catalog. For a free brochure on the First Flight School call or write: Kitty Hawk Kites, Inc., P.O. Box 386, Nags Head, N.C. 27959. (919) 441-6247.

LONE STAR HANG GLIDERS - Electra Flyer, Sky Sports, Seagull, Manta, and UFM. Sales, repair, instruction. 2200 C. South Smithbarry, Arlington, Tx. 76013. (817) 469-9159.

OKLAHOMA

CENTRAL WYOMING HANG GLIDERS - Sales and services. Electra Flyer, Seagull, Seedwings. USHGA instruction, Basic and advanced. Box 4206, Casper, Wy. 82601. (307) 266-3731 or 265-7292.

WEST ARK! Call or write the professionals. Parts, gliders, all major brands (new and used), flight school, accessories. Catalogs available. Dealer inquiries invited.

See Larry Edwards, 3109 Grand, St. Smith, Ar. 72904.

(501) 782-3456.

TENNESSEE TRUE FLIGHT - Mid-America headquarters for motorized ultralights. All brands of gliders and motor pacs. 3832 Guernsey, Memphis, Tn. 38122. (901) 324-8922.

UTAH THE KITE SHOP AT NATURE'S WAY. Our ECO FLIGHT SCHOOL is Utah's oldest and most experienced, with USHGA Advanced certified instructors.

Complete parts and service for Electra Flyer, Manta, and Eipper. Distributor for the new STRATUS 5. 898 So. 900 E., Salt Lake City, Ut. 84102. (801) 359-7913.

WASATCH WINGS INC. - Salt Lake's Hang Gliding Center. Located minutes from the Point of the Mountain. Featuring a fully stocked repair shop, USHGA Instructors, 2-way radios, lessons beginning to advanced, new training gliders, pilot accessories, and glider sales and rentals. 892 East 12300 South, Draper, Ut. 84020.

(801) 571-4044.

WYOMING

Business Opportunities STARTING A HANG GLIDING BUSINESS!! For a complete line of Gliders, Parts and Accessories contact: LEADING EDGE AIR FOILS, INC. 331 South 14th St., Colo. Spgs., Colo. 80904 (303) 632-4959.

WHEN THINGS START GETTING A LITTLE TIGHT, And the whole world looks like it is made of trees .••

If you fly long enough, sooner or later you will be in a place where it is no time to worry about your vario still working as it did when you bought it or whether it's battery(s) is already drying up.

Ask any Hummingbird owner about long term reliability or factory support. You 1 11 find out why word-of-mouth has been our main selling force.

Th~ true value at $145.00

C£ite~

2143-1 Wyandotte St Mt View, CA 94043

Pilot - Jerry Felice ("I think this vario is spinproof ! ") in his Fledge over San Francisco Peninsula,

52

HANG GLIDING

PILOTS! LEARN TO FLY SAFER, HIGHER, FURTHER ['jJ-Fu-/)o/1' !/111,/m/('(/

!11/urn/(//iu11 (;1wrn11/1'l'fi Fu

!111/nu;•,· LI/Ir F/yi11p,.

11·1ill1·11 n, .I L"SH(;./ I w/rw /ur.

* NEW * HANG GLIDING FOR ADVANCED PILOTS -

DETAILS ON COMPETITION * MOTORIZING - EFFICIENT TURNING - POLARS * SPEEDS TO FLY THERMAL TECHNIQUES* DISTANCE SOARING - PERFORMANCE TUNING* DESIGN CONCEPTS * INSTRUMENTS - ADVANCED EQUIPMENT * SPOT LANDING. $6.95 - 45c POSTAGE.

HANG GLIDING AND FLYING SKILLS -A COMPLETE TRAINING MAN-

TAKE HANG GLIDING WITH YOU DON'T MlSS THE LATEST ISSUE BY FAILING TO NOTIFY USHGA OF YOUR CHANGE OF ADDRESS!! _USHGA # __ _

NAME OLD ADDRESS

___ STATE __ ZlP _____ _

UAL - DETAILS ON: BEGINNING FLIGHT* INTERMEDIATE SKILLS* ADVANCED MANEUVERS * SIMPLE ANO ADVANCED AERODYNAMICS * GLIDER DESIGN* GLIDER REPAIR* SELECTING EQUIPMENT* THERMALLING * HANG GLIDING HISTORY* CROSS-COUNTRY* TANDEM FLYING* TOWING AND MUCH MORE. $5.95 - 45c POSTAGE

NEW ADDRESS

HANG GLIDING AND FLYING CONDITIONS - THEROAD MAP TO THE

LAST ISSUE RECEIVED

SKY - DETAILS ON GENERAL WEATHER * TURBULENCE ' ROTORS * WIND SHADOW ' SEABREEZES ' WIND GRADIENT ' SOARING CONDITIONS * THERMALS * WAVES * WINDS ALOFT - LOCAL WINDS * CLOUD TYPES * SITE READING AND MUCH MORE. $5.95 - 50c POSTAGE.

(PLEASE ALLOW FOUR WEEKS FOR PROCESSING)

$10.95 - 55c POSTAGE FOR ANY TWO $14.95 - 75c POSTAGE FOR ALL THREE. DENNIS PAGEN, 1184 ONEIDA SL STATE COLLEGE. PA 16801 DEALER INQUIRIES INVITED

_.,,. _ 'Z,£)

SLIP INTO SOMETHING COMFORT ABLE THE FLEDGLING 2 >W.

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OR IF YOU HAVE THE SKILL THE STRATUS 5

CITY

CITY---~-- _____ STATE _ _ ZIP __

Notify USHGA Early!

Please Note: You must notify your post office that you will pay forwarding postage on your second class mail or you may miss an issue.

USHGA, Box 66306, Los Angeles, CA 90066.

Golden Sk~ Sails, Inc. Hang Glider Headquarters Lessons

Sales Repairs Custom Work Distributor For Golden Harnesses, Seagull, Electra Flyer J&L Manta, Scrimshaw Jewelry /

Odyssey parachute

Dealer Inquiries Invited

GOLDEN SKY SAILS, INC. 572 Orchard St., Golden, CO 80401 303·278-9566

KEEP UP WITH THE BEST:.

NOW'S THE TIME TO SEE WHAT All THE TALK IS ABOUT. SEE US OR CALL FOR YOUR NEAREST DEALER.

l~[ ~ANC cuorn ~~~~ 1351 Beach Blvd.

La Habra, CA. 90631 (213) 943-1074

FEBRUARY 1979

Look closely at the gliders flown by the better pilots ,n 1978--ln competition. in long distance flying. or Just in ridge soaring better pilots are flying with an edge--They're flying with Flex-Fairings'" By adding Flex-Fairings'". most rogallo gliders can get an increase ,n max glide rat,o of 15-25%' Couldn't you use a little increase in your glide? $49.25/set for crossbar and k1ngpost (add S3 shipping• 6% lax in Calif.). Now available ,n White.

Red. Blue. Black. and Gold Send for free info LAMINAR SYSTEMS 5645 Ave de v,nedos Anaheim. Calif 92807

53

WEST ARK! Let us get you off the ground and into your own Hang Glider business. Call Larry Edwards at Westark! 3109 Grand, Ft. Smith, Ar. 72904. (501) 782-3456.

Emergency Parachutes ODYSSEY'S EMERGENCY PARACHUTE SYSTEM. Light weight - tested and designed by Dave Aguilar.

Master Parachute Rigger and Hang JI] pilot, and by Ed Vickery. Available through Odyssey Sail, P.O. Box 60, Wilton, N.H. 03086 or through Sky Sports. Send for free details today!

THEFT ALERT PAGING SYSTEM - Protect your wings silently with a new breakthrough in glider protection. This brand new electronic system is the first really smart and inexpensive way to protect your equipment.

You carry a small 4 oz. paging unit - the very instant your glider is moved, you know it! The powerful transmitter has a one-half mile range, will also sound an audible alarm if desired. The system is complete with 12 volt transmitter, sensors for two gliders, pocket page and installation instructions. The dual tone sequential coding system provides over 12,000 combinations, a false alert is highly unlikely. Take the worry out of traveling with your valuable equipment. Order your theft alert system today! Only $149.95 plus $3.00 ship-

THE HANG GLIDER SHOP - now distributes Free Flight Enterprises' reserve parachutes and harnesses.

Dealer inquiries invited. (213) 943-1074. 1351 Beach Blvd., La Habra, Ca. 90631.

TYPE: Dragonfly Mk JIB WHERE & WHEN: Edmonton, Alberta, Canada May I. SAIL PATTERN: Dark blue leading edge and tips. Colors from tips, yellow, gold, orange, blue. Red UP insert on right wing. Serial number UPDB 20125. CONTACT: J.D. Proudfoot.

Call collect (403) 326-2304

Parts & Accessories

TYPE: Seagull Ill SAIL PATTERN: Sky blue with black leading edges. WHERE & WHEN: Life Engineering in Carson City, Nevada, Thanksgiving night. CONTACT: Lift Engineering, 2400 Arrowhead Dr., Carson City, Nevada (702) 883-0600

HELMETS! Buco Flightmaster helmets. $24.95, retail.

Excellent dealer discounts on lO or more. Westark! 3109 Grand, Ft. Smith, Ar. 72904. (501) 782-3456.

EMBROIDERED EMBLEMS, CUSTOM DESIGNED CLUB PINS, Medallions, Trophies, Ribbons. Highest quality fastest delivery, Lowest prices anywhere. Free info! ND! Box 6665 DD Marietta, Georgia 30065.

TYPE: Electra Flyer Cirrus Ill. SAIL PATTERN: Keel ou1: red, orange, gold, yellow, red, red leading edge.

WHERE & WHEN: Outside a tavern in Phoenix, Arizona September 15, 1977. $100 Reward. CONTACT: Bill Harris, 3013 E. Moreland, Phoenix, Arizona 85008.

Phone: (602) 833-6931

Publications & Organizations

Ultralight Powered Flight A limited number of preproduction power systems using twin Homelite 450's is currently available to selected pilots on an "at cost basis" from Gemini International.

Please inquire by mail. Gemini International, 655 Juniper Hill Rd., Reno, Nv. 89509.

MC CULLOCH 101, New with propeller ready to go. $200. Call Bob (213) 644-0411 Ext. 1566.

MOTORIZED HANG GLIDERS OF FLORIDA. Manta Fledgling dealer for North Florida and Georgia. Mitchell Wing. Largest stock of Power Riser kits and accessories in the south. Free instruction for our customers. Information, $4. Box 50961, Jacksonville Beach, 32250. (904) 246-2568.

Miscellaneous AN BOLT GAUGE - essential for every owner.

Automatically gives size of bolt up to 8" in length. Also included is a fill-in-the-blanks reference sheet of your glider's specs. for your files, $1. We have your bolt at less than retail. CLOUDHOPPER SUPPLY CO., P .0.

Box 7646, Roanoke, Va. 24019. (703) 345-7518.

PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 3 Y," dia. Inside or outside application. 25~ each. Include 13C for postage and handling with each order. Box 66306, Los Angeles, Ca. 90066.

TEE-SHIRTS with USHGA emblem $5.50 including postage and handling. Californians add 6% tax. Men's sizes, S, M, L, XL. Orange only. USHGA, Box 66306, Los Angeles, CA 90066.

TYPE: Phoenix 8 reg. #161 SAIL PATTERN: Keel out, white, black, yellow, red, It. blue, dk. blue, bluish green bag DISTINGUISHING FEATURES: 7/8 in. straightened down tubes, one knurled CONTACT: Ted Lipke (415) 589-3937. $50 reward. Box 246 Burlingame, CA 94010.

TYPE: Two Soarmaster power packs and one Moody motor package with Rotec prop and muffler. SERIAL NUMBERS: Soarmasters: engine 24857. Soarmaster serial 78150-engine 24389. Soarmaster serial 78145.

The Moody pack has redrilled engine mounts. CONTACT: Trip Mellinger at Windhaven, 12437 San Fernando Rd., Sylmar, California 91342 (213) 367-1819 TYPE: Sunbird Maxi Strato #63. SAIL PATTERN: keel out white, red, orange, gold, yellow, with blue bag.

DISTINGUISHING FEATURE: Dents at top of control bar. CONTACT: Dave Broyles, 1403 Austin Street, Irving, Texas 75061 (214) 438-1623. $100 reward TYPE: Flexi II. SAIL PATTERN: Purple center section, red wing tips. WHERE & WHEN: Route 6 and Harrison, Gary, Indiana, June, 1977. CONTACT: John Alan Filewich, P.O. Box 144, Hobart, Ind. 46342.

Phone collect (219) 887-3178. Reward!

TYPE: Sky Sports Bobkitten II (18xl4) #3. SAIL PATTERN: keel out: white, gold, light blue, red, Kite bag: V, orange V, blue. WHERE & WHEN: miss. from middle takeoff at Ellenville, March 27, l 977 at 6 p.m. CONTACT: Steve Smith (201) 891-1836 or 271-4000 ext. 322 TYPE: ASG-21A Prototype. SAIL PATTERN: White sail, blue leading edges, red, gold and blue tips.

DISTINGUISHING FEATURES: long stinger, black coated cables, quick release on top wires, faded greenish gray cover. WHERE & WHEN: San Diego, on August 18, 1977. CONTACT: Gary Colston, 3845 - 46th St., San Diego, Ca. 280-4307

METAL LICENSE PLATE FRAMES "I'D RATHER BE HANG GLIDING". White lettering on a blue background. $4.00 including postage and handling.

Californians add 6% tax. USHGA, Box 66306, Los Angeles, Ca. 90066.

TYPE: Wills Wing XC 185 #2250. IDENTIFYING FEATURES: No fixed tips, control bar is mismatched, new downtubes, used basetube with vario bracket.

CONTACT: Bruce Bardo, P.O. Box 8543, Missoula, Mont. 59807 892-3094

USHGA has post cards again "SOARING FLIGHT" VJ-23, "LIGHT WIND SOARING" Cronkite. I for JO~. 3 for 25~. 12 for $1.00. USHGA, Box 66306, Los Angeles, Ca. 90066.

TYPE: Pliable Moose Zipper. SAIL PATTERN: Red applied leading edge, white with orange and gold half panels, blue bag. CONTACT: Charles Warren, 842 N. St. Joe #3, Hastings, N.E. 68901 (402) 463-4092

FEBRUARY 1979

The rate for classified advertising is 30~ per word (or group of characters). Minimum charge, $3.00. A fee of $5. is charged for each photograph. Art discount for display ads does not apply to classifieds. AD DEADLINES -All ad copy, instructions, changes, additions and cancellations must be received in writing I Y, months preceding the cover date, i.e., Feb. 15 for the April issue. Please make checks payable to USHGA: Classified Advertising Dept.

HANG GLIDING MAGAZINE Box 66306, Los Angeles, Ca. 90066

TYPE: Cumulus 10 WHEN: May 12 SAIi. PATTERN: Center out, white, yellow, brown. Blue bag. CONTACT: Mike Adams (805) 967-2448

Windhaven Emergency Parachute System meets rigid TSO testing. The best available! Easily adapted to your harness and glider. Write for free details. Windhaven Hang Gliding Schools, Inc., 12437 San Fernando Rd., Sylmar, Ca. 91342.

SOARING - Monthly magazine of The Soaring Society of America Inc. Covers all aspects of soaring flight.

Full membership $20. Info kit with sample copy $2.00.

SSA, P .0. Box 66071, Los Angeles, Ca. 90066.

ping, check or money order to - GULF AIR SPORTS INC., P.O. Box AJ, Venice, Fla. 33595.

TYPE: Pliable Moose "Zipper" #A-1840. SAIL PATTERN: keel au1: red, white, red, white, red leading edges. DISTINGUISHING FEATURE: White arrows in the middle red panel on each wing. WHERE & WHEN: Amarillo, Texas, June 22. CONTACT: James Raef, Rt. 3, Box 459, Amarillo, Texas 79107 (806) 335-1059 TYPE: Highster-double surface glider. SAIL PATTERN: Orange and black. TYPE: "U-2" designed by Dennis Pimentel. WHERE & WHEN: Santa Rosa, Ca., May !5. CONTACT: Highs1er (415) 527-1324 TYPE: Manca Fledgling. SAIL PATTERN: Red leading edge, yellow trailing edge. Red bag and no tip rudders.

WHERE & WHEN: Lexington Reservoir, Los Gatos, Calif. in April '77. CONTACT: Super Fly Sky-Sails, 21383 Aldercroft Hgcs. Rel., Los Gatos, CA 95030 (408) 353-2926. Reward-SIOO TYPE: Cumulus 10. SAIL PATTERN: Yellow sail with black leading edges. TYPE: Olympus. SAIL PATTERN: All yellow on one side and gold, orange, red, purple, dark blue, light blue, white, white, on second side. WHERE & WHEN: Bo1h kites were stolen oul of John Dunham's truck while in San Diego in early March. $100 reward offered by Electra Flyer for 1he re1urn of the Olympus. CONTACT: Eipper-Formance, Electra Flyer, or John Dunham, Reno Hang Gliders, 960 Matley Lane, Reno, Nv.89502 (702) 323-3456 TYPE: Cumulus 10, 20' WHERE & WHEN: Denver, Colo. night of Sept. 12, 1978. SAIL PATTERN: Keel out; white, red, white, purple, white, blue leading edges.

Orange bag. Serial no. 619. CONTACT: Doug Keller, 304-237 Kearney St., Winnipeg, Manitoba, Canada R2M 4B5 (204) 257-6492. $100 reward for info leading to arrest of thief.

TYPE: Phoenix 6B serial no. 182. SAIL PATTERN: From tips in; black, gold, orange, lime, dark blue. Black patch on one wingtip. CONTACT: Scot! Hunter, 220F West Tujunga Ave., Burbank, CA 91502 As a service to the hang gliding communily, HANG GLIDING Magazine is publishing (free) informa1ion on stolen gliders. If your glider is missing, send us a complete description along with your address and phone number to: USHGA, Box 66306, Los Angeles, CA 90066.

55

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ledge 2

AFTER SIX YEARS OF DEVELOPING WINGS WE'VE LEARNED A FEW THINGS ABOUT WHAT PILOTS WANT. FOR EXAMPLE, WE OFFER YOU THE KIND OF·-·--,~.::;:::~Ln. RIGID-WING PERFORMANCE YOU WANT, WITH ROGALLO TRANSPORT, QUICK-SET-UP, AND NO-WINGBAR TUNING PROBLEMS ...

AN UNMATCHED SPEED RANGE THAT WILL SHORTEN DISTANCES QUICKLY, YET PARACHUTES FOR LANDINGS ...

THE TYPE OF HANDLING CHARACTERISTICS THE ADV AN CED PILOT DEMANDS, AND THE STABILITY THE SUPERVISED BEGINNER NEEDS.

NOW ADD TO THIS OUR MACHININ AND UNPARALLELED COMPONENT ST ANDA AND THAT IT IS THE ONLY RIGID-WING CERTIFIED, (IT ACTUALLY LIFTED THE TEST-CAR'S FRONT WHEELS OFF THE GROUND) ...

IT MEANS YOU GET THE BEST PERFORMANCE-STRENGTH VALUE AVAILABLE TODAY. THE FLEDGLING II DOUBLE-SURF ACE IS A BIRD OF A DIFFERENT BREED. WHY NOT DROP US A LINE AND FIND OUT MORE ABOUT IT? YOU WILL FIND OUT WHY THE FLEDGE II IS WHAT YOU'VE BEEN LOOKING FOR. THE FLEDGE IS SOMETHING SPECIAL ...

AND ALWAYS WILL BE. AND THAT'S A PROMISE!

MANTA PRODUCTS INC. 1647 E. 14th St. I Oakland, Ca 94606 (415) 536-1500

DEALER INQUIRIES INVITED .

O.E.M. PARTS SHEET AVAILABLE UPON REQUEST. PRICES MAY CHANGE WITHOUT NOTICE. SEND FOR FREE BROCHURE

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